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Editors
Adam Weintrit & Tomasz Neumann
Gdynia Maritime University, Gdynia, Poland
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List of reviewers
1 Chapter 1. Pollution at Sea, Cargo Safety, Environment Protection and Ecology .............................................................. 13
1.1. Overview of Maritime Accidents Involving Chemicals Worldwide and in the Baltic Sea....................................................... 15
J.M. Häkkinen & A.I. Posti
1.2. Factors Affecting Operational Efficiency of Chemical Cargo Terminals: A Qualitative Approach ........................................ 27
T.A. Gülcan, S. Esmer, Y. Zorba & G. ùengönül
1.3. The Parameters Determining the Safety of Sea Transport of Mineral Concentrates ................................................................ 33
M. Popek
1.4. Determination of the Fire Safety of Some Mineral Fertilizers (3) ............................................................................................ 39
K. Kwiatkowska-Sienkiewicz, P. Kutta & E. Kotulska
1.5. The Ecological Hovercraft – Dream or Reality! ....................................................................................................................... 45
Z.T. Pagowski & K. Szafran
1.6. Response to Global Environment Education for Disaster Risk Management: Disaster Preparedness
of JBLFMU-Molo, Philippines ................................................................................................................................................. 49
R.A. Alimen, R.L. Pador & C.D. Ortizo
1.7. Marine Environment Protection through CleanSeaNet within Black Sea ................................................................................ 59
S. Berescu
1.8. Phytoplankton Diversity in Offshore, Port and Ballast Water of a Foreign Vessel in Negros Occidental, Philippines ........... 65
B.G.S. Sarinas, M.L.L. Arcelo & L.D. Gellada
1.9. Study of Trawling Impacts on Diversity and Distribution of Gastropods Communities in North
of Persian Gulf Fishing Area ................................................................................................................................................... 73
M. Shirmohammadi, B. Doustshenas, A. Savari, N. Sakhaei & S. Dehghan Mediseh
7 Chapter 7. Propulsion
Propullsionand
andMechanical
MechanicalEngineering....
Engineering ............................................................................................................ 227
7.1. Diagnostic and Measurement System for Marine Engines’ .................................................................................................... 229
A. Charchalis
7.2. Develop a Condition Based Maintenance Model for a Vessel’s Main Propulsion System and Related Subsystems ............. 235
M. Anantharaman & N. Lawrence
7.3. Experimental Analysis of Podded Propulsor on Naval Vessel ............................................................................................... 239
M.P Abdul Ghani, O. Yaakob, N. Ismail, A.S.A Kader, A.F Ahmad Sabki & P. Singaraveloo
7.4. Modern Methods of the Selection of Diesel Engines Injector Nozzles Parameters ................................................................ 243
M. Idzior
7.5. The Assessment of the Application of the CFD Package OpenFOAM to Simulating Flow Around the Propeller ................ 247
T. Gornicz & J. Kulczyk
7.6. On the Characteristics of the Propulsion Performance in the Actual Sea ............................................................................... 253
J. Kayano, H. Yabuki, N. Sasaki & R. Hiwatashi
7.7. Engine Room Simulator (ERS) Training Course: Practicability and Essentiality Onboard Ship ........................................... 259
R.A. Alimen
7.8. Contribution to Treatment System Deformed Highlighted a Network Connection Point of Medium and High Voltage ...... 263
V. Ciucur
The monograph is addressed to scientists and transportation solid bulk cargoes and notice about
professionals in order to share their expert fire safety assessment concerning nitrates fertilizers
knowledge, experience and research results in sea transport. The European Union is very active
concerning all aspects of navigation, safety at sea on global market of emission to reduce greenhouse
and marine transportation. gas emissions from maritime transport. In chapter
The contents of the book are partitioned into readers can find information about hovercrafts.
eight separate chapters: Pollution at Sea, Cargo There is also notice about disaster preparedness of a
Safety, Environment Protection and Ecology maritime university. The new equipment and
(covering the subchapters 1.1 through 1.9), Gas and advantages of the CleanSeaNet System is described
Oil Transportation (covering the chapters 2.1 and presented as a new method used to protect the
through 2.5), Sea Port and Harbours Development marine environment. Authors highlighted problem
(covering the chapters 3.1 through 3.7), Dynamic invasive species travel from one ocean to the other
Positioning and Offshore Technology (covering the through ballast water from the international shipping
chapters 4.1 through 4.5), Container Transport industry and survey the changes of diversity and
(covering the chapters 5.1 through 5.4), Intermodal distribution of the gastropods in an important fishing
Transport (covering the chapters 6.1 through 6.2), area.
Ship’s propulsion and Mechanical Engineering In the second chapter there are described problems
(covering the chapters 7.1 through 7.8) and related to gas and oil transportation. The readers can
Hydrodynamics and Ship Stability (covering the find some information about increase in maritime oil
chapters 8.1 through 8.8). transportation in the Gulf of Finland, about
Each chapter contains interesting information on possibilities for the use of LNG as a fuel on the
specific aspects of Maritime Transport & Shipping. Baltic Sea and the general division of ports for the
The Editors would like to thanks all authors of identification of hazards that affect the safety of
chapters. It was hard work but worth every minute. LNG carrier for port and LNG terminal in
This book is the result of years of research, ĝwinoujĞcie located on Pomeranian Bay. In this
conducted by many people. Each chapter was chapter also presented using natural gas as
reviewed at least by three independent reviewers. alternative fuel for vessels sailing in European
The Editors would like to express his gratitude to waters.
distinguished authors and reviewers of chapters for The third chapter deals sea port and harbours
their great contribution for expected success of the development. There is a notice about the future of
publication. He congratulates the authors for their Santos Harbour outer access channel and
excellent work. information about safety management system in sea
First chapter is about Pollution at Sea, Cargo ports. Presented is method of assessment of
Safety, Environment Protection and Ecology. The insurance expediency of quay structures’ damage
readers can find some information about overview of risks in sea ports. Described are problems in solid
the past tanker accidents in the Baltic Sea and waste management, control and compliance
chemical related accidents in seas worldwide. The measures. In this section also presented are the
aim of other study is to perform a qualitative problems of safety maneuvering of floating unit in
research to determine the factors affecting the yachts ports and application of extruded fenders.
operational efficiency of ship, berth and Highlighted on the requirements of the application
warehousing operations in chemical cargo terminals. code security and safety of ships and ports and the
Chapter also contains information about safe
11
12
ABSTRACT: Transport and handling of hazardous chemicals and chemical products around the world’s
waters and ports have considerably increased over the last 20 years. Thus, the risk of major pollution
accidents has also increased. Past incidents/accidents are, when reported in detail, first hand sources of
information on what may happen again. This paper provides an overview of the past tanker accidents in the
Baltic Sea and chemical related accidents in seas worldwide. The aim is to find out what can be learned from
past accidents, especially from the environmental point of view. The study is carried out as a literature review
and as a statistical review.
15
16
17
18
19
20
Noinformation1%
Othertypesof
vessel24%
Cargovessels(excl.
tankers)47%
Chemical Oil/oil
pollution product
cases0,5% pollution
Passengervessels cases12,8%
14%
Figure 3. Tanker accidents and the share of pollution cases in
the Baltic Sea in 1989–2010. (HELCOM 2012)
Tankers14%
Based on the EMSA’s Maritime Accident
Figure 2. Vessel accidents in the Baltic Sea in 1989–2010 by
Reviews (EMSA 2007, 2008, 2009, 2010), the
vessel types. (HELCOM 2012) annual number of accidents in the Baltic Sea has
varied between 75 and 120 accidents over the period
21
22
23
24
25
ABSTRACT: Chemical cargo terminals constitute are a special terminal form where high and international
levels of safety and quality elements applied. Unlike conventional bulk cargo and container cargo operations,
chemical cargo operations include own priorities, applications, and the evaluation criteria. The aim of this
study is to perform a qualitative research to determine the factors affecting the operational efficiency of ship,
berth and warehousing operations in chemical cargo terminals.
27
28
29
30
31
ABSTRACT: Solid bulk cargoes belong to two major groups of goods classified in sea transportation. The
safe transportation of these cargoes is a responsible task. When the wet granular materials, such as mineral
concentrates and coals lose their shear strength resulted from increased pore pressure, they flow like fluids.
Too high humidity of cargo leading to its liquefaction may cause the shift of the cargo . In consequence, it
may cause ship’s heel and even its capsizing and sinking. The oxidation of mineral concentrates, under
certain circumstances, leads to spontaneous combustion which can cause many serious problems during
storage and transportation.
The results of the investigation on possibility of using starch as absorber (hydrophilic) material are presented.
Biodegradable materials, composed of starch are added to the ore to prevent sliding and shifting of ore
concentrates in storage. The role of starch materials in properties of mineral concentrates from the point of
view of safe shipment was investigated.
33
34
35
3.2 Methods
The influence of adding starch materials to the ores
on its parameters determining ability for safe
shipment by sea was assessed on the basis of
determination of the following parameters: Flow
Moisture Point and reaction activity. The evaluation
of FMP was performed with the use of the Flow
Table Test according to the recommendations given
in IMSBC Code. The samples with Lubostat, AD
and granulated starch were tested for estimation
TML at several time intervals.
Figure 2. The grain size distribution in mixture of zinc blende The self-heating property of sulfide concentrates
and iron concentrate with Lubostat was estimated according to the procedure presented
by Yang [Yang et al. 2011]. The constant
The starch material does not significantly change temperature in the chest was maintained stable at
grain size distribution. Based on the effective size 1400C, 1500C, 1600C and 1800C, respectively over a
D10 it can be said that the tested mixtures are the ma- long period of the experiments to determine the
terials, which may liquefy during shipment. crossing – point temperature at four different
The chemical composition of concentrates ambient temperature.
influences the transport – technological properties,
particularly the ability to oxidize. The study found
also that among many parameters that determine 4 RESULTS AND DISUSSION
susceptibility to self-heating, the most important role
is of the chemical composition [Iliyas et al. 2010]. In The results of estimation TML for zinc blende and
addition, differences in elemental composition, iron concentrate and for their mixtures with starch
especially in the content of useful part which is materials are presented in Figures 3 and 4.
metal as well as the presence of sulfur, can cause
variations in chemical activity. Table 1 presents the
percentages of major elements – sulphur and metals
in tested minerals.
Following starch materials were tested (potato Figure 3. TML values determined by means of Flow Table
starch obtained from Potato Industry Company at Test –zinc blende +starch materials
LuboĔ):
distarch phosphate -“Lubostat”
acetylated distarch adipate -“AD”
granulated product - granulated starch.
Selected starch materials have different ability to
absorb moisture. The greatest capacity to collect
moisture from the atmosphere is distinguished by an
acetylated distarch adipate. Hygroscopicity distarch
36
37
38
ABSTRACT: This paper provides an outlook on fire safety assessment concerning nitrates fertilizers in sea
transport. The investigation was aimed at comparison of two methods of classification and assignment to a
packing group of solid fertilizers of class 5.1 of International Maritime Dangerous Goods Code. First research
was conducted in accordance with the Manual of Test and Criteria, “Test for oxidizing solids” described in
the United Nations Recommendations on the Transport of Dangerous Goods. The second method was the
differential thermal analysis (DTA), where the basis was the determination of the temperature change rate
during thermal reaction. According to two used tests, the investigated three fertilizers belong to 5.1 Class and
to packaging group III of the International Maritime Dangerous Goods Code. Two fertilizers do not belong to
dangerous goods. The DTA method gives more quantitative information about fire risk on the ship than the
method recommended in the International Maritime Dangerous Goods Code.
39
40
41
42
43
44
ABSTRACT: The European Union is very active on global market of emission to reduce greenhouse gas
emissions from maritime transport. There is currently no international regulation of emissions from this
transport, but the new generation biofuel technology is critical for reducing emission of wide range of
transport resources including a small water transport. The paper presents the results of preliminary biofuel
tests of ecological fuel BioE85 on the hovercraft PRP 600 M/10, which was manufactured in Poland by
Institute of Aviation. A hovercraft transport is all known a hybrid transport vehicle and the tests confirmed
significant changes in emission using biofuel with 85% of ethanol and will help to support the idea of new
generation of biofuels that reduce the environmental pollution on land, sea and air.
1 INTRODUCTION
45
46
REFERENCES
Figure 10. SPL (dB) of hovercraft PRC-600 [1] Climate change and the freight industry ,2012
http://www.fta.co.uk/policy_and_compliance/enviroment/lo
gistics_carbon_reduction_scheme/climate_change_and_frei
3 REMARKS ght.html
[2] Dąbrowski W. Graffstein J. Masáowski P. Popowski S.
2004. On dynamics of howercraft motion on ice Prace
The expansion of hovercraft in the area of Instytutu Lotnictwa 1/2004 (176) str. 26 – 30, Warsaw,
commercial transport, platform for moving heavy Institute of Aviation
loads, patrol and rescue services and sport also [3] Internal reports of Institute of Aviation: „Haáas
ecotourism define and promote environmental point poduszkowca PRP-560 cz.1” – Report no. BE1/410/2002 ;
„Haáas zewnĊtrzny poduszkowca PRC-600” - – Report no.
of view, which to this moment was practically LTBA-1/2006, „Haáas wewnĊtrzny i zewnĊtrzny
absent. Actually in Poland we have registered by the poduszkowca PRC-600” – Report no. BE/3/2005
Polish Register of Shipings - Polski Rejestr Statków [4] KLIMEK Z.: PODUSZKOWCE Î problemy formalno
hovercrafts of Institute of Aviation in number of 10. – prawne, http://poduszkowce.net/publikacje_eng.html
Biofuels are ready to use without serious problem [5] Korsak T. Description of the patrol and rescue hovercraft
when hovercrafts are powered by modern car IL prp-560 “Ranger” designed and produced by Institute of
Aviation, 2004,Prace Instytutu Lotnictwa 1/2004 (176) str.
engines or turbine aviation engines using renewable 9 – 13
Jet A/A-1 fuel compliant with specifications ASTM [6] Koziarski S. Zmiany w strukturze transportu Unii
7566. Actually very prospective idea is using of Europejskiej http://www.cut.nazwa.pl/ptg/konfer/include/
hybrid system, where gasoline engine generate wydaw.php?r=2007&ab=1b
electricity for the independent electric motors of the
47
48
ABSTRACT: The study determined the disaster preparedness of a maritime university, specifically, John B.
Lacson Foundation Maritime University-Molo in the Philippines. This study used quantitative-qualitative
modes of data collection. The study determined the different disaster practices, drills, and exercises at the
maritime university in its response to Global Environmental Education for Disaster Risk Management. To
further reinforce the data generated for this investigation, a document analysis of the written documents of the
Disaster Committee, JBLFMU-Molo was utilized. The participants of this study were faculty members and
marine officers who had been on-board. Results revealed that majority of the respondents at maritime
university preferred to join “Disaster Committee” as part of their social awareness and consciousness on the
prevailing imbalance forces of nature. As a maritime university, the participants’ first priority is fire
committee as compared to earthquake, flood, typhoon, bomb threat, and tsunami committees. In this study, the
researchers found out that JBLFMU-Molo conducted disaster drills to better prepare the students, faculty, and
staff to the different uncertainties brought about by natural calamities and fire. The most frequent drill
conducted was ‘fire drill’, few respondents mentioned ‘earthquake drill’ and ‘bomb threat’ drills. The results
revealed that there were no drills on ‘flood,’ ‘tsunami,’ ‘volcanic,’ ‘typhoon’ although these natural disasters
were considered equally dangerous. This illustrated that the maritime university focused only in combating
fire perhaps because of the required STCW competency standard on how to deal with fire on-board. This ‘fire
drill’ increased the participants’ awareness of their maritime profession, risk of life on-board, tanker
operation-activities, and handling chemical and toxic cargoes and substances. In response to the many
challenges faced by many individuals, the maritime university (JBLFMU-Molo) tapped students from the
NROTC and CWTS as volunteers to the many activities/approaches to lessen the hazards that brought by
“disaster of every life.” The volunteers were trained and educated on how to predict incoming disasters. The
training helped the volunteers to determine the level of resiliency, capabilities, and susceptibility of certain
place and people towards different types of disasters. Furthermore, the study highlighted the qualitative
comments, remarks, views of the respondents in relation to “Disaster Preparedness Program” of the maritime
university.
49
50
4 THEORETICAL FRAMEWORK
51
52
The participants agreed that the maritime The results in Table 7 revealed that most of the
university conducts regular drills on disaster (f = 24, participants (f=28, 93%) said that the university had
80%) as shown in Table 4. The data confirmed the management plan and only few of participants (f=2,
commitment of the university to address challenges 7%) said “no disaster management plan.”
in combating environmental disturbances by
conducting regular drills on disaster preparedness. Table 7. Disaster Management Plan of Maritime University in
the Philippines
__________________________________________________
Table 4. Regular Drill on Disaster Preparedness
__________________________________________________ Question Frequency Percentage
__________________________________________________
Has JBLFMU-Molo conducted regular Frequency Percentage Does JBLFMU-Molo have Disaster Management Plan?
drill on disaster preparedness?
__________________________________________________ YES 28 93
YES 24 80 NO 2 7
NO 6 20 TOTAL 30 100
__________________________________________________
TOTAL 30 100
__________________________________________________
Table 8. Integration of the Disaster Management Plan
__________________________________________________
The maritime university had the following Question Frequency Percentage
__________________________________________________
disaster drills: (1) fire drill (f=27, 90%), (2) Is the Disaster Management Plan integrated in the annual
earthquake drill (f=2, 6.67%), (3) bomb threat (f=1, development Plan?
1.33%), (4) flood drill, tsunami, volcanic, typhoon YES 28 93
drills (f=0). The results show that the university is NO 2 7
TOTAL 30
__________________________________________________ 100
well-prepared in combating fire, may be because this
particular drill is needed on board and a requirement
to become competent officers. This drill helps the Table 9. Calamity/Disaster Experienced by the Participants
__________________________________________________
respondents to acquire advanced knowledge and Question Frequency Percentage
__________________________________________________
awareness of the future accidents that the students Have you experienced calamity/disaster?
might encounter as brought about by overheating of YES 30 100
engine, electrical faults, and fire. NO 0 0
TOTAL 30
__________________________________________________ 100
Table 5. Emergency Drills conducted by the Maritime
University
__________________________________________________ The respondents of this study experienced
Which of the emergency drills Frequency Percentage Rank primarily the havoc of flood, followed by typhoon,
does your university exercise?
__________________________________________________ fire, and earthquake. The flood that affected the
A. Fire Drill 27 90.00 1.0 properties and lives of the people in Region 6
B. Earthquake Drill 2 6.67 2.0 remained horrible and terrifying even up to this
C. Bomb Threat Drill 1 3.33 3.0 time. This unexplained environmental
D. Flood drill 0 0 5.5
E. Tsunami Drill 0 0 5.5
turbulence/disaster is one of the effects of the lack of
F. Volcanic Drill 0 0 5.5 concern of the people of their surroundings and
G. Typhoon Drill 0 0 5.5 Mother Earth.
TOTAL 30
__________________________________________________
53
54
55
REFERENCES
56
ABSTRACT: The article presented is intended to highlight the activity and efforts developed by the
Romanian Naval Authority (RNA) in order to fulfill the obligations assumed by Romania and required by the
IMO Conventions and EU Directives. The organizational structure reveals that RNA is complying with the
new requirements and recommendations regarding the pollution prevention and pollution response. It is
stressed the good cooperation with the International Maritime Organization (IMO) and the European
Maritime Safety Agency (EMSA) and the important achievements concerning the application and the
enforcement of the MARPOL requirements in the area of jurisdiction has been brought. The new equipment
and advantages of the CleanSeaNet System is described and presented as a new method used to protect the
marine environment. A real case of marine pollution shows how MCC is functioning by applying the satellite
image information in order to suppress any form of violation in respect with national and international
legislation for marine pollution prevention.
59
60
61
62
REFERENCES
63
ABSTRACT: Introduction of harmful aquatic organisms and pathogens in our ocean is one of the greatest
threats according to the IMO (International Maritime Organization). Alien or invasive species travel from one
ocean to the other through ballast water from the international shipping industry which is very inevitable. In
the Philippines, few existing studies were established on phytoplankton composition in ballast tanks of a
foreign vessel; thus this study is conducted. This study aimed to identify the phytoplankton diversity of
offshore, port and ballast water from a foreign vessel docking in Negros Occidental, Philippines.
Furthermore, this study aimed to determine the cell density, generic diversity and evenness and
physicochemical characteristics such as pH, temperature and salinity. A total of 39 liters were taken from the
middle column of the offshore, port and ballast tanks through sounding pipe and siphon technique.
Temperature, pH and salinity were measured, in situ. All water samples were preserved with Lugol’s solution
and transported in the Phycology laboratory at Southeast Asian Fisheries Development Center-AQD. This
study provides baseline information on phytoplankton diversity present in offshore, port and ballast water
from a foreign-going vessel in the Philippines.
65
66
2 METHOD
2.3 Data Analyses
2.1 Research Design The following environmental indexes (Atlas and
This study utilized the survey design. This is for the Bartha, 1998) were used in this study:
fact that phytoplankton was determined in various Shannon Weaver-Index ( H ) where,
sources such as port, offshore and ballast water of a
foreign vessel docking in Negros Occidental, H C
N
N log N ¦ ni log ni
Philippines through siphon technique and by the use
67
Table 1. Phytoplankton diversity showing the genera and density (cells/ml) in offshore, port and ballast tanks of a foreign vessel (in
mean values) and generic richness and evenness.
_________________________________________________________________________________________________________
Genera Offshore Port FPT DBT 2P DBT 3C DBT 2S DBT 1 DBT 4P DBT 4S
_________________________________________________________________________________________________________
Arachnoidiscus H. Deane ex G.Shadbolt - 18 - - - - - 23 -
Asterionella Hassall - 23 - - - - - - 11
Chaetoceros Ehrenberg 12 16 - 14 13 - 23 12 11
Coscinodiscus Ehrenberg 16 18 24 22 14 14 - 21 -
Ditylum J. W. Bailey 14 24 16 - 15 - - 24 13
Eucampia Cleve 11 21 22 - - - - 25 12
Grammatophora Ehrenberg 12 - - - - - - - -
Isthmia C. Agardh 11 22 18 24 - 13 19 17 13
Lauderia Cleve 13 23 - - - - - 26 14
Leptocylindricus Cleve - - 7 - - - - - -
Licmophora C. Agardh - - 12 - - - - - -
Melosira C. Agardh 88 43 - - - 11 - 26 -
Odontella C. Agardh - 21 - 17 11 11 - 25 15
Pseudo-nitzschia Peragallo - - - 26 - - - - -
Rhabdonema Kutzing - - 13 - - - - - -
Rhizosolenia Brightwell - - - 13 - - 24 - -
Skeletonema Greville - - - 18 - - - - -
Striatella C. Agardh - - - - - - 19 - -
Synedra Ehrenberg 12 23 15 23 17 15 15 - 13
Thalassionema Grunow ex Mereschkowsky 12 24 13 - 11 - 22 - 13
Summary
Generic Richness 10 12 9 8 6 5 6 9 9
Generic Diversity (H) 4.9 5 5 4.9 4 4 4 5 4.2
Generic Evenness (e) 4.9 5 5 5 5.5 5
_________________________________________________________________________________________________________5.5 5 5
Table 1 shows the genera of phytoplankton found in offshore, port and ballast water tanks such as FPT, DBT 2P, DBT 3S, DBT 2S,
DBT 1, DBT 4P and DBT 4S with corresponding density (cells/ml).
68
69
REFERENCES
70
71
ABSTRACT: This study took place to survey the changes of diversity and distribution of the gastropods in an
important fishing area in the northwest coasts of the Persian Gulf due to bottom trawling. Sampling carried
out before the shrimp trawling season then repeated two weeks and three months after the end of the shrimp-
fishing season. Two set of nine sampling stations selected in area with less than 6m and more than 10m
depths respectively. In both depths, the abundance of the gastropods, diversity, richness and evenness indices
excluding Simpson dominant index decreased in two weeks and three months after trawling (P<0.05). The
abundance of the gastropods increased in size class of < 2mm in after trawling. In both depths, the most
abundance species was Acteocina involuta in two weeks after trawling. The grain size of the sediment can be
categorized mostly silt-clay in area. Increasing pattern of trawling intensity due to trawling were found in
regions with less than 6m depth comparison of deeper areas with more than 10m depth.
The impacts of fishing gears on the marine Impacts of bottom trawling were investigated at 18
environment have been a matter of great concern to stations in the northwest of the Persian Gulf in the
the sustainable management of oceanic resources south Khuzestan province inshore waters in along
(Smith et al., 2000). The Bahrakan is one of the most the coast Bahrakan ( 30° 03' - 30° 06' N, 49° 43' –
important sites for fishing activities in the Persian 49° 46' E)(Fig. 1). Two groups of station selected in
Gulf (ROPME, 2004). Many studies have focused the 6m and 10m bathy metric lines because of
on benthic community responses in northwest of different fishing impact. The trawling efforts
Persian Gulf (Nabavi SB, 1992; Dehghan MS, 2007; occurred from the end of July until the end of
Hovizavi Sh., 2009; Roozbahani et al., 2010; Shokat August (30 days). Sampling were taken before the
et al., 2010). However, this the first study on start of the trawling season (15 May) and two weeks
trawling affects on benthos communities in the area. (5 September) and three months (14 November)
Despite concerns, the intensity and extent of bottom after the end of the trawling season in 2010 repeated.
trawling have continued to increase throughout the Triplicate samples collected by van Veen grab
world, particularly over the last few decades (0/025 m2) for studying the macrobenthos of each
(Hannah et al., 2010).Trawling is believed to affect station. Samples of the macrofauna were sieved
stock abundances directly by removing or killing through 0.5 mm mesh then preserved in 4 %
individuals, and indirectly by affecting structures neutralized formalin (Joice et al., 2006) and then
and organisms that serve as habitat and food for transferred into Rose Bengal solution (1 g.l-1) . In
demersal fish species (Kumar and Deepthi, 2006). addition, biomass was estimated using Ash-free dry
Trawling intensity depended on size and weight of weight method.
trawl, rapidity trawling, type of seabed, power of The ignition method (Buchanan, 1984) used to
water flow and tide and natural confusion in the estimation organic contents of sediments. Grain size
zone (Dellapenna et al., 2006). Previous studies studied using wet sieve method (Buchanan, 1984).
suggested that gastropods assemblages were good Furthermore, Shannon diversity, Margalef species
indicators of impacts trawling because of their richness, Simpson dominant and Pielou evenness
sensitivity to habitat alterations (Morton, 1996). indices calculated for every sampling period
(Ludwig and Reynolds, 1988). Normality data
73
400
sampling period (P < 0.05). c
6m depth
74
0.3
6m depth of gastropod communities. Thereupon, impacts of
0.2
10m depth
trawling on them were too much, and they need
0.1
more time for recovery. Result consistent with
previous studies (Engel and Kvitek, 1998; Rumohr
0
Before trawling T wo weeks after trawling T hree months after trawling and Kujawski, 2000). Ball et al., 2000 was recorded
muddy bottoms need more time for recovery than
Figure 3. Temporal variations of mean biomass of gastropods
(g.m-2) in the Bahrakan (2010) sandy one and trawling made more turbidity in
muddy beds with higher suspended particle that
The results showed that, the highest percentage preventing larva settlement in bottom substrate.
abundance obtained in size classes 2 to 4 mm and Results consistent with others studies (Tuc et al.,
smaller than 2 mm in before trawling and after 1998; Smith et al., 2000; Dellapeana et al., 2006).
trawling, respectively While, size class >4mm wasn't Bahrakan sediments are mostly muddy also reported
observed in after trawling (Fig. 4&5). in previous study (Shokat et al., 2010). Only
abundance of A. involuta (Cylichnidae) increased
Before trawling Two weeks after trawling Three months after trawling
and became dominant species two weeks after
70
trawling. Other authors found increasing of
60 burrower and scavenger gastropods after trawling.
They suggested removing sediment of upper layers
Abundance(%)
50
40 by trawling induce emerging of burrowers and
30 scavenger from adjacent zone for nourishment from
20
the damaged benthos in trawling in the fishing zone
10
(Rumohr and Kujawski, 2000; Lokkeborg, 2005).
0
0 to 2 2 to 4 4 to 6 more 6
Most species of family Cylichnidae are burrower
Long(mm) and scavenger (Faucci et al., 2007). Shannon
Figure 4. Variations of percentage abundance with different diversity, Margalef species richness, and Pielou
size classes (mm) in 6m depth in the Bahrakan zone in evenness indices decreased two weeks after trawling
different sampling time (2010)
season too. Others expressed that increasing organic
Before trawling Two weeks after trawling Three months after trawling
matter and diminution abundance of macrobenthos
decreased diversity (Tuck et al., 1998; Thrush et al.,
70
60
2001; Sparks-McConkey and Watling, 2001). Three
50 months after trawling period, all indices increased
Abundance(%)
75
76
http://www.helcom.fi/stc/files/shipping/Overview%20of%2
2011).
2002.
http://www.helcom.fi/shipping/accidents/en_GB/accidents/
Naantali, Finland.
http://www.vtt.fi/inf/pdf/publications/2006/P595.pdf
(accessed 14 February 2012).
373.
803.
http://www.jurasadministracija.lv/index.php?action=145
Law, R.J. & Cambell, J.A. 1998. The effects of oil and
1 INTRODUCTION
A Qualitative Approach
3 METHODOLOGY
of the participants.
__________________________________________________
Germany Manager
Manager
Germany Operations
Leader
Manager
Manager __________________________________________________
The research questions were about the following
topics:
companies,
they use,
etc.),
4 RESEARCH FINDINGS
below. __________________________________________________
Vopak Oil Tanking Dow Solventaú Limaú
__________________________________________________ # of
Jetties 9 5 3 2 2 Drafts (m) 3.5-12 3.6-12.8
7-14 10-25 11-22
__________________________________________________ The
products handled in the jetties of VOPAK and OIL Tanking
are mostly mineral oils and this is the reason why these
jetties are convenient for ships between 2.000 and 200.000
dwt. VOPAK is also handling sulfuric acid as chemicals. In
the inside parts of the jetties of these two terminals,
handling operations are usually realized with the barges
and only hoses are used in handling operations. The
mineral oils can be handled up to 2000 cbm/hour in OIL
Tanking and also 1000 cbm/hour in VOPAK with loading arms
according to the receiving capacity of the ships and to
the property of the products. Although, pipelines used in
mineral oil handlings are generally produced for a maximum
pressure of 12-13 bars, they’re usually used under
pressures of between 6-7 bars due to safety and material
lifetime. DOW is handling only chemical products in its
terminal with its jetties between 155 meter and 270 meter
long. The loading arms on the jetties can be remote
controlled which prevents the possible delays caused by
the ship maneuvers. SOLVENTAù uses one of its jetties for
chemical liquids and the other one for fuel and gas oil
handlings which are 250 and 275 meter long. There is
real-time fuel oil and gas oil blending capability on the
jetty as loaded to the barges for bunkering. On chemical
jetty, 42 separate products can be handled at the same
time with 4 or 8 ships according to their tonnages. LøMAù
can handle 10 separate chemicals simultaneously on its 165
meter long jetty with two ships. As described “The
Physical Oceanographic” effect, tidal level in the Elbe
River reaches up to 5 meter which causes delays in ship
operations in connection with the drafts of the ships
sometimes. 4.2 Intermodal logistics capabilities of the
companies; The European railway network is directly
connected to the terminals in Hamburg and therefore is a
very flexible instrument for transports leaving Hamburg
and arriving at the terminals from the hinterland. All
three companies in Hamburg have their own locomotives and
railway inside their terminals. The yearly average number
of wagons handled in OIL Tanking is 20.000. Also this
number in VOPAK is daily between 100-200 wagons. As a
result, the amount of handled liquid by railway is more
than seaborne transports in these two companies 26% of
the products leave DOW / Hamburg terminal by railway.
tankers.
common.
of terminal staff.
defines.
system or personally.
loading area.
Pollution”.
2012.
2012.
November 2012.
MARITIME ECONOMY
Concentrates
M. Popek
may cause ship’s heel and even its capsizing and sinking.
The oxidation of mineral concentrates, under
CONCENTRATES
2.1 Hazards
continuum.
sinking.
O’Sullivan 2006].
2.2 Liquefaction
most laboratories.
Krause 2004].
method.
3 EXPERIMENTAL PROCEDURES
in Figure 2.
in tested minerals.
(wt.%) __________________________________________________
Metal S
__________________________________________________
Zinc blende Zn = 61,57 31,49
LuboĔ):
conditions of transport.
presented in Table 2.
starch materials
__________________________________________________
Type of concentrate
77 (1-2): 19-22.
London.
51-58.
1961.
1 INTRODUCTION
2 MINERAL FERTILIZERS
belong to oxidizers.
2011(a)].
oxidizers.
[ºC/s].
recorded curves.
5 RESULTS
and 2.
Code).
Ammonium
nitrate
ammonium
sulphate
Canwile -
nitrogen as
a sum of
ammonium
and nitrate
nitrogen
WAP
MAG
CaO (28%),
MgO(16%)
NH 4 NO 3
(5%)
(NH 4 ) 2 SO 4
Potassium
bromate
(V) (p.a. )
Name of the
Ammonium
nitrate
(60%) +
calcium
carbonate
Ammonium
nitrate (55%)
+ ammonium
sulphate
(45%) 0,9 2 0,96 III 5.1
Canwile -
nitrogen as a
sum of am
monium and
nitrate nitro
WAP-MAG
CaO (28%),
MgO(16%)
NH 4 NO 3
(5%)
(NH 4 ) 2 SO 4
Potassium
bromate (V)
Organization.
Organization.
pp .959-963.
1 INTRODUCTION
in 2009
Wing.
tests
3 REMARKS
impact/planned_ia/docs/2012_clima_001_maritime_transpo
rt_emissions_en.pdf
http://ec.europa.eu/clima/policies/transport/index_en.htm
1 INTRODUCTION
university.
3 ENVIRONMENTAL EDUCATION
sustainable economy.
4 THEORETICAL FRAMEWORK
JBLFMU-Molo.
7 METHOD
social issues.
A. Fire 7 39 1.0
B. Earthquake 6 33 2.0
C. Flood 3 17 3.0
D. Typhoon 2 11 4.0
F. Tsunami 0 0 5.5
Total 18 100
__________________________________________________
YES 24 80
NO 6 20
TOTAL 30 100
__________________________________________________
University
__________________________________________________
TOTAL 30
__________________________________________________ The
results in the Table 6 show the number of drill/activities
conducted by the university to simulate the procedure
needed in order to prepare in case of disasters such as
fire, earthquake, flood, typhoon, and others natural
environmental disasters caused by human negligence and
lack of concern. The results of the study revealed that
majority of the participants agreed that disaster drills
are conducted “once a year” (f=20, 67%, R=1) followed by
“twice a year” (f=6, 20%, R=2) and “three times a year”
(f=4, 13%, R=3) according to the participants. Table 6.
Number of Disaster Drills Conducted by the Maritime
University
__________________________________________________
Question Frequency Percentage Rank
__________________________________________________ How
often does the university conduct disaster drills? A. Once
a year 20 67 1 B. twice a year 6 20
2 C. three times a year 4 13 3 TOTAL
30 100
__________________________________________________ The
results in Table 7 revealed that most of the participants
(f=28, 93%) said that the university had management plan
and only few of participants (f=2, 7%) said “no disaster
management plan.” Table 7. Disaster Management Plan of
Maritime University in the Philippines
__________________________________________________
Question Frequency Percentage
__________________________________________________ Does
JBLFMU-Molo have Disaster Management Plan? YES
28 93 NO 2 7 TOTAL 30
100 __________________________________________________
Table 8. Integration of the Disaster Management Plan
__________________________________________________
Question Frequency Percentage
__________________________________________________ Is the
Disaster Management Plan integrated in the annual
development Plan? YES 28 93 NO
2 7 TOTAL 30 100
__________________________________________________ Table
9. Calamity/Disaster Experienced by the Participants
__________________________________________________
Question Frequency Percentage
__________________________________________________ Have
you experienced calamity/disaster? YES 30
100 NO 0 0 TOTAL 30 100
__________________________________________________ The
respondents of this study experienced primarily the havoc
of flood, followed by typhoon, fire, and earthquake. The
flood that affected the properties and lives of the people
in Region 6 remained horrible and terrifying even up to
this time. This unexplained environmental
turbulence/disaster is one of the effects of the lack of
concern of the people of their surroundings and Mother
Earth.
Participants
__________________________________________________
A. Flood 10 33 1.0
C. Fire 8 27 2.5
D. Earthquake 4 13 3.0
Total 30 100
__________________________________________________
university
__________________________________________________
YES 26 27
NO 4 13
TOTAL 30 100
__________________________________________________
YES 25 83
NO 5 17
TOTAL 30 100
__________________________________________________
katabo
disasters occur).
be supported.
disasters.
preparedness.
environmental problems.
campaigns.
Philippines.
University of Kansas.
1 INTRODUCTION
and regulations.
from ships.
2007.
S. Berescu
casualties;
by vessels;
casualties;
Centre.
and pollution.
17/1990 as amended.
Council).
cooperation.
Secretariat of CODM.
system database;
exercises.
pollution incident.
book, engine log book and the log book for oil and
oil sleek
1 INTRODUCTION
environment.
Philippines.
2 METHOD
where:
C = 2.3
N = number of individuals
log H e S
where:
S = number of species
Asterionella Hassall - 23 - - - - -
- 11
Chaetoceros Ehrenberg 12 16 - 14 13 -
23 12 11
Coscinodiscus Ehrenberg 16 18 24 22 14 14
- 21 -
Ditylum J. W. Bailey 14 24 16 - 15 -
- 24 13
Eucampia Cleve 11 21 22 - - - -
25 12
Grammatophora Ehrenberg 12 - - - - - -
- -
Isthmia C. Agardh 11 22 18 24 - 13
19 17 13
Lauderia Cleve 13 23 - - - - -
26 14
Leptocylindricus Cleve - - 7 - - - -
- -
Licmophora C. Agardh - - 12 - - - -
- -
Melosira C. Agardh 88 43 - - - 11 -
26 -
Odontella C. Agardh - 21 - 17 11 11
- 25 15
Pseudo-nitzschia Peragallo - - - 26 - -
- - -
Rhabdonema Kutzing - - 13 - - - -
- -
Rhizosolenia Brightwell - - - 13 - -
24 - -
Skeletonema Greville - - - 18 - - -
- -
Striatella C. Agardh - - - - - - 19
- -
Synedra Ehrenberg 12 23 15 23 17 15
15 - 13
Summary
Generic Richness 10 12 9 8 6 5 6
9 9
cells/ml).
cells/ml).
(Fig. 3).
4 CONCLUSIONS
http://www.nbep.org/publications/other/ballast/BallWaterIn
troSpeciesRpt.pdf
Doblin, M. A., Popels, L. C., Coyne, K. J., Hutchins, D. A.,
http://www.algaebase.org
10.1007/s10530-009-9520-6.
CM. O:10-17.
1 INTRODUCTION
S. Dehghan Mediseh
3 RESULTS
0.1
0.2
0.3
0.4
i o
a s
s (
g .
10
20
30
40
50
60
70 0 to 2 2 to 4 4 to 6 more 6 Long(mm)
b u
n d
a n
c e
( %
10
20
30
40
50
60
70 0 to 2 2 to 4 4 to 6 more 6 Long(mm)
b u
n d
a n
c e
( %
4 DISCUSSION
5 CONCLUSION
Ball, B.J., Fox, G. and Munday, B.W., 2000. Long- and short
519–530.
Blackwell. 418P.
108, 30–38.
70, 459–475.
areas/clean-and-safe-maritime-activities
lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2009:
0008:FIN:EN:PDF
http://ec.europa.eu/clima/policies/package/index_en.htm
http://ec.europa.eu/transport/maritime/motorways_sea/moto
rways_sea_en.htm
http://www.ymparisto.fi/default.asp?node=22013&lan=fi
Vailable at URL:
http://www.helcom.fi/stc/files/shipping/Overview%20of%2
0ships%20traffic_updateApril2009.pdf
951-29-4785-0.
http://www.vtt.fi/inf/pdf/publications/2004/P547.pdf
http://web-static.vm.ee/static/failid/122/Einari_Kisel.pdf
Knuutila, S. 2011. The easternmost waters of the Baltic.
Available at URL: http://www.ymparisto.fi/default.asp
?node=16516&lan=en Knuutila, S., Jolma, K. and Asanti, T.
2009. The Imapcts of oil on the marine environment.
Available: at URL
http://www.ymparisto.fi/default.asp?contentid=334186&la
n=fi&clan=en Kupchinsky, R. 2009. Russian Oil and Gas in
2030. Publication: Eurasia Daily Monitor Volume: 6, Issue:
164. Available at URL: http://www.jamestown.org/single/?
no_cache=1&tx_ttnews%5Btt_news%5D=35460 Leningrad Region
2011. The Baltic pipeline System – the key federal project
in the Leningrad Region. Available at URL:
http://eng.lenobl.ru/economics/investment/principlefederalp
rojects/balticoilpipeline?PHPSESSID=640241724ce1bc428
39f3b18b9e71f1a Ministry of Energy of the Russian
Federation 2003. The Summary of The Energy Strategy of
Russia for the period of up to 2020. Moscow. Available at
URL:http://ec.europa.eu/energy/russia/events/doc/2003_str
ategy_2020_en.pdf Myrberg, K., Raateoja, M. and Lumiaro,
R. 2011. Itämeren peruskuvaus. Suomen ympäristökeskus and
Edita. Available at URL:
http://www.itameriportaali.fi/fi/tietoa/yleiskuvaus/
peruskuvaus/fi_FI/peruskuvaus/ Pasp Russia 2012. Ȼɨɥɶɲɨɣ
ɩɨɪɬ ɋɚɧɤɬ-ɉɟɬɟɪɛɭɪɝ (Big Port of St. Peterburg).
Available at URL:
http://www.pasp.ru/bolshoy_port_sankt-peterburg1 Port of
Tallinn 2011. Muuga Harbour. Available at URL:
http://www.portoftallinn.com/muuga-harbour Turunen, T.,
Lepistö, A. and Ritonummi, T. (2008). Pitkän aikavälin
ilmasto- ja energiastrategia (A Longterm climate and
energy strategy). Available at URL: http://
www.tem.fi/files/20585/Selontekoehdotus_311008.pdf UK
Trade & Investment 2010. Russia – Opportunities for UKbased
companies in the ports sector. Available at URL:
http://www.beckettrankine.com/downloads/UKTI_Russia_
Ports_Report.pdf Ust-Luga Company 2012. The Internet site
of Ust-Luga Company. Available at URL:
http://www.ustluga.ru/info/?lang=en World maritime news
2012. Russia: First Shipment from UstLuga Crude Oil
Terminal to Rotterdam. Posted on March 28 th .2012.
Available at URL:
http://worldmaritimenews.com/archives/50691 This page
intentionally left blank Gas and Oil Transportation
Maritime Transport & Shipping – Marine Navigation and
Safety of Sea Transportation – Weintrit & Neumann (Eds)
1 INTRODUCTION
areas (ECA).
2008) __________________________________________________
S. Jankowski
2 TECHNOLOGICAL SOLUTIONS
(Figure 8).
million USD.
BALTIC SEA
political support.
1 INTRODUCTION
Port Entry
2 DIVISION OF PORTS
3 IDENTIFICATION OF HAZARDS
6 http://ms.ums.gov.pl/pl/Karty/ĝwinoujĞcie/podej.php 3.1
Simulation of passing through the fairway Simulation
studies were carried out using the
navigational-maneuvering simulator Navi Trainer
Professional 5000, simulator of electronic charts systems
and Navi-Sailor ECDIS 4000 and Model Application Wizard
(v. 5.0) application. Used ship's model was a model of a
loaded membrane type LNG carrier, with parameters L =
315m, B = 50 m, T = 12 m. Ship was on an even keel and in
upright condition. Figure 4. Model of LNG carrier used in
the simulations Traffic lane which was used in simulations
was 14.3 m in depth, headed in the direction of 170.2°
350.2 °. The initial (nominal) speed of the vessel was the
value of 6 and 8 kts. Wind adopted in simulations changed
every 45 degrees from the direction of N, thus blowing in
the eight cardinal directions. In the simulation scenario,
the behavior of the model in motion along the approach
assumes that the initial position of the model is on the
axis of the existing track in the most northerly part and
in the line of symmetry of the model and the bottom of
the course coincides with the center of the track, in
example 170.2 °. Adopted at a constant depth equal to the
entire track 14.3 m. A loop was built of a continuous
timeline, which for a given range of wave, wind speed and
wave height (caused by wind) are continuous-decreasing
functions. Wind speed is limited to a value of below 6 m
/s. Simulation results obtained for winds (without
squalls) with speed for 6, 9, 12, 12,2-15,0 m/s at 0.2 m/s
and 15,1-18,0 m/s in 0.1 m/sec. As the end of the
simulation were taken when adopted model ran out from the
track with a width of 300m. In the scenario simulation
assumed the conditions of good visibility during the day
to offset the adverse effects for this particular study,
the external conditions, such as the movement of other
factors. The main objective of the simulation was to
investigate the conduct of the volatility function of
distance from the track model with given parameters of
noise – hydro meteorological conditions. Parameters of
conducted simulation – as examples are given in table
Tab.1. These simulations did not include the additional
impact of current.
1 8 N N - - - 15,3 E
2 8 NE NE - - - 15,4 E
3 8 E E - - - 14,8 W
4 8 SE SE - - - 14,8 W
5 8 S S - - - - - Ship stayed
on lane
of breadth 300 m
6 8 SW SW - - - 14,2 E
7 8 W W - - - 15,3 E
8 8 NW NW - - - 15,6 W
1a 6 N N - - - - - Ship
stayed on lane
of breadth 300 m
2a 6 NE NE - - - 14 W
3a 6 E E - - - 12,2 W
4a 6 SE SE - - - 12,4 W
5a 6 S S - - - 12,8 E
6a 6 SW SW - - - 12 E
7a 6 W W - - - 12,6 E
8a 6 NW NW - - - 15,1 W
In the accompanying graphs below, as examples,
(simulation no. 5)
1 INTRODUCTION
markets.
shipping.
Thus this study born by the request of Ege Gaz Aliaga LNG
Terminal management to determine if it is safe to
when the first Q-Flex type LNG carrier berthed to the Ege
Gaz Aliaga LNG Terminal.
3 METHODOLOGY
of the study.
2008; 26).
shown in Figure 1.
the study.
Wind : 30m/sec
Wave : 0 meters
used.
274°
284°
294°
304°
occurred on M7 dolphin.
4 CONCLUSIONS
1 INTRODUCTION
J. Pawelski
2011].
figure 3.
[ECG, 2011].
stable.
amount of fuel.
follow.
6 GAS ENGINES
expensive to build.
9 CONCLUSIONS
1 INTRODUCTION
7 GTO
M.A. Hassanzadeh
Commission, 2011).
Kent, 2004).
on top.
pp. 4-26.
Université de Montréal.
Darbra, R., Ronza, A., Carol, S., Vílchez, J., & Casal, J.
1 INTRODUCTION
M.Ya. Postan
M.B. Poizner
system.
following designations:
condition 1
( ) ( )t t d r r
T Q� ' d ¦ (2)
or, taking into account (1), .)( )()( 1 1 drQk tt r r d ¦
M QT (3) Therefore, for this case from (1) and theorem of
total probability, the reliability function is determined
as follows ¥ 1 1 ¥ 1 1 ( ) ( ) ( ) { £ } 1 { ( ) 0, ( )
0} { ( ) , ( ) 0} { £ ( ) , ( ) 0} { ( ) -1, ( ) 1} { £ ( )
-1, ( ) 1}. (4) j j r r j r r j t t R t d r r t t t r t d t
r t t r t d t r t P P P P P P Q T T Q Q T Q T Q T Q T ' ¦
' ' ¦ ¦ ¦ ¦ If for modeling the terminal we take the
PoissonErlang queueing system of M/M/1 type with single
server and infinite waiting room, then the following
result is valid in equilibrium [3] ( ) { ( ) , ( ) 0}
(1), ! -1 ( ) { ( ) -1, ( ) 1} , ( -1)! r t t P t r t e r r
t t P t r t e r O O Q T U O O Q T U (5) where 1/ � POU
; O is input rate of the Poisson stream of ships; P/1 is
mean time of ship’s standing at berth under
loading/unloading. As long as ,..., 21 QQ are mutually
independent and identically distributed random variables
(this is natural supposition), the same will be the
random variables ,...,, 21 '' as well. Let us denote
}.{)( 1 yQyL d P Hence we find ,1,0),(*...**})(,)({ 21 1
d' ¦ idFFFitrtd rj r j TQP (6) where (see (2)) ) )(
()( 1 rk x LxF r M is distribution function (d.f.) of
random deformation of berth’s element in result of the
r-th served ship’s lean; * is symbol of the Stieltjes
convolution of d.f. From (4)-(6), it follows that for
steady-state regime of terminal functioning )}.(*... 2 *
1 ])1[( 1 )!1( 1 )( 1{ )( (7) d r FFF r t r r r t t e tR U
O U O U O ¦ f If ,, / 01)( t� yeyL qy then ),1( ))()((
)( )()(*...** )( 1 1
21 dj r j ji r i rr e ji i dEdFFF J JJ J { ¦ � � z (8)
r JJJ JJJ ³ ¦
O (12)
E r d
E r d d d
W U O O
W U J J J O c cc
[ II II
0 2
1 0 ( ) ( ), ( ) ( ), ( ) ( )(1( )),
E wd cT wd R T
E wd cT wd R T
Var Var cT wd R T R T
[ [ (17)
values of parameter .U
Table __________________________________________________
Parameter U Parameter dJ
7 8 9 10 11
__________________________________________________
Transportation. 1(3):319-323.
1 INTRODUCTION
(two from DP and one from FSPP), 50 crew from Ro-ro vessels
at DP and 82 crew from passenger vessels in
3 METHOD
3.2 Procedure
determined.
port, that is, in DP. It was also found out that this
DP. __________________________________________________
Dumped in the
1. Glass
2. Paper/Cardboard
3. Metals
4. Plastics
5. Food wastes
6. Wood
7. Paint containers
containers
9. Batteries
1 INTRODUCTION
Philippines
(ref:http://www.infrastructure.gov.au
/transport/security/maritime/isps/index.aspx ).
security.
2003.
awareness.
3 METHOD
study.
4 RESULTS
data.
required to provide
__________________________________________________
Routines Yes
F % __________________________________________________
Yes
Contraband Smuggling 20 95 2
Delays 18 86 3.5
Terrorism 9 43 6
Collateral Damage 5 24 7
Hi-jacking 0 0 8
Hostage Taking 0 0 8
Mutiny 0 0 8
__________________________________________________
skyscrapercity.com/showthread.php?p=88770815
http://library.csum.edu/navpubs/pub162bk.pdf
http://en.wikipedia.org/wiki/Port_of_Iloilo#cite_note-ILOppa
http://en.wikipedia.org/wiki/International_Ship_and_Port_Faci
lity_Security_Code
http://en.wikipedia.org/wiki/Isps_code
1 INTRODUCTION
the marina.
W. Galor
deflection.
on yacht’s hull.
line,
5 EXTRUDED FENDERS
coverage
Transport
A. Elentably
transportation-related sector.
draft is progressing.
Convention
same.
dead.
high-risk containers
containerized shipping.
(12-04-2002)
11 C-TPAT - CUSTOMS-TRADE
categories, including:
chain
measures
information
Plan).
devices
Security Level 1 +
Security Level 2 +
security duties.
[9] Bichou K, Lai K.H., Lun Y.H. Venus and Cheng T.C.
(2007), Risk
1 INTRODUCTION
K.A. Wróbel
of sea bottom:
seismic vessel’s position, course and speed in selected
time period;
monitored in particular:
leaks;
structural breakdowns;
mechanical damage;
corrosion;
6 LEAKS FIGHTING
errors.
years to come.
10 SUMMARY
1 INTRODUCTION
During the past years the market for heavy lift and
Teams
master
cargo loading officer
1 or 2 crane drivers
chief engineer
carrier`s supercargo
planning staff
practical experience
following modules:
case analysis
briefing
simulation exercise
debriefing and evaluation Like in reality the simulator
exercise starts with a
1 INTRODUCTION
P. Zhang
serious attention.
drilling platforms.
too soon.
misoperations.
5 CONCLUSION
1 INTRODUCTION
Z. Otremba
Gdynia Maritime University, Gdynia, Poland
Wáadysáawowo).
and between Hong Hong and China (50 km, with 5.5
2012).
3 DISCUSSION
the ocean shelf and for shallow seas (for example the
Wikipedia.
U. Malchow
equipment.
single cabins.
mechanical components.
168 TEU. That is why the full outreach of the crane is not
always needed. Berthing the vessel with the crane on the
opposite side of the quay (Fig. 3 and 4) would speed up
crane operation as the turning time of the outrigger is
minimised. The height of the crane column is sufficient to
serve high quays in open tidewater ports even at low tide
while stacking the containers in several layers (or to
serve even deep sea vessels directly, Fig. 7). Due to its
short length of 64 m the Port Feeder Barge needs only a
small gap between two deep sea vessels for self sustained
operation (Fig. 4). The operation of the Port Feeder Barge
is not limited to inside seaports. As the hull is
classified according to Germanischer Lloyd's class
notification for seagoing vessels the operation in
(sheltered) open waters off the coast is also possible
which opens some interesting opportunities for additional
employment. The design of the vessel has been developed by
PORT FEEDER BARGE GmbH 14 in close cooperation with
Wärtsilä Ship Design Germany GmbH, both of Hamburg.
Figure 4. Port Feeder Barge is working independently from
quayside equipment at a deep sea terminal requiring only a
small gap between two deep sea vessels Within the port of
Hamburg the Port Feeder Barge shall ply between all the
major waterfront container facilities, including a
dedicated berth to meet with the inland waterway vessels.
2 BUSINESS FIELDS 2.1 Intra-port haulage The Port
Feeder Barge shall serve as a 'floating truck' in the
course of its daily round voyage 14 PORT FEEDER BARGE
GmbH, Grosse Elbstrasse 38, 22767 Hamburg / Germany, T:
+49 (0)40 / 401 6767 1, E: info@portfeederbarge.de,
www.portfeederbarge.de
berth allocation.
facility.
14 days of operation).
shipboard tanks.
1 INTRODUCTION
CONTAINER VESSEL
2.1 Characteristics
locations.
Gdynia. [2]
Terminal.
technical infrastructure
Shipyard.
350m.
GoĞcinne wharf.
Port.
Gdynia Port.
Figure 7. The chart of the New simulation area of Gdynia
Port. For the initial assessment of the topic discussed
the concept of modernization works in Gdynia Port in order
to handle E class container vessels, a realtime simulation
of entering and manoeuvring of the said class vessels in
Gdynia Port was conducted. The simulation was run at the
laboratory of Faculty of Navigation at Gdynia Maritime
University. NaviTrainier 5000 Professional navigation and
manoeuvring simulator, ECDIS Navi-Sailor 4000 electronic
maps and systems simulator and Model Wizard (v. 5.0)
application were used for it. In the simulation area it is
possible to generate a variety of hydro-meteorological
conditions (e.g. wind, waves, current) that influence the
vessel manoeuvring in this area. The simulation was
conducted in good weather conditions (wind direction: NE,
wind speed: 6 m/s; wave height h=0,4 m) and with two tow
boats assistance, both with azimuth thrusters (tractive
force of 50 t.). Figure 8 presents the trajectory. Figure
8. The visualization of the New simulation area of Gdynia
Port. The trajectory of movement presented in the picture
above with white colour records the position and outline
of the vessel in ǻt=30 s. intervals. The analysis of
recordings of the simulation allows for later assessment
of not only vessel’s position in relation to land/other
navigational obstacles, but also assessment of settings
and indications of navigational and manoeuvring devices,
at any given moment of the simulation. 4 CONCLUSIONS
After analyzing the recording of the trajectory of
movement a conclusion may be drawn that aforementioned
manoeuvre is safe and the presented concept of
modernization works is justified. However, it is crucial
to remember that the aim of the above simulation was only
to present the possibilities and to initially assess the
planned works and show the method which can be used to
optimizing sizes of turning-basins. For thorough
assessment of the navigational risk connected with
manoeuvring a vessel of this size in the port all possible
threats should be taken into account in order to conduct
the planned modernization works.
experience.
Fast development of containerization makes
edition 15/2010 r.
publication no EM1110-2-1100
ich usytuowanie
1 INTRODUCTION
L. Gucma
handling simulator.
ordered.
determinist method
defined as:
R P C � (3)
3 BOTTOM WASH
carrier
particulars are:
4 CONCLUSION
sedimentation.
are mitigated.
NOTE
1 GENERAL INSTRUCTIONS
2 SYSTEM DESIGN
2.1 Problem of container safety and risk management
cargo.
5 CONCLUSION
ACKNOWLEDGMENTS
paper.
1 INTRODUCTION TO PLANNED
MAINTENANCE
large vessels.
event.’(Anantharamman, 2002)
benefits.’(Anantharaman, 2003).
1 INTRODUCTION
functions.
other[5].
P. Singaraveloo
housing.
Parameter Value
__________________________________________________
Parameter Value
__________________________________________________
Breadth, m 15.000
Depth, m 11.000
Draught, m 4.409
Abdul Ghani, M.P, Mohd Yusop, M.Z and Islam, M.R, Design
2008, Bangladesh
Marc Batsford, Pod Propulsion: A Viable Option for the
1 THE INTRODUCTION
engine.
distribution.
M. Idzior
engines.
qualification.
well. They carry out for the first chance 710 MPa,
and expensive.
1 INTRODUCTION
3 CFD MODELS
and 3.
OUTLET outflow
CYCLIC periodic
__________________________________________________
3.2.2 OpenFOAM
SST” model.
schemes.
in table 3.
Patch
OUT-
BLADE,
4 RESULTS
coefficient.
5 CONCLUSIONS
1 INTRODUCTION
N. Sasaki
R. Hiwatashi
wind velocity.
40㹌
20㹌
procedure.
starboard bow wind. Head Wind 30r 30r Follow Wind Beam
Wind Quarter Wind Oblique Head Wind 30r 60r 60r
1500
2000
2500
3000
3500
4000
4500
5000
1500
2000
2500
3000
3500
4000
4500
5000
FACTORS
test. ( ) / D s T T V DHP
DHP BHP
K K
� � (1)
efficiency
2000
2500
3000
3500
4000
4500
5000
3000
3500
4000
4500
by HOPE Light
rotating efficiency
0.71
0.72
0.73
0.74
0.75
0.76
0.77
0.78
0.79
5 CONCLUSION
wave height.
wind.
3 Causes of propulsive efficiency reduction in the
R.A. Alimen
the special program cadets who had taken the ERSTC and had
undergone apprenticeship onboard an
engineers.
Course
Operation?
Mode of Operation?
JBLFMU-Molo?
to the following:
*Type of Vessel
*Kind of Cargo
carried
*Mode of Operation
*Number of Months
STATISTICAL TOOLS
generators, etc.
onboard ship.
PRACTICE
operations.
10 RECOMMENDATIONS
skills.
1 INTRODUCTION
power.
U n U U
G (1)
def i i
U U ¦ (2)
sinusoidal.
V. Ciucur
HIGH VOLTAGE
N k k p
N k k
A Y Nk N p p
B Y Nk N p p S S
� t
� t ¦ ¦ (3)
formula: 2
0 1 1 2 p k k
indicators.
� (11)
e k k
Y Y p ¦ (12)
e N N
Y Y ¦ (13)
fundamental Ye1.
def eN N
Y Y ¦ (14)
determined.
relations:
h s s h V i Z J I i � (17)
h c c h V i Z J I i � (18)
consumer.
ELECTRICITY TO CONSUMERS
below.
current.
behavior.
higher losses
production stops
1 INTRODUCTION
2 MAIN PART
O.O. Kanifolskyi
wetted length. After that, the bow and aft draft were
in AutoCAD.
1 (1)
ship’s bottom.
3 CONCLUSIONS
1 INTRODUCTION
opposite direction.
model and many prototypes. The type of boat that was used
in the study was a fishing boat. The type of boat is used
a lot especially in the Aegean and Mediterranean Seas.
These wooden boats are produced completely by hand using
molds. The scientific properties of such boats have not
been discovered, yet, due to the fact that their
production was never a part of a project. In this
research, the geometry and the form plans of these boats
have been determined and by the help of these experiments
that were performed using this information, virtually the
“hydrodynamic anatomy” of these boats have been
discovered. Prior to this study, development of these
boats were guided by years of experience at sea and the
skills of the masters. The name “infantry” was given to
these boats, which have gone through approximately a
century long process, by the local people who lived in the
region where these boats were used. These boats are used
as fishing boats all year and as touristic tour boats only
during the summer.
of Boats
A. ùalci
Length of overall L OA m. 3 7 8 9 10 11
12
2 GEOMETRIC CHARACTERISTICS
SHIP RESISTANCE
R C SU X � � � (8)
where, g s s J U and m 2 s SS �D
written as (1 )
s s s s s T V W F W
C C C C K C � (9)
becomes, 1 1 1 V V F F R C AC BC K R C AB AB (11)
C X Log (13)
listed below, (1 )
s m m m W W T F
C C C K C � � (18) 2 mmm T
T S 2 1 R
4 EXPERIMENTAL RESEARCHS
shown in Table 2.
Loading Condition WL 3
Value Unit
__________________________________________________
Draught T 0,168 m.
Roughness None
Trim None
Appendages None
smooth-water conditions.
boat that was pulling and the boats that were being
V s (knot) V m (m/s.) Fn Re s C fs C ts C vs
C w Re m C fm C vm C tm
5 CONTRARY HYDRODYNAMICAL
INTERACTIONS
experiments.
same.
with draughts.
possible.
container vessel.
R. Galas
development environment
are recorded.
4 RESULTS
1 INTRODUCTION
T. Iseki
be developed.
In this report, a new algorithm of Bayesian wave
discussed.
ESTIMATION
expression: * * 01 01 01 02 02 02 * 03 03 03 T T
e T
f f f f f f f f f f
modeling procedure.
)( 1 1 2 2 2 2/ 2 2 » ¼ º « ¬ ª ¸¸ ¹ · ¨¨ © § ¦¦ i uu M m N
n imn i MN i
i H VSV xP (7)
and frequency-wise.
calculation as follows: 2 1 22 2 11 2 2 ˆ ˆ ˆ ˆ )( ¸¸ ¸ ¹
· ¨¨ ¨ © § ¸¸ ¸ ¹ · ¨¨ ¨ © § �# 0 0 B x D D A xDDDDxBxAx
2 v u vuJ TTT (10)
S xS ³³ 5.0 5.0 0
5.0
5.0 0 )( , )( (18)
where C P , l cb and L PP are the prismatic coefficient,
4 ON-BOARD MEASUREMENT
installed in the wheel house and the bosun store. The data
acquisition PC was set in the wheel house and the data
measured at the bow were obtained through the wireless
LAN. Both of the measured data were stored in the PC as 10
minutes time histories every one hour. Table 1. Principal
particulars of the container carrier
______________________________________________ Length
(P.P,) 292.00 (m) Breadth (MLD) 40.00 (m) Depth
(MLD) 24.80 (m) Draught (MLD) 13.00 (m)
_____________________________________________ Figure 1.
The 6,500 TEU class Container carrier. 5 DUMMY HULL-FORM
AND RESPONSE FUNCTIONS Figure 2 shows the body plan
generated by the proposed dummy hull-form. The cross
sections were calculated by the 2-parameter Lewis
conformal mapping and the dummy B(x) and S(x) described in
the section 3. The left and right side of the figure are
representing the after and the fore parts of the ship’s
hull. As shown in the figure, rather roundish hull shapes
are obtained while the modern merchant vessels have square
midship section. Figure 3 shows the response functions of
heaving, pitching and rolling motions in 15 knots. The
horizontal axes are true wave frequencies in Hz and the
vertical axes are response amplitude operators (RAOs). The
heaving RAO is normalized by the incident wave amplitude
and the pitching and rolling RAOs are normalized by the
wave slope. In this study, transfer functions were
calculated using the New Strip Method (NSM) in which added
masses and damping coefficients are calculated by the
Ursell-Tasai’s method with the 2-parameter Lewis form, and
wave exciting forces are evaluated by a sum of the
Froude-Krylov forces, and diffraction forces that are
approximately calculated based on the concept of relative
motion. In this study, the response functions were
transformed into vertical acceleration, pitch rate and
roll rate in order to be consistent with the measured time
histories. 6 COMPARISONS OF THE RESULTS The time
histories of the ship motions analyzed here were measured
during the 12 days voyage on the north pacific route in
the wintertime of 2010. The
parameters.
0.0
0.2
0.4
0.6
0.8
1.0
e a
v i
n g
p l
i t u
d e
( R
0.0
0.2
0.4
0.6
0.8
1.0
P i
t c
h i
n g
p l
i t u
d e
( R
0.0
2.0
4.0
6.0
8.0
10.0
o l
l i n
p l
i t u
d e
( R
0 1 2 3 4 5 6 7 8
a v
e h
e i
g h
t s
( m
effective.
navigation.
7 CONCLUSION
1 INTRODUCTION
each other because they are used for almost the same
W. Mironiuk
A. PawlĊdzio
as the following:
L = 1,284 m
breadth of the model B = 0,232 m
given in Figure 1.
Figure 4.
where:
[kos m 2 ];
during pitching;
I y = 1,248 kos m 2 ;
k yy = 1.1;
W = 129 N;
GM L = 1.72 m,
into the dependency (4), the pitching period equal
table 1.
vessel’s model
__________________________________________________
measurements calculations
__________________________________________________
5 SUMMARY
1 INTRODUCTION
seakeeping performance.
of liquid;
surface.
research. 0
50
100
150
200
e i
g h
t o
f b
a l
l a
a t
e r
l i g
h t
s h
i p
d i
s p
l a
c e
e n
t [
characteristics.
tank was the same cuboid for both ships. Its breadth
2010)
surface problems.
o m
e n
t [
-300000
-200000
-100000 0
100000
200000
m
o m
e n
t [
o m
e n
t [
exemplary case
According to the formula (1) the core component
M M 0 _ 0 )( 0 )( 0 )(
where:
rolling amplitude;
considered cases.
Figure 15. Moment M fFf for the ship 1 and her rolling
period 18
seconds Figure 16. Moment M fFf for the ship 1 and her
rolling period 25,3 seconds Figure 17. Moment M fFf for
the ship 1 and her rolling period 33 seconds Figure 18.
Moment M fFf for the ship 1 and her rolling period 40
seconds
Figure 19. Moment M fFf for the ship 2 and her rolling
period 14
seconds
Figure 20. Moment M fFf for the ship 2 and her rolling
period 20
seconds
Figure 21. Moment M fFf for the ship 2 and her rolling
period 26
seconds Figure 22. Moment M fFf for the ship 2 and her
rolling period 32 seconds The resultant characteristic of
an influence of the ship’s rolling period on the free
floating component of the heeling moment due to liquid
sloshing in double bottom tanks is shown in figure 23. The
intensity of effect of the free floating component of the
heeling moment due to liquid sloshing is represented by
the value M FfA which is plotted versus a rolling period
of a ship. 0 50000 100000 150000 200000 250000 300000
350000 400000 450000 0 5 10 15 20 25 30 35 rolling period
[s] m o m e n t M F f A [ N m ] Figure 23. Influence of
ship’s rolling period on the free floating component of
the heeling moment due to liquid sloshing in ship’s double
bottom tank – the value M FfA for an angle of ship’s
heel equal ij A (Jachowski, Krata ,WawrzyĔski,
WiĊckiewicz 2012) The graph 23 is a result of earlier
research and presents an important tendency (Jachowski,
Krata, WawrzyĔski, WiĊckiewicz 2012). The wave kind
phenomena taking place in partly filled double bottom
tanks result in asymptotic increasing in the M Ff
component of the heeling moment when ship’s rolling period
increases. Thus, the dynamic behavior of sloshing liquid
less effects ships stability the static one. Such a remark
opens a crucial question about the sloshing impact
obtained for highly located wing tanks. The
characteristics of an influence of the ship’s rolling
period on the free floating component of the heeling
moment due to liquid sloshing in wing tanks
of both ships considered in this study are based on
350000
400000
450000
500000
550000
o m
e n
t M
F f
[ N
] B=32 m B=20 m
5 CONCLUSION
1 INTRODUCTION
midship section
equipment
include:
G. Mazerski
2.2 Hydrodynamics
3.2.1 Variables
For ballast condition the variables are the amount
3.2.2 Objectives
condition.
3.2.3 Constraints
3.3 Results
function is utilized
included)
40days)
moments
4.2 Results
200
400
600
800
1000
1200
1400
1600
1800
2000
2200 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
D e
s i g
B M
[ M
conditions)
4.3 Conclusions
season.
the voyage.
5.1 Procedure
Bertram 2000):
August)
year)
A range of wave periods is used following the
formula below:
13 30Hs Tp Hs� d d �
of wave height.
onboard.
was estimated.
the waves.
formula below:
13 30Hs Tp Hs� d d �
the plots.
knots