International Journal of e-Navigation and Maritime Economy最新文献

The full application and benefits of e-Navigation, as a whole, cannot yet fully be known. Technological developments will continuously change the course of national and international initiatives in the field, and lead the pace of the evolution. However, how countries govern and support the development of e-Navigation is very much within the realm of control. National-level e-navigation governance structures that are capable of harnessing innovation and supporting the needs of mariners will help ensure that the only limits to the evolution of e-navigation are technological.

The aim of this paper is to describe a model for National-level e-Navigation structures, and to offer the Canadian model as an example for potential replication in other countries. The scope of the paper is limited, providing an account of the steps to implement the e-Navigation model in the Canadian context. The methodology is similarly humble, outlining the framework of the Canadian e-Navigation Concept of Operations, and current e-Navigation priorities. It is the basis for this model that is the keystone to the paper. The Canadian model was developed in a way that ideas, innovation and needs in Canada are not wholly determined by the government, but rather, the government aims to act as a facilitator and guide in bringing together disparate needs and ideas under a harmonized approach.

The conclusion proposed is that on-going work with key partners and stakeholders can be used as the primary mechanism to identify e-Navigation related innovation and needs, and to prioritize next steps. Moving forward in Canada, implementation of new e-navigation services will continue to be stakeholder driven, and used to drive improvements to Canada's marine navigation system.

The International Convention for the Control and Management of Ships’ Ballast Water and Sediments was adopted by IMO (International Maritime Organization) on 13 February 2004. Fifty-seven ballast water management systems were granted basic approval of active substance by IMO, among which thirty-seven systems were granted final approval. This paper studies the maximum allowable dosage of active substances produced by ballast water management system using electrolysis which is an approved management system by IMO. The allowable dosage of active substances by electrolysis system is proposed by TRO (Total Residual Oxidant). Maximum allowable dosage of TRO is a very important factor in the ballast water management system when using the electrolysis methods, because ballast water management system is controlled with the TRO value, and the IMO approvals are given on the basis of the maximum allowable dosage of TRO for the treatment and discharge of ballast water. However, between various management systems approved TRO concentration of maximum allowable dosage showed large differences, ranging from 1 to 15 ppm, depending on the management systems. The discrepancies of maximum allowable dosage among the management systems may depend on whether a filter is used or not, the difference in the specifications of the electrolysis module, the kind of the tested organisms, the number of individual organisms, and the difference in the water quality, etc. Ship owners are responsible for satisfying the performance standard of the IMO convention in the ports of each country therefore need to carefully review whether the ballast water management system can satisfy the performance standard of the IMO convention or not.

The paper suggests a new method of collision avoidance stemming from the concept of the polygonal target ship domain. Since the last century, we have witnessed the current typical ship domains classified and described. In this proposition, firstly, the domain is a geometrical manner which is used in both analytical and statistical method, resulting in the signification of practical application and simulation. Secondly, such domain will be applied to target ship under the combination of two separated parts: “Blocking area” and “Action area” in order to define the area where the ship must keep outside and how the actions to avoid collision can be generated. Thirdly, the concept has suggested the number of mathematical models for different approaching encounters, including head-on, overtaking and crossing situation. Finally, the parameters of turning circle of the ship can be proposed in determining the size of the domain. Statistical evidences indicate that this method reflects a crew's real habit and psychological in maneuvering. As the result, simple domain is shaped like imagination of sailors, but more accurate in calculating boundary. It promises an effective solution for automatic collision avoidance method. The next researches of this paper have achieved positive results in finding shortest route for avoiding collision. Moreover, while using statistical methods, classical researches face a serious problem in a wide application with different areas, this concept can make up a beneficial solution for the popular application. The numerous ship domains which are in previous researches will be carried out to compare and point out the simplification and effectiveness of the new method in practice.

Main cause of accidents is just not always bad luck. Literature on safety has emphasised on the facts that accident finally leads to unfortunate consequence. The first step of risk assessment is to identify the hazards that are present. The Routine Ship Towage, also called harbour towage, is potentially a hazardous operation.

The main objective of this research is to identify and quantify the important factors impacting on the safety of routine ship towage operations in Indian coast. In doing so, initially, the existing literature on factors influencing safety of harbour towage operation was analysed to design questionnaire. Rest necessary data was collected through questionnaires. Finally, the factor analysis (Principal Component analysis) was applied to find grouped dimensions from identified hazard variables from literature and subsequently the critical analysis of incident type frequency, cause and consequences to get a clear picture of critical safety risk factors. As a result, the research found 20 criteria in 6 dimensions safety risk factors such as Crew Incompetency, Rough Weather, Poor Work Process, Suitability of Tug Type, Poor Safety Management System, and Poor Navigational Risk Assessment.

The scope of this paper is implementation issues of the e-Navigation concept of the International Maritime Organization (IMO). IMO has adopted the e-Navigation strategic implementation plan (SIP) in 2014. This plan, i.a., bases on estimating the effect of e-Navigation applications on reducing navigational accidents, including collisions and groundings of ships falling under the International Convention for the Safety of Life at Sea (SOLAS) by approximately 65 per cent. However, IMO Member States are responsible for safety of navigation and efficient vessel traffic at international but also on national levels. Regarding the introduction of new concepts and innovative systems into vessel traffic there is a need to comprehensively assess potential effects not only for SOLAS ships but also for non-SOLAS ships. This paper aims at a more comprehensive and theoretically sounded estimation of e-Navigation potentials by investigating and applying IMO's methodology for quantification of those effects also to the implementation of e-Navigation solutions to ships not falling under the SOLAS convention (non-SOLAS ships). The authors carried out a case study using the SMART-Navigation concept of Korea as model case for impact assessment. For the mentioned purpose, this paper identifies main tool kits of IMO e-Navigation, proposes and applies a set of formulas to comprehensively assess and quantify effects of new functions or services based on IMO's methodological approaches. From gained results authors suggest investigations not only taking into account expert opinions but also simulation trials to identify factors and coefficients for thorough calculations. From the results the authors conclude and recommend to extend the impact assessment of e-Navigation also to vessel traffic involving non-SOLAS ships as a general and global recommendation to coastal states. Further, results are provided as a potential model case for IMO Member States' reference for their state-specific individual situation and conditions.

This study investigated the design and establishment of AtoN(Aids to Navigation) in the AtoN Simulator. In recent years, IALA(International Association of Lighthouse Authorities) has raised the need of a system which could verify whether AtoN is appropriate for the design of AtoN and placement planning. An AtoN Simulator provides simulation circumstances, including the topographical and environmental characteristics of a primary harbor and the characteristics of a navigating ship and the maritime traffic. In the present study, we have developed an AtoN simulator system, including the integrated system design and the construction of an AtoN database. The AtoN Manager was developed as a virtual AtoN to manage the AtoN simulation. However, the data and materials are difficult to manage. Hence, an AtoN Manager and an AtoN simulation system have been needed for an effective managing of the AtoN properties database data. For the database structure design, we have analyzed the database design methodology. The AtoN properties have been analyzed for the effective data management. The AtoN properties designed in the present paper were classified into 19 categories. The status and properties database of AtoN were installed in 14 major ports, those were applied to the AtoN Manager. Designing the AtoN properties database was defined to reduce confusion of the use of English terms and abbreviations. The terms and acronyms have been defined in the AtoN properties and designed to the properties database structure for each AtoN. Before structuring the database for the AtoN Manager, the data of the AtoN properties for each harbor have been organized in accordance with the Excel system. The regulated data were converted into the AtoN properties database in use for the AtoN Manager. The database based on the AtoN properties table structure to each AtoN was designed. The AtoN simulator was implemented by the AtoN Manager applied to the AtoN properties database.

Seamless transfer of electronic information/data between ship-to-shore and vice versa and between ship-to-ship and shore-to-shore is being developed in the IMO e-Navigation strategy implementation plan (SIP). We have been focused on wireless LAN for ship-to-ship radiocommunication.

In a former field radiocommunication trial, omni-directional antennas were used and a few hundred kbps throughput between two ships was measured, which was not enough for our research target (over 1Mbps). In order to get faster throughput, a field radiocommunication trial was carried out again with a few types of directional antennas and RSSI (Received Signal Strength Indication) and the throughput between two ships was measured simultaneously. As a result, multi-path (2-path) model affected by the reflection of the sea surface was confirmed and also the characteristics of the directional antennas such as half-power angle were confirmed, but the measured throughput was fast enough to meet our expectation.

Human error with regards to ship handling is the main cause of maritime accidents. The error happens because of the psychological problem of distraction. Despite the use of modern equipment, standard working procedures and competent crews, still accidents occur because of the physical and psychosocial stresses during the working period on board the ship. This creates undesirable results such as injuries, ill health and even loss of life. The aims of this study are to analyse the possible root causes for distractions and the affected areas for three groups of Malaysian seafarers, 1) Senior Deck Cadets, 2) Senior Deck Officers and 3) Junior Deck Officers. A Technique for Order Performance by Similarity to the Ideal Solution (TOPSIS) method has used for ranking the alternatives in the order of how affected they are. A Malaysian seafarers', Senior Deck Cadets (SDC) has recorded as the most affected by distractions when they are engaged in the ship's operation. The outcome of this study will help both seafarers and shipping companies to establish some solutions around this matte.

Logistics project scheduling problem in indeterminate environment is gaining more and more attention in recent years. One effective way to cope with indeterminacy is to develop robust baseline schedule. There exist many related researches on building robust schedule in stochastic environment, where historical data is sufficient to learn probability distributions. However, when historical data is not enough, precise estimation on variables may be impossible. This kind of indeterminate environment can be described by uncertainty according to uncertainty theory. Related researches in uncertain environment are sparse. In this paper, our aim is to solve robust project scheduling in uncertain environment. The specific problem is to develop robust schedule with uncertain activity durations for logistics project. To solve the problem, an uncertain model is built and an intelligent algorithm based on simulated annealing is designed. Moreover, we consider a logistics project as a numerical example and illustrate the effectiveness of the proposed model and algorithm.

Malaysia, situated between East and West, is an interface in world maritime trade, playing a crucial role in the business of moving container boxes in South-eastern parts of Asia. The prominent container terminals in Malaysia such as Port Klang and Port of Tanjung Pelepas are positioned among the top twenty ports in terms of volume handled. The annual average growth of throughputs in Malaysian container ports increased more than three-fold from the year 2000 to 2010. Within this context, the development of Malaysian seaports has been significantly influenced by three forces: increased use of containerisation, significant growth in domestic economic activities and ever-changing patterns in both supply and demand chains, all of which have led to increased transshipment activities and altered shipping routes. This phenomenon has brought dynamic change to Malaysian container ports, resulting in the establishment of new terminals and adapting emerging technology to enhance the ports' ability to accommodate larger vessels and an increased number of containers. This paper aims to present the development of Malaysian container seaports by addressing changes to acreage size and handling volumes during the last three decades. The results of the analysis suggest that major Malaysian ports are experiencing an exponential growth in container trade with the expansion of port capacity following trade growth and need effective strategies to reduce the operational pressures of Malaysian seaports. The results of this research offer directions for development strategies of seaports by utilising the existing inland freight facilities as an effective strategy for capacity enhancement and develop efficient distribution network to meet future demands.