The study empirically explored the Alchian-Allen proposition by applying it to Indonesia’s interregional seafood trade network. Seafood distribution center connectivity was analyzed by combining degree, betweenness, and accessibility indices with the Alchian-Allen theorem. Data were obtained from the Quarantine authority of the Indonesian Ministry of Marine Affairs and Fisheries. Our results showed that Surabaya, Jakarta, and Makassar are highest connectivity nodes in the seafood distribution network, as well as the market centers of seafood trade based on high reachability index values. This result supports the assumption of the Alchian-Allen theorem, stating that more high-quality seafood products are marketed outside their area of origin than on the local market.
{"title":"Using Alchian Allen Theorem to Explore Seafood Trade Connectivity in Indonesia","authors":"Chairullah Amin, Nahu Daud, Aswir Hadi, Abdul Chalid Achmad, Amran Husen, Erwan Sulistianto, Ikhsan Kamil, Rezzy Eko Caraka","doi":"10.7225/toms.v12.n02.013","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.013","url":null,"abstract":"The study empirically explored the Alchian-Allen proposition by applying it to Indonesia’s interregional seafood trade network. Seafood distribution center connectivity was analyzed by combining degree, betweenness, and accessibility indices with the Alchian-Allen theorem. Data were obtained from the Quarantine authority of the Indonesian Ministry of Marine Affairs and Fisheries. Our results showed that Surabaya, Jakarta, and Makassar are highest connectivity nodes in the seafood distribution network, as well as the market centers of seafood trade based on high reachability index values. This result supports the assumption of the Alchian-Allen theorem, stating that more high-quality seafood products are marketed outside their area of origin than on the local market.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"13 2","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135514390","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-21DOI: 10.7225/toms.v12.n02.019
Can Atacan, Abdullah Açık
It is of great importance for manufacturers and consumers that raw materials and products can be delivered on time without any disruption in the supply chain. The fact that production chains can be located in more than one country in the globalized world makes the smooth operation of the supply chain partially difficult. For this reason, especially suppliers may stop doing business with countries where geopolitical risk is high, and this may change the container traffic of countries. Therefore, this study empirically tests whether geopolitical risks change the container volumes of countries. Our sample includes 15 of the 19 countries in the world for which the geopolitical risk index is calculated because some values of the excluded countries are missing. The countries included are Argentina, Brazil, China, Colombia, India, Indonesia, Korea, Malaysia, Mexico, Philippines, Russia, Saudi Arabia, South Africa, Thailand, and Türkiye in alphabetical order. The period covered consists of 21 observations annually, covering the years between 2000 and 2020. The asymmetric causality test method was applied to consider the possible asymmetrical consequences of the geopolitical risk on the container trade in the countries. The panel causality test results obtained show that positive shocks in geopolitical risk cause negative shocks in container traffic. These results show that the security and stability of the countries around them are critical for the country's economy, as well as the security and stability of the countries themselves. Countries that want to grow commercially should develop their policies by considering regional security and stability.
{"title":"Impact of Geopolitical Risk on International Trade: Evidence from Container Throughputs","authors":"Can Atacan, Abdullah Açık","doi":"10.7225/toms.v12.n02.019","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.019","url":null,"abstract":"It is of great importance for manufacturers and consumers that raw materials and products can be delivered on time without any disruption in the supply chain. The fact that production chains can be located in more than one country in the globalized world makes the smooth operation of the supply chain partially difficult. For this reason, especially suppliers may stop doing business with countries where geopolitical risk is high, and this may change the container traffic of countries. Therefore, this study empirically tests whether geopolitical risks change the container volumes of countries. Our sample includes 15 of the 19 countries in the world for which the geopolitical risk index is calculated because some values of the excluded countries are missing. The countries included are Argentina, Brazil, China, Colombia, India, Indonesia, Korea, Malaysia, Mexico, Philippines, Russia, Saudi Arabia, South Africa, Thailand, and Türkiye in alphabetical order. The period covered consists of 21 observations annually, covering the years between 2000 and 2020. The asymmetric causality test method was applied to consider the possible asymmetrical consequences of the geopolitical risk on the container trade in the countries. The panel causality test results obtained show that positive shocks in geopolitical risk cause negative shocks in container traffic. These results show that the security and stability of the countries around them are critical for the country's economy, as well as the security and stability of the countries themselves. Countries that want to grow commercially should develop their policies by considering regional security and stability.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"25 3","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135514394","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-21DOI: 10.7225/toms.v12.n02.007
Blenard Xhaferaj
This paper aims to present the architecture and the prediction accuracy of a new computational procedure of the “Ship Power V 1.0” software based on the Ridgely–Nevitt regression, applied to hull resistance predictions for Ridgely-Nevitt series trawlers. The Ridgely-Nevitt series is an important series of trawlers developed by and tested at the Webb Institute. Experimental resistance data have also been presented in the form of a regression model used to develop a new procedure of the “Ship Power V 1.0” software. Furthermore, this new procedure was completely harmonized with other software procedures based on the Holtrop and Van Oortmerssen evaluation methods. Although the mathematical formulation of the Ridgely-Nevitt regression model allows the assessment of the residual resistance coefficient of only nine values from the speed-length ratio, the implementation of an interpolation procedure made possible resistance predictions for any speeds from the acceptable speed-length ratio range. Resistance prediction accuracy improvement introduced by the new procedure was proven by the validation of calculation results not only against experimental data but also against the prediction results of other software procedures for three hulls from the Ridgely-Nevitt fishing vessel series. MAPE (mean absolute percentage error) values calculated against experimental data for the analyzed models were 3.26, 1.71, and 3.36, respectively. Prediction result comparisons of the Ridgely-Nevitt regression-based “Ship Power V 1.0” computational procedure and the experimental data and predictions of other computational procedures performed on three hulls from the Ridgely-Nevitt series have shown a substantial improvement in prediction accuracy.
本文旨在介绍基于ridgeley - nevitt回归的“Ship Power V 1.0”软件新计算程序的体系结构和预测精度，并将其应用于ridgeley - nevitt系列拖网渔船的船体阻力预测。ridge - nevitt系列是韦伯研究所开发和测试的重要拖网渔船系列。实验阻力数据也以回归模型的形式呈现，用于开发“船舶动力v1.0”软件的新程序。此外，该新程序与基于Holtrop和Van Oortmerssen评价方法的其他软件程序完全协调一致。尽管Ridgely-Nevitt回归模型的数学公式允许仅从速度-长度比中评估9个值的剩余阻力系数，但插值程序的实现使得从可接受的速度-长度比范围内的任何速度的阻力预测成为可能。对ridgly - nevitt系列渔船三艘船体的阻力预测结果进行了验证，并与实验数据和其他软件程序的预测结果进行了对比，证明了新程序提高了阻力预测精度。根据实验数据计算的MAPE(平均绝对百分比误差)值分别为3.26、1.71和3.36。基于Ridgely-Nevitt回归的“Ship Power V 1.0”计算程序的预测结果与Ridgely-Nevitt系列三艘船体的实验数据和其他计算程序的预测结果进行了比较，结果表明预测精度有了实质性的提高。
{"title":"A New Ridgely-Nevitt Regression-Based Computational Tool for Resistance and Power Predictions for Trawlers","authors":"Blenard Xhaferaj","doi":"10.7225/toms.v12.n02.007","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.007","url":null,"abstract":"This paper aims to present the architecture and the prediction accuracy of a new computational procedure of the “Ship Power V 1.0” software based on the Ridgely–Nevitt regression, applied to hull resistance predictions for Ridgely-Nevitt series trawlers. The Ridgely-Nevitt series is an important series of trawlers developed by and tested at the Webb Institute. Experimental resistance data have also been presented in the form of a regression model used to develop a new procedure of the “Ship Power V 1.0” software. Furthermore, this new procedure was completely harmonized with other software procedures based on the Holtrop and Van Oortmerssen evaluation methods. Although the mathematical formulation of the Ridgely-Nevitt regression model allows the assessment of the residual resistance coefficient of only nine values from the speed-length ratio, the implementation of an interpolation procedure made possible resistance predictions for any speeds from the acceptable speed-length ratio range. Resistance prediction accuracy improvement introduced by the new procedure was proven by the validation of calculation results not only against experimental data but also against the prediction results of other software procedures for three hulls from the Ridgely-Nevitt fishing vessel series. MAPE (mean absolute percentage error) values calculated against experimental data for the analyzed models were 3.26, 1.71, and 3.36, respectively. Prediction result comparisons of the Ridgely-Nevitt regression-based “Ship Power V 1.0” computational procedure and the experimental data and predictions of other computational procedures performed on three hulls from the Ridgely-Nevitt series have shown a substantial improvement in prediction accuracy.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135514396","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-21DOI: 10.7225/toms.v12.n02.001
Muhittin Orhan, Metin Celik
Ship Inspection Report Programme (SIRE) 2.0 has recently become operational as a new vessel inspection regime in the tanker industry. This study proposes a methodology to analyse and address multiple deficiencies observed during SIRE 2.0 inspections. The methodology is structured based on Fuzzy Cognitive Mapping (FCM) to identify and analyse the causes of deficiencies derived from the International Maritime Organization (IMO) classification scheme, including the factors under key dimensions, such as diminished human performance, marine environment, safety administration, and management. An illustrative case study on a set of deficiencies has been conducted to ascertain the utility of the methodology. The results specifically reveal that inadequate situational communication and awareness, inadequate knowledge of ship procedures, regulations, and standards, inadequate supervision, being unaware of role or task responsibility, poor maintenance, etc. are the potential causes that might lead to the occurrence of deficiency items. Considering the dimension-based distributions of causes, the study highlights integrated preventive action recommendations specific to the analysed deficiency cases. Consequently, the study might help tanker shipping companies manage key challenges with SIRE 2.0 implementations.
{"title":"Fuzzy Cognitive Mapping Approach to Conduct Deficiency Investigation under SIRE 2.0 Inspection","authors":"Muhittin Orhan, Metin Celik","doi":"10.7225/toms.v12.n02.001","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.001","url":null,"abstract":"Ship Inspection Report Programme (SIRE) 2.0 has recently become operational as a new vessel inspection regime in the tanker industry. This study proposes a methodology to analyse and address multiple deficiencies observed during SIRE 2.0 inspections. The methodology is structured based on Fuzzy Cognitive Mapping (FCM) to identify and analyse the causes of deficiencies derived from the International Maritime Organization (IMO) classification scheme, including the factors under key dimensions, such as diminished human performance, marine environment, safety administration, and management. An illustrative case study on a set of deficiencies has been conducted to ascertain the utility of the methodology. The results specifically reveal that inadequate situational communication and awareness, inadequate knowledge of ship procedures, regulations, and standards, inadequate supervision, being unaware of role or task responsibility, poor maintenance, etc. are the potential causes that might lead to the occurrence of deficiency items. Considering the dimension-based distributions of causes, the study highlights integrated preventive action recommendations specific to the analysed deficiency cases. Consequently, the study might help tanker shipping companies manage key challenges with SIRE 2.0 implementations.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"33 3","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135514393","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-21DOI: 10.7225/toms.v12.n02.005
Hakan Akyıldız, Ayhan Mentes
‘Ship Launching Airbags’ can greatly increase the economic benefits of a new gravitational launching operation. Gravitational launching of a new ship with marine airbags takes into account the resistance force of rolling friction. However, a launching operation is a high-risk process, as it involves many risk factors. In this paper, Functional Resonance Accident Model (FRAM) was used systematically to identify potential risks and carry out the risk analysis of the ship launching operation. The human factor, technical factors, and organisational factors were identified based on the common performance conditions of FRAM. Functional performance changes, prevention, and hazard control barriers were evaluated to identify key operations. The results show that the ship launching operation is characterized by high collision, decreasing stability, and the need for the use of airbags.
{"title":"Risk Assessment of Launching Airbags Using Functional Resonance Accident Model","authors":"Hakan Akyıldız, Ayhan Mentes","doi":"10.7225/toms.v12.n02.005","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.005","url":null,"abstract":"‘Ship Launching Airbags’ can greatly increase the economic benefits of a new gravitational launching operation. Gravitational launching of a new ship with marine airbags takes into account the resistance force of rolling friction. However, a launching operation is a high-risk process, as it involves many risk factors. In this paper, Functional Resonance Accident Model (FRAM) was used systematically to identify potential risks and carry out the risk analysis of the ship launching operation. The human factor, technical factors, and organisational factors were identified based on the common performance conditions of FRAM. Functional performance changes, prevention, and hazard control barriers were evaluated to identify key operations. The results show that the ship launching operation is characterized by high collision, decreasing stability, and the need for the use of airbags.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135514387","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-22DOI: 10.7225/toms.v12.n02.w06
Rabeb Kammoun, Chokri Abdennadher
This paper examines the effects of environmental factors (port-city GDP, population size, connectivity to hinterland, draught level and distance from the closest port Hub) and competition on the efficiency of a number of North and South European seaports. For this purpose, a bootstrap data envelopment analysis truncated regression approach was applied to 35 container ports, in the 2004 - 2018 period. Research findings indicate that the connectivity of a port’s country and draught level have a positive impact on the efficiency of both Northern and Southern European seaports. In addition, our results revealed that the efficiency of Southern European seaports tends to increase with competition intensity, whereas that of Northern European seaports seems to decrease with intensified competition, due to investment discrepancies, necessary for attracting a wider range of customers.
{"title":"Impact of Seaport Competition on Technical Efficiency: Simar–Wilson Analysis of European Container Ports","authors":"Rabeb Kammoun, Chokri Abdennadher","doi":"10.7225/toms.v12.n02.w06","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.w06","url":null,"abstract":"This paper examines the effects of environmental factors (port-city GDP, population size, connectivity to hinterland, draught level and distance from the closest port Hub) and competition on the efficiency of a number of North and South European seaports. For this purpose, a bootstrap data envelopment analysis truncated regression approach was applied to 35 container ports, in the 2004 - 2018 period. Research findings indicate that the connectivity of a port’s country and draught level have a positive impact on the efficiency of both Northern and Southern European seaports. In addition, our results revealed that the efficiency of Southern European seaports tends to increase with competition intensity, whereas that of Northern European seaports seems to decrease with intensified competition, due to investment discrepancies, necessary for attracting a wider range of customers.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-06-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136295987","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-22DOI: 10.7225/toms.v12.n02.w05
Irfan Özkulluk, Selçuk Nas
Ship maneuvering is like a musical piece where many internal and external factors must be managed simultaneously in a synchronized manner. While the prolongation of the maneuvering time increases hydrocarbon emission and operating costs, its acceleration threatens the safety of the maneuver. In the literature, there are many studies on the factors affecting the ship maneuver, but the number of studies on the effect of the factors influencing the ship maneuvering time is insufficient. This paper deals with the factors affecting berthing and departure maneuvers of ships in port areas on maneuvering time. The effects of environmental factors, ship structures, and human factors on the maneuvering time were examined separately. Contrary to popular belief, it has been revealed that the wind speed and direction, which are environmental factors, do not affect the maneuvering time in general. On the other hand, it has been found that length over all (LOA) and gross tonnage (GT), which are structural features of the ships, affect the maneuvering time. In human factors, it has been proven that the mean of the maneuvering times performed by the maritime pilots at the same jetty differs significantly from each other. In addition, variable regression analysis was performed in order to explain the relationship between ship’s LOA and maneuvering time. For the purpose of this study, 3,998 ship maneuver data obtained from a pilotage organization were examined.
{"title":"Analysis of Factors Influencing Ship's Maneuvering Times","authors":"Irfan Özkulluk, Selçuk Nas","doi":"10.7225/toms.v12.n02.w05","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.w05","url":null,"abstract":"Ship maneuvering is like a musical piece where many internal and external factors must be managed simultaneously in a synchronized manner. While the prolongation of the maneuvering time increases hydrocarbon emission and operating costs, its acceleration threatens the safety of the maneuver. In the literature, there are many studies on the factors affecting the ship maneuver, but the number of studies on the effect of the factors influencing the ship maneuvering time is insufficient. This paper deals with the factors affecting berthing and departure maneuvers of ships in port areas on maneuvering time. The effects of environmental factors, ship structures, and human factors on the maneuvering time were examined separately. Contrary to popular belief, it has been revealed that the wind speed and direction, which are environmental factors, do not affect the maneuvering time in general. On the other hand, it has been found that length over all (LOA) and gross tonnage (GT), which are structural features of the ships, affect the maneuvering time. In human factors, it has been proven that the mean of the maneuvering times performed by the maritime pilots at the same jetty differs significantly from each other. In addition, variable regression analysis was performed in order to explain the relationship between ship’s LOA and maneuvering time. For the purpose of this study, 3,998 ship maneuver data obtained from a pilotage organization were examined.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-06-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136295988","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-21DOI: 10.7225/toms.v12.n02.w02
Murat Koray
The zero waste, zero emission targets set by the International Maritime Organization (IMO) regarding ship emissions until 2070 brought the realization of the green ship and green shipyard concept to the fore. Shipyards around the world are predominantly second and third generation. The fourth and fifth-generation shipyards do not fully meet the 2070 criteria. Therefore, it is necessary to build green shipyards or transform existing shipyards to produce green ships. The study aims to determine the shipyards' conversion requirements and prioritize these needs so that a 32.000 DWT Dry Bulk Carrier can be built and classified as a green ship. Qualitative research methods were used in the study, and the criteria determined in this context are analyzed with the Analytical Hierarchy Process (AHP). At the end of the study, the proposals regarding the transformation strategies of green shipyards have been developed.
{"title":"Prioritizing Shipyard Conversion Requirements Regarding Green Ship and Green Shipyard Concept","authors":"Murat Koray","doi":"10.7225/toms.v12.n02.w02","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.w02","url":null,"abstract":"The zero waste, zero emission targets set by the International Maritime Organization (IMO) regarding ship emissions until 2070 brought the realization of the green ship and green shipyard concept to the fore. Shipyards around the world are predominantly second and third generation. The fourth and fifth-generation shipyards do not fully meet the 2070 criteria. Therefore, it is necessary to build green shipyards or transform existing shipyards to produce green ships. The study aims to determine the shipyards' conversion requirements and prioritize these needs so that a 32.000 DWT Dry Bulk Carrier can be built and classified as a green ship. Qualitative research methods were used in the study, and the criteria determined in this context are analyzed with the Analytical Hierarchy Process (AHP). At the end of the study, the proposals regarding the transformation strategies of green shipyards have been developed.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"300 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-06-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135091166","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-21DOI: 10.7225/toms.v12.n02.w03
Mira Pavlinović, Maja Račić, Antonija Mišura
Maritime transport is the driving force of global trade and is one of the fundamental activities of the blue economy. In the face of changes in globalization, it must face technological change. According to the United Nations Conference on Trade and Development, the global commercial shipping fleet grew by 3 percent, in 2020 to 99,800 vessels of 100 gross tons or more.
One of the key drivers of technological change in the maritime industry is digitalization. The digitalization of shipping is a step toward making it more environmentally friendly and efficient. This will lead to significant cost savings and improve vessel efficiency, transparency and market access. For the future development of the maritime industry, digitalization combined with environmental sustainability is essential. Experts agree that the COVID -19 pandemic has created certain challenges but also opportunities by creating a great imbalance in the industry and accelerating the progress of digitalization and innovation. The fourth industrial revolution is expected to have a significant impact on maritime transport.
The IMO Convention on Facilitation of International Maritime Traffic and the WTO Agreement on Facilitation of International Maritime Traffic have created common standards and regulations that have paved the way for digitalization. Despite the technological advancements in the maritime industry, there is still much room for further research in developing countries.
Digitalization in the maritime sector should be promoted as part of global efforts to increase supply chain resilience. It is the pathway to greener and smarter shipping, and this paper aims to provide an insight into the digitalization of shipping and highlight its importance for the future, as well as demonstrate that it contributes to achieving the sustainable development goals. The level of digitalization in seaports and maritime transport will also be analyzed. The adoption of digitalization in the maritime industry is essential and will lead to greener maritime transport, a robust economy and increased safety.
The paper includes primary research on the example of shipowners in the coastal liner passenger transport of the Republic of Croatia, and a questionnaire consisting of 19 questions was used to conduct the research.
海运是全球贸易的动力，是蓝色经济的基本活动之一。面对全球化的变化，它必须面对技术变革。根据联合国贸易和发展会议(United Nations Conference on Trade and Development)的数据，到2020年，全球商业航运船队将增长3%，达到99,800艘100总吨及以上的船舶。数字化是海运业技术变革的关键驱动因素之一。航运数字化是使其更加环保和高效的一步。这将大大节省成本，提高船舶效率、透明度和市场准入。对于海运业的未来发展，数字化与环境可持续性相结合是必不可少的。专家们一致认为，2019冠状病毒病大流行带来了一定的挑战，但也带来了机遇，造成了行业的巨大不平衡，加速了数字化和创新的进程。第四次工业革命预计将对海上运输产生重大影响。
国际海事组织《国际海上交通便利化公约》和世界贸易组织《国际海上交通便利化协定》制定了共同标准和规则，为数字化铺平了道路。尽管海运业取得了技术进步，但发展中国家仍有很大的进一步研究空间。应促进海事部门的数字化，作为提高供应链弹性的全球努力的一部分。这是实现更绿色、更智能航运的途径，本文旨在深入了解航运数字化，强调其对未来的重要性，并证明它有助于实现可持续发展目标。还将分析海港和海上运输的数字化水平。在海运业中采用数字化至关重要，并将导致更绿色的海上运输，强劲的经济和更高的安全性。本文以克罗地亚共和国沿海班轮客运中的船东为例进行了初步研究，采用了包含19个问题的调查问卷进行研究。
{"title":"Importance of Digitalization for Sustainable Development of Maritime Industry","authors":"Mira Pavlinović, Maja Račić, Antonija Mišura","doi":"10.7225/toms.v12.n02.w03","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.w03","url":null,"abstract":"Maritime transport is the driving force of global trade and is one of the fundamental activities of the blue economy. In the face of changes in globalization, it must face technological change. According to the United Nations Conference on Trade and Development, the global commercial shipping fleet grew by 3 percent, in 2020 to 99,800 vessels of 100 gross tons or more.
 One of the key drivers of technological change in the maritime industry is digitalization. The digitalization of shipping is a step toward making it more environmentally friendly and efficient. This will lead to significant cost savings and improve vessel efficiency, transparency and market access. For the future development of the maritime industry, digitalization combined with environmental sustainability is essential. Experts agree that the COVID -19 pandemic has created certain challenges but also opportunities by creating a great imbalance in the industry and accelerating the progress of digitalization and innovation. The fourth industrial revolution is expected to have a significant impact on maritime transport.
 The IMO Convention on Facilitation of International Maritime Traffic and the WTO Agreement on Facilitation of International Maritime Traffic have created common standards and regulations that have paved the way for digitalization. Despite the technological advancements in the maritime industry, there is still much room for further research in developing countries.
 Digitalization in the maritime sector should be promoted as part of global efforts to increase supply chain resilience. It is the pathway to greener and smarter shipping, and this paper aims to provide an insight into the digitalization of shipping and highlight its importance for the future, as well as demonstrate that it contributes to achieving the sustainable development goals. The level of digitalization in seaports and maritime transport will also be analyzed. The adoption of digitalization in the maritime industry is essential and will lead to greener maritime transport, a robust economy and increased safety.
 The paper includes primary research on the example of shipowners in the coastal liner passenger transport of the Republic of Croatia, and a questionnaire consisting of 19 questions was used to conduct the research.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"105 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-06-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135091164","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-21DOI: 10.7225/toms.v12.n02.w04
Špiro Ivošević, Nataša Kovač
There are a lot of different factors of hull structure degradation such as cracks, damage, fatigue or corrosion. Fatigue and corrosion were the most thoroughly examined in the previous studies. Corrosion is a more dominant form of degradation that causes the reduction of the original thickness of materials over time, which can be expressed through weight loss, in millimeter or percentage of thickness diminution of steel plates. Corrosion process can reduce carrying capacity and longitudinal strength of vessels, cause different types of failures or lead to the pollution of surrounding areas. This study analyzes the corrosion of a structural element of a fuel tank on the old bulk carrier that has been in operation for 25 years. The database consists of thickness measures expressed as percentage of diminution of the original plate thickness and the analysis of the chemical composition of a corroded and replaced steel plate. The study examined the total of 350 measured data after 5, 10, 15, 20 and 25 years of ship exploitation. Similarly, the research observed the chemical composition of the replaced steel plate. Linear corrosion models were developed while the chemical composition was analyzed by means of Energy Dispersive X-ray analysis of the samples from both sides of the corroded plate. The obtained results indicated that the degree of corrosion significantly varies depending on the environment of the plate. Furthermore, the formed linear corrosion model adequately follows the empirical data and value of 1,55 %/year.
{"title":"Analyses of the Failures of Hull Structure Plating Caused by Corrosion","authors":"Špiro Ivošević, Nataša Kovač","doi":"10.7225/toms.v12.n02.w04","DOIUrl":"https://doi.org/10.7225/toms.v12.n02.w04","url":null,"abstract":"There are a lot of different factors of hull structure degradation such as cracks, damage, fatigue or corrosion. Fatigue and corrosion were the most thoroughly examined in the previous studies. Corrosion is a more dominant form of degradation that causes the reduction of the original thickness of materials over time, which can be expressed through weight loss, in millimeter or percentage of thickness diminution of steel plates. Corrosion process can reduce carrying capacity and longitudinal strength of vessels, cause different types of failures or lead to the pollution of surrounding areas. This study analyzes the corrosion of a structural element of a fuel tank on the old bulk carrier that has been in operation for 25 years. The database consists of thickness measures expressed as percentage of diminution of the original plate thickness and the analysis of the chemical composition of a corroded and replaced steel plate. The study examined the total of 350 measured data after 5, 10, 15, 20 and 25 years of ship exploitation. Similarly, the research observed the chemical composition of the replaced steel plate. Linear corrosion models were developed while the chemical composition was analyzed by means of Energy Dispersive X-ray analysis of the samples from both sides of the corroded plate. The obtained results indicated that the degree of corrosion significantly varies depending on the environment of the plate. Furthermore, the formed linear corrosion model adequately follows the empirical data and value of 1,55 %/year.","PeriodicalId":42576,"journal":{"name":"Transactions on Maritime Science-ToMS","volume":"229 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-06-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135091165","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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