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Italy has been defined as the "logistics platform" of the Mediterranean Sea. The Italian port system, with 11.6 million TEUs handled and 61.4 million passengers in 2022 (Assoporti data January–December 2022), is the key to fulfilling this title through adequate levels of reliability, safety, and sustainability. This contribution addresses port logistics and shipping, focusing on primary issues related to the energy sector with a specific focus on what can be observed in the Italian context. Specifically, the decarbonization of the maritime sector and related infrastructural problems (e.g., cold ironing or alternative fuels, where the uncertainty about resource availability and related costs do not allow for easy strategic planning by both the ship owner and the port authority), as well as policies such as the Emission Trading System (ETS), will be analyzed. All these issues, hereafter addressed with a systematic critical review of the existing literature and other relevant sources, could represent the driving force of the growth of the national port sector toward its competitiveness at a global scale. The review was performed through a wide search and analysis of studies published in well-known online research databases (Scopus, Web of Science, IEEE Xplore, ScienceDirect), sector studies, or specialized technical magazines. The review focuses on the results of each analyzed contribution rather than on the analysis method adopted with the final aim to identify useful hints and innovative ideas for further studies on the topic. [ABSTRACT FROM AUTHOR]

Marine fuel oil stability has always been an issue for bunkering companies and ship owners all around the world and the problem has become even more apparent with the introduction of the Global Sulphur Gap by the International Maritime Organization (IMO) in 2020. In this article, the historical background and the technical reasons why marine fuel oils lose their stability, as well as methods for preventing such instability from occurring, are presented. While it is possible to make fuel compositions stable by adjusting their composition in such a way that the components of the fuel are compatible, considering that marine fuel oils are often comprised of the least value-added products, the method of adding special fuel oil stabilizers (also known as "asphaltene dispersants") is usually preferred. An overview of such stabilizers is presented; their chemical composition, based on the information provided by the manufacturers and/or inventors is studied. In addition, the experimental research of the produced marine fuel oil and its components is carried out. The results of the model composition studies show that adding even as little as 10% of residual asphaltene-rich components can make a composition with a high stability reserve unstable. It was also shown that the content of the asphaltene-rich component in a stable fuel can be increased from 3% to 10% by introducing stabilizers in low amounts (up to 2000 ppm), thus lowering the amount of higher value-added, mostly naphthene-paraffinic-based components. Different methods of fuel stability evaluation were studied and tested, most of them being in correlation with one another. Several types of stability enhancers were tried out on unstable fuel, with stabilizers based on alkylphenol formaldehyde resin showing the best results. [ABSTRACT FROM AUTHOR]

Deep-sea decarbonization remains an enigma as the world scrambles to reduce global emissions. This study looks at near-term decarbonization solutions for deep-sea shipping. Pathways are defined, which are appealing to ship owners and major world economies alike. The economic and environmental viability of several of the most advanced near-term technologies for deep-sea decarbonization are revealed. The environmental analysis suggests the necessity of new emission intensity metrics. The economic analysis indicates that the carbon tax could be a great motivator to invest in decarbonization technologies. Standalone decarbonization technologies can provide a maximum of 20% emissions reduction. Hence, to meet IMO 2050 targets of 50% emissions reduction, several solutions need to be utilized in tandem. This study reaches the conclusion that alternative fuels are the crucial step to achieve a net zero carbon economy, although bunkering, infrastructure, and economic hurdles need to be overcome for the widespread implementation of carbon-neutral fuels. [ABSTRACT FROM AUTHOR]

Greek shipping is the world's leading power and is well known for its efficiency and performance. The Greek fleet represents almost 21% of the global fleet in terms of capacity (deadweight tonnes - dwt) and 60% of the European Union's one (Union of Greek Shipowners, 2023). Apart from the entrepreneurship competence of Greek shipowners, the contribution of Greek seafarers to the development of the so-called "Greek maritime miracle" has been decisive. Greek seafarers are known for their seamanship, qualities as well as their skills. However, according to data from the Hellenic Statistical Authority, the number of Greek seafarers is diachronically decreasing. Indicative of this trend is the fact that from 2000 to 2020, the number of Greek seafarers employed in Greek-owned vessels reduced by 45% (18.450 in 2000 vs. 10.087 in 2020). The aim of this research is twofold: first, to identify the reasons for the decreasing trend in the number of the Greek seafarers and, second, to highlight the initiatives and other actions the Greek shipping community could adopt in order to attract highly qualified seafarers to the Greek-owned fleet. In this context, a qualitative study was conducted, the purpose of which was to investigate the views of industry's stakeholders, in respect to the factors that shape the downward trend of seafarers figures. The outcome of this study sheds light on the reasons affecting the attractiveness of seafaring profession and further actions required for addressing promotion gaps. [ABSTRACT FROM AUTHOR]

Looking at the high flow of the shipping industry and many things related to the ship operations that have to be done every day, several ship owners have collaborated with Ship Management Company (SMC) to assist them in managing their ships' operations. SMC is required to be responsible for the daily operational management of the ship on behalf of the ship owner such as crewing, technical management, administration, and chartering. Seeing the importance of collaboration and the diversity of services provided by the SMC, it is necessary to evaluate each determinant factor by the ship owner for the selection of an SMC to assist the ship owner in choosing an SMC that suits their needs. It is also to improve the service prioritized by the owner to SMC. The purpose of this research is to identify the determinant factors of SMC selection from the owner's perspective, evaluate the importance of each of these factors, and obtain different views between the owner and SMC in the selection of ship management. The Fuzzy Analytical Hierarchy Process (Fuzzy AHP) method is used for evaluating weight based on the opinions of the owners and SMC who are experts in their fields. Then, the different perspectives between the owner dan SMC were obtained from the processing result. The results show that owners placed their top priority on factors that they can get the most from SMC, such as human resource factors and services. Meanwhile, SMC placed its priority on cost and its services factors that described the things they must manage well and optimization provided to owners. [ABSTRACT FROM AUTHOR]

By developing possible solutions for Saudi ports to limit the increase in damage to the marine ecosystem, the random system for estimating the waiting time of ships in Saudi ports has been developed as a model to guide the application of the multiple benefits to the beneficiaries such as ship owners, shipping companies and port authorities so that it is applied to create multiple economic and environmental savings. An imperative optimization model for solving container slot allocation problems for time-sensitive commodities under the dynamics of port congestion pricing. The proposed new pricing mechanism has proven to be effective when compared to a generic slot allocation model that does not take into account shipping time limits and port congestion, with results showing that the proposed pricing scheme can significantly improve ship companies' revenues and improve customer satiation. In terms of reducing carbon emissions from the ship's stay for a longer period at the docks. [ABSTRACT FROM AUTHOR]

With this optimization, the cargo will increase and the ship's revenue will also be more. The LCU ship that we know so far is a ship whose cargo is always above the main and the space under the main is unused Void Space. The purpose of this study is to determine the optimization value of the use of space under the main deck of the Landing Craft Utility (LCU) ships. method used in this study is a comparison with several previous ship approaches to produce evaluation results from the addition of loading space under the main deck and calculation of stability using computational software approximation. LCU design of under main deck space with a maximum vehicle value can accept a vertical moment of 2750 mm. With a structural strength of 13150 tons. A series of numerical experiments show that the proposed method can effectively produce a satisfactory LCU ship design optimization plan for ship owners. [ABSTRACT FROM AUTHOR]

The long established right to limit liability in relation to maritime claims is in the modern law principally governed by the 1976 Convention on Limitation of Liability for Maritime Claims. This has not established a settled legal position for questions consistently arise about the application of the Convention. In this contribution recent cases in the UK and Hong Kong relating to persons entitled to limit, limitable claims and loss of the right to limit are analysed. Also analysed is the procedural right to institute limitation proceedings and the conflict of conventions issues that may arise. There is a final comment on state practice expanding the right to limit by national legislation on the basis of the scheme in the 1976 Convention. [ABSTRACT FROM AUTHOR]

Introduction: The merchant marine fleet is under inspection by several parties to ensure maritime regulation compliance. International Maritime Organization mainly regulates the industry, and the most effective defender is indeed Port StateControl run by the regional memorandum of understandings. Objective: This article aims to analyze all detention remarks of Paris Memoranda of Understanding (MOU) from 2013 to 2019 for EU15 countries (except Luxemburg and Austria) to guide marine industry on detainable Port State Control remarks and country risk profile. Methods: The data of the detained vessels taken from the public website of Paris MOU and each report considered as a professional judgment that causes detention. Analytical Hierarchy Process Approach has been utilized to indicate the ranking of basic maritime regulations from the perspective of the Port State Control, and Geographic Information System (GIS) helps us to demonstrate the regional dispersion amongst EU15. Results: Through an approach based on Analytical Hierarchy Process and demonstrating the results on GIS has been shown that almost all the country's top priorities for regulation are Safety of Life at Sea (SOLAS) and Fire Safety Systems (FSS). Moreover, a comparative demonstration of the detention percentage of each regulation to AHP results demonstrates a better understanding of EU15 countries' detention profile. Conclusion: The results of the study can assist Port State Officers, ship crew, ship owners, and managers in presenting the facts of their inspection and able to improve themselves. The spatial analysis is also expected to guide ship owners and managers to focus their vessel's deficiencies on preventing sub-standardization. Policymakers also utilize these reports to evaluate their inspection practices. [ABSTRACT FROM AUTHOR]

Yoon, I.J., 2023. A review of the North Korean shipping industry: Ships, companies, and registered owners. In: Lee, J.L.; Lee, H.; Min, B.I.; Chang, J.-I.; Cho, G.T.; Yoon, J.-S., and Lee, J. (eds.), Multidisciplinary Approaches to Coastal and Marine Management. Journal of Coastal Research, Special Issue No. 116, 299-303. Charlotte (North Carolina), ISSN 0749-0208. This study reviews the North Korean shipping industry, focusing on their ships and owners. The materials used in the study were drawn from the International Maritime Organization (IMO)'s Global Integrated Shipping Information System (GISIS), Clarksons Group's World Fleet Register (WFR), and NK Pro's NK Live Ship Tracking. This study's list of North Korean ships includes their Flag of Convenience (FOC) ships; thus, it differs from the conventional quoted national fleet. Most North Korean ships are general cargo ships, with less than 10,000 dead weight tons and gross tonnages, 34 years old on average, and built in Japan and China. The nationalities of the foreign owners of North Korean ships are primarily Chinese. More than half of the flag states of North Korean FOC ships are unknown. This study offers five critical findings drawn from the cross-checking and revision of the materials: fishing vessel conversion, domestic and potentially illegal international sailing, changes in foreign-based owners, a decrease in FOC ships, and an increase in subsidiaries. These findings help us better understand the current status and features of the North Korean shipping industry. As a snapshot of North Korean shipping, this study might have missed information due to 'unknown' parts and time differences between the databases. Nonetheless, it utilizes and updates the best available materials, drawing out meaningful results and findings in the research period. This study contributed to the research methods for studying the North Korean shipping industry by analyzing its ships and owners. In addition to this theoretical implication, it provided practical implications by demonstrating recent North Korean shipping industry changes. Comparative studies between North and South Korea or other countries with conditions similar to North Korea should be conducted soon to understand these changes better. [ABSTRACT FROM AUTHOR]

The impact of the Parallel Registration is pretty apparent in modern shipping. Traces of Parallel Registration, Dual Registration, Demise Charter Registration and Bareboat Charter Registration can be found in both the Open Ship Registries system and the traditional Closed Ship Registries. The stance of both the new maritime nations and the traditional Flag States towards Parallel Registration are analyzed. The reasons for the acceptance of the Parallel Registration include the positive impact to the maritime companies, the benefits to the Ship Registries involved and the satisfaction of particular ambitions on behalf of the States that embrace this institution. There is further specialization in the implications of Parallel Registration in the Marine Insurance practices especially in the case of bareboat chartering. The status of the ship owner, the ship charterer and the mortgage lender are further examined under the auspices of Parallel Registration in the event of a Marine Insurance incident. [ABSTRACT FROM AUTHOR]

The article presents an assessment of the impact of the results of the measurement of the inland ship's draught on the shipowner's decisions regarding incurring financial expenses for maintaining vessels in operability by carrying out repairs and modernization The aim of the article is to present the possible actions taken by shipowners in response to the changing level of reliability of their vessels. The article assesses the impact of ship draught measurement results on shipowner's decisions, with particular emphasis on operability. The analysis was carried out using data collected during the work of the Technical Inspection Commission in Szczecin in 2017-2018 regarding the draft and load capacity of ships. [ABSTRACT FROM AUTHOR]

United Nations Organization and its specialized agencies promoted gender equality and women employment in the Maritime industry as their main goal. Maritime Education and Training institutions are an integral part of this process. However, the primary role is given to ship owners and their manning agents around the World. Nikola Vaptsarov Naval Academy is a part of this big process of the general change in human thinking regarding the acceptance of women on board of merchant ships. The study in the article exposes the change of the process of admittance and graduation of women in the Academy. In this research, the method of interview is used to study the attitudes of female candidates in the Academy. The paper opens the door for the next research that need to be made in the recruitment market in order to find reasons for skepticism for women on board and how to break the conservative way of thinking. [ABSTRACT FROM AUTHOR]

Ships, ports and offshore facilities are increasingly becoming dependent on modern information and opera-tional technology. Cyber incidents on ships can create disruptions of critical systems that cause problems for the ship's safe operation. Therefore, the shipowners must be prepared to cope with rising cyber threats. In or-der to prevent cyber incidents happening on ships and in the companies, essential steps must be taken on the management level. This paper introduces results of two surveys on cybersecurity and cyber awareness carried out in between 2017 2019 among the shipping companies operating in Estonia. Feedback was received from 12 shipowners out of 19 and the results show that at least 7 organisations had been the victims to different types of cyberattacks. The results indicate that shipowners are not paying enough of attention to potential cyber threats and education of their employees. Finally, the paper proposes cyber risk mitigation means for the shipowners. [ABSTRACT FROM AUTHOR]

This article analyzes the trends in the repositioning of empty reefer containers in Santa Catarina state port terminals from Itajaí, São Francisco do Sul, Navegantes, Itapoá and Imbituba, from 2010 to 2017. As a methodology, a quantitative approach was used, with a multiple case study method, through exploratory and descriptive research, using secondary data. The results show handling concentration of full reefer containers in export and empty ones in import, well above the average related to the proportion of the worldwide fleet of reefer and dry container, with impacts on the logistics of shipowners and port terminals. [ABSTRACT FROM AUTHOR]

The shipowner shall be liable for any damage caused by the physical injury or death of a crew member or due to the health impairment that the crew member suffered at work or in connection with work on board due to the absence of conditions for safe work unless the shipowner provides evidence that the crew member caused damage intentionally or due to gross negligence. [ABSTRACT FROM AUTHOR]

This paper outlines a precedent from the Croatian shipbuilding industry, i.e. the delivery and acceptance of two vessels under construction in the port of Turkmenbashi in Turkmenistan, the passage of the vessels through the Volga-Baltic Waterway, the processes of obtaining permission for the passage from the ministries of the Russian Federation, specific legal documentation issued for the vessels under construction for a one-way non-commercial voyage to the port of delivery, delivery and acceptance, and the transfer of ownership and obligations to the shipowner. The paper also considers the amendment to Article 99 of the Maritime Code as a consequence of this marine adventure. [ABSTRACT FROM AUTHOR]

In the Official Gazette (hereinafter: NN) No. 119/2018 of 28 December 2018 the National Collective Agreement for Croatian Seafarers on Board Ships in the International Shipping Trade was published (2019-2020). The Agreement was entered into on 10 December 2018 between the Association of Croatian Shipowners Mare Nostrum (Zagreb, Av. V. Holjevca 20) and the Seafarers' Union of Croatia, member of the International Transport Workers' Federation (ITF) from Rijeka (Head Office, Fiorello La Guardia 13). It is applied as of 1 January 2019. The National Collective Agreement for Croatian Seafarers on Board Ships in the International Shipping Trade (2019 - 2020) has all the nomotechnical features (characteristics) of an autonomous regulation: compliance with objective prerequisites for introducing it, signing and publishing it (legal basis, jurisdiction of the contracting parties, name (title), procedure of introducing it "in good faith to promote and maintain the social dialogue and harmonious relations between the Employers - Shipowners and Trade Unions based on mutual respect for the interests and rights of the Employers - Shipowners and Seafarers", relevant period and area wherein it may apply, as well as the content pursuant to the laws and other standing rules and regulations, consisting of the "contractual and normative part" in 43 articles (with titles) and "General Addendum" (and "Special Addendum"). It has been written "in Croatian and in English", whileas should there be any ambiguities due to textual differences in the two languages, the Croatian text shall apply". This paper elaborates on the essential and characteristic features of this autonomous regulation. [ABSTRACT FROM AUTHOR]

In the Official Gazette (hereinafter: NN) No. 119/2018 of 28 December 2018 the National Collective Agreement for Croatian Seafarers on Board Ships in the International Shipping Trade was published (2019-2020). The Agreement was entered into on 10 December 2018 between the Association of Croatian Shipowners Mare Nostrum (Zagreb, Av. V. Holjevca 20) and the Seafarers' Union of Croatia, member of the International Transport Workers' Federation (ITF) from Rijeka (Head Office, Fiorello La Guardia 13). It is applied as of 1 January 2019. The National Collective Agreement for Croatian Seafarers on Board Ships in the International Shipping Trade (2019 - 2020) has all the nomotechnical features (characteristics) of an autonomous regulation: compliance with objective prerequisites for introducing it, signing and publishing it (legal basis, jurisdiction of the contracting parties, name (title), procedure of introducing it "in good faith to promote and maintain the social dialogue and harmonious relations between the Employers - Shipowners and Trade Unions based on mutual respect for the interests and rights of the Employers - Shipowners and Seafarers", relevant period and area wherein it may apply, as well as the content pursuant to the laws and other standing rules and regulations, consisting of the "contractual and normative part" in 43 articles (with titles) and "General Addendum" (and "Special Addendum"). It has been written "in Croatian and in English", whileas should there be any ambiguities due to textual diff erences in the two languages, the Croatian text shall apply". This paper elaborates on the essential and characteristic features of this autonomous regulation. [ABSTRACT FROM AUTHOR]

Vessel emissions are one of the major emissions sources affecting carbon neutralisation achievement in the Greater Bay Area (GBA). The vessel pollution prevention ability is effective in preventing vessels from discharging mass emissions. Thus, it is of great value to figure out the vessel's performance in pollution prevention in this area. This study develops a data-driven Bayesian network model focusing on vessel performance in pollution prevention in port state control (PSC) inspections in the GBA. The Tree Augmented Naïve and Expectation Maximisation approaches are applied to learn structures and parameters based on the inspection records obtained from January 2015 to September 2022. An analysis can identify key variables with significant effects on vessel performance in pollution prevention and clarify the positive influence and contributions of PSC inspections toward carbon neutralisation achievement. Practical implications are provided to foster port authorities and local governments in the GBA to minimize the vessels with poor pollution prevention performance sailing in this area. The study also identifies the characteristics of vessels with poor performance and proposes valuable suggestions to restrict the inattentive actions of ship owners and stimulate ship owners to put more effort into the improvement of pollution prevention ability. Further, the study reveals the significance of executing efficient and reliable PSC inspections in promoting carbon neutralisation progress. • A data-driven BN model to assess pollution prevention of vessels in GBA is built. • The influence of variables on vessel performance in pollution prevention is revealed. • Characteristics of vessels of poor pollution prevention performance are clarified. • Suggestions are provided for local governments to improve vessel quality in GBA. • Contribution of PSC inspections towards carbon neutralisation in GBA is expounded. [ABSTRACT FROM AUTHOR]

Se presenta una introducción en la que el autor comenta sobre los artículos en este número, incluyendo uno sobre la responsabilidad del propietario del buque en el derecho peruano, uno sobre la licencia de la operación de plantas de procesamiento de pesca y uno sobre la dignidad humana.

This paper deals with the study of the liability of the owner of the ship in the Peruvian Law. Traditionally, the rules of "Libro" III of the Peruvian Commercial Code have generated some uncertainty about their scope on this matter. This paper proposes an interpretation of the Commercial Code rules that allows to understand them in a coherent way, especially with the context in which they were passed. The many aspects around the liability of the owner of the ship exceed the field of mere civil liability and nowadays the obligations that the owner of the ship assumes under the public regulation constitute a very important aspect for the modern shipping company. For these reasons, the author also proposes a general approach to the "administrative liability" of the owner of the ship considering the most relevant rules of the Peruvian domestic Law and the main international treaties. [ABSTRACT FROM AUTHOR]

The port areas are specific in terms of navigational accidents. Usually, accidents with low consequences dominate, but due to many users with contradictory needs, there is a requirement to keep the balance between business and safety. This balance is usually achieved by the Port Authority or like in Poland by Maritime Office together with Port Authority. Maritime Offices are the governmental body responsible to maintain the acceptable navigational safety level. Such an approach leads to several frictions between the users that needs are often contradictory. To ensure minimal safety level and introduce new or amended port regulations the scientific methods are demanded to support this process. The paper present methodology to adjust the port regulations of Kołobrzeg Port where the passenger ship owners moored in close vicinity of the waterway and therefore restricted it to the other users. The compromise was achieved with the application of real-time simulation method. Moreover, the paper presents the important role of harbor regulations in whole navigation risk management process within the port area. Today's port regulations are created mostly based on good practice of pilots and experts, whereas the quantitative methods are used less frequently. The intention of the presented case study was to demonstrate how the quantitative risk assessment could be used in port policy development. [ABSTRACT FROM AUTHOR]

Globalization poses new challenges, while also providing development opportunities for strong and dynamic enterprises and new sectors which shape the world markets and economy and contribute to a more global approach to business activities. The business activities undertaken in each country depend on a number of factors, and these factors are often similar due to globalization, though their impacts appear to vary. In addition, changes in economies progress at different speeds, thus this article aims to determine how the impact of change in the global economy influences transformations in ownership in container shipping. The organization and operation of global container shipping is shaped by numerous external factors, i.e. economic, geographical, and political factors. The impact of these factors varies depending on the specific aspect of the container shipping industry being discussed. This paper was motivated by the need to determine the container fleet size and ownership structure in container shipping, and whether these are changing as the industry evolves. The stated aim of this research requires the use of statistical methods and a literature review to allow for a comparative study of the size and ownership relations in container shipping. [ABSTRACT FROM AUTHOR]

A shipping agency or shipping agent is the designated person or agency held responsible for handling shipments and cargo, and the general interests of its customers, at ports and harbors worldwide, on behalf of ship owners, managers, and charterers. Shipping agents will usually take care of all the regular routine tasks of a shipping company quickly and effi ciently. They ensure that essential supplies, crew transfers, customs documentation, and waste declarations are all arranged with the port authorities without delay and often provide the shipping company with updates and reports on activities at the destination port so that shipping companies have real-time information while goods are in transit. Due to these reasons, selection of the ship agencies becomes an indispensable part of maritime transportation. Managing a ship agency requires interconnected and laborintensive processes for any kind of shipping operations, which results in a complicated mission. This study presents the most important ship agency selection criteria, according to the determined criteria in the literature, by employing fuzzy AHP technique, one of the most common fuzzy multiple criteria decision-making (MCDM) methods. [ABSTRACT FROM AUTHOR]

The International Convention for the Control and Management of Ships' Ballast Water and Sediments was adopted in February 2004 and it was ratified by a sufficient number of countries in September 2016. The most important part of the Convention is Regulation D-2. One way to meet D-2 is to retrofit Ballast Water Treatment Systems (BWTS) on existing ships and their fitting on newbuildings. The market consists of the following stakeholders: shipowners, equipment manufacturers, shipyards, recognized organizations, laboratories for testing the efficacy of the BWTS and coastal countries' administrations in charge for implementing Convention standards. In order to enable enough time to comply with the Convention, shipowners are granted maximum 5 year period, i.e. system retrofitting is connected to the first renewal of the International Oil Pollution Prevention certificate after September 2017. Some shipowners will postpone retrofitting for five years since they will renew IOPP certificates in advance, which is approved by many flag States and stated in their circular letters. More than 60 systems received flag State type approvals, but only few systems are approved by United States Maritime Administration (MARAD). That is one of the reasons why most of the shipowners are still waiting with planning and retrofitting, which leads to requests for more postponement. However, many manufacturers claim that they will be ready for increased demand for BWTS and will cope with and try to satisfy market demand by hiring additional work force, by expanding existing manufacturing facilities and maintain good cooperation with shipyards. [ABSTRACT FROM AUTHOR]

Dismantling and recycling of end-of-life vessels in the so-called environmentally friendly manner has been a major challenge faced by ship owners, ship dismantling yard owners as well as government agencies worldwide today. On one-hand, this paper intends to provide the knowledge-base needed by individual yard owners for planning their short term and long term activities. On the other hand it is hoped that this paper will serve as an essential part of the management information system which will help in governance of cluster of ship dismantling yards. The emission factors estimated in this study using field sample survey of 241 ships dismantled during 2011–2013 in the cluster at Alang Port could be put to use while predicting the quantities of wastes generated from dismantling of six types of ships (bulk carrier, general cargo, container, refrigerator and passenger) which further can be used in preparing environmental management plan to handle the same. The % ships and % cumulative LDT of ships in a given category could also be predicted for the cluster using the validated results reported in this study. Finally, on the basis of primary data collected from over 100 yards in Alang Port and with the help of face-to-face interactions with several field personnel; a “typical ship dismantling and recycling procedure” was articulated. It is argued that the in-depth understanding of the prevailing “know-how” alone can help in development and diffusion of cleaner technologies for benefit of this sector and facilitate in instituting the integrated waste management system that will eventually ensure safe and environmentally friendly ship recycling - especially in the context of “Ship Recycling Regulation” recently passed by the European Parliament as well as the draft of “Hong Kong Convention”, being negotiated at the International Maritime Organization. [ABSTRACT FROM AUTHOR]

This scientific paper deals with management of all parties of maritime transport services with an emphasis on shipowner management for purposes of optimizing ship voyage costs by applying Virtual Arrival of the vessel to the port. Virtual Arrival is a process involving an agreement to reduce a vessel's speed during voyage due to berth occupancy at ship accommodation at the discharge port. The reduction in speed during voyage will result in reduced fuel consumption, which directly affects shipowner management, namely voyage costs. The proposed algorithm of Virtual Arrival defines interdependence of the parties of the maritime transport process as well as the actions undertaken in the following procedure of the arrival. The algorithm results show the possibility of creating a mutual financial benefit and display profitability of shipowner management and other parties of the Mutual Agreement. Furthermore, the paper analyzes Mutual Effects of the Virtual Arrival to all other represented parties of the maritime transport process. [ABSTRACT FROM AUTHOR]

The paper presents the outcome of the research that has been completed recently at the Faculty of Navigation (FoN); Maritime University of Szczecin, Poland. The aim of the research is to show the maritime society what female students - future maritime women - think about studying the navigation and future work at sea. The research has been done by a group of female students - prospective seafarers. It is based on a questionnaire directed to fellow female students which contains 29 questions concerning the motivation for commencing the study in the field of maritime navigation, aspirations, fears and obstacles faced by female seafarers related to present study,internship onboard seagoing ships and future work. 128 female students responded to the questionnaire. The answers have been gathered into groups of interest. The findings are presented in terms of diagrams and comments. The paper contains valuable information that may be used by maritime universities, ship owners and other potential employers of maritime female students - in particular maritime policy makers. One of the interesting findings is that 84% of the female students declare they would choose the same field of study having experience (including seagoing intership) gained so far. The paper presents also the change of the number of female students at FoN in the last 10 years. It is the sign of relatively high interest of young women in maritime navigation in Poland - the country that is one of the biggest suppliers of officers for seagoing ships. [ABSTRACT FROM AUTHOR]

The charterer failed to pay hire in accordance with the terms of the time-charterparty. The shipowner has terminated the charter and demanded damages in the amounts due for the remaining period of the charter. In arbitration the arbitrators decided that pursuant to English law a single failure to pay hire should not entitle the shipowner to terminate the charter and claim damages. However, since there were several defaults by the charterer which all contributed towards a repudiatory breach of the charter, the shipowner was entitled to terminate the charter and claim damages. The judge, acting upon appeal, has agreed with the arbitrators on the repudiatory breach, however he has also decided that one failure in payment of charterhire does entitle the shipowner to terminate the charter and demand damages. This decision creates a new approach in English law, especially if confirmed by the higher courts on appeal. [ABSTRACT FROM AUTHOR]

It was established that the plaintiff fell and injured himself while descending the stairs on the ship deck in the ordinary course of his professional duties, for which he had been formally educated and additionally trained. In respect of this loss event, the court concluded that there was no fault on the part of the ship owner, because the ship owner had provided safe working conditions and adequate protective equipment to the plaintiff as a crewmember. Hence, accidental loss is the solely risk of the injured party in this case. [ABSTRACT FROM AUTHOR]

Purpose: To find out ships' optimum operating speed under low-carbon economy. Approach: First, it analyzes the relations between ship's carbon emission and the operating speed, gets the optimum speed under which the entire fleet emit minimum carbon, then establishes the relations between the ship owner's profit and the speed, extracts the speed under which the ship owner can gain the maximum profit and founds out it's different from the speed under which the entire fleet emit minimum carbon. Findings: The government must take effective measures to make the ship owner slowdown and reduce emission. Originality: It first works out a balance point between the decrease of carbon emission brought by a lower operating speed and the increase of that caused by more vessels putting into service in a mathematical method. [ABSTRACT FROM AUTHOR]

U svrhu sprječavanja neželjenih događaja na brodu važno je procijeniti situacije koje mogu uzrokovati nesreće ili oštećenje zdravlja, imovine ili morskog okoliša. Sustavnim promatranjem i analizom različitih radnih operacija, moguće je provesti odgovarajuće mjere zaštite te izbjeći ozbiljnije, neželjene posljedice. Prijevoznik i zapovjednik odgovorni su za planiranje, organizaciju i provođenje procjene rizika na brodu kako to zahtijeva najnovija izmjena (2010) ISM pravilnika (International Safety Management Code). Da bi osigurao djelotvornu provedbu, prijevoznik mora definirati i provoditi sustav procjene rizika na strateškoj razini. U ovome radu diskutira se metodologija procjene rizika i kategorizacija rizika s obzirom na posljedice, predložen je algoritam procjene elemenata rizika i metodologija pripreme plana za kontrolu rizika vezane za radne aktivnosti na brodu. [ABSTRACT FROM AUTHOR]

Shipowners maintaining Ro-Ro passenger transport in the Primorsko-goranska County are not able to influence the extent of the demand for transport by way of marketing or otherwise. The primary cause of maritime traffic in the specified area is tourism, which is affected by many factors and can vary in its extent. In their activities of efficient provision of maritime-transport services, shipowners are partly limited because their services are largely linked to infrastructural facilities -- ports and berths that they do not own and cannot directly affect. Furthermore, the transportation capacity of their Ro-Ro passenger ships is limited. Thus, during summer months, queues in Ro-Ro berths are common, especially during tourist exchange periods. Ro-Ro passenger services that connect the same islands with the mainland are not equally loaded, which in some cases results in unnecessary queuing for maritime transport and other consequences. Mobile communications technologies represent one of the main instruments of enabling interested local authorities to make information related to maritime transportation service available to all interested users and, thus, allowing for faster and simpler maritime transportation [ABSTRACT FROM AUTHOR]

Brodari koji održavaju Ro-Ro putnički prijevoz na području Primorskogoranske županije nisu u mogućnosti, marketinškim sredstvima, ili na drugi način, utjecati na visinu prometne potražnje. Osnovni generator pomorskog prometa na razmatranom području je turizam, uvjetovan brojnim čimbenicima koji po svom opsegu može varirati. U svojoj djelatnosti efikasnog obavljanja pomorskoprijevozne usluge brodari su djelomično ograničeni i zbog toga što je pružanje njihove usluge bitno vezano za infrastrukturne objekte -- luke i pristane, koji nisu u njihovom vlasništvu i na koje oni ne mogu izravno utjecati, a pored toga postoji i ograničeni prijevozni kapacitet njihovih Ro-Ro putničkih brodova. čekanja u Ro-Ro pristaništima tako postaju svakidašnjica tijekom ljetnih mjeseci, posebice u vrijeme izmjene turista. Ro-Ro putničke linije kojima su povezani otoci nisu ujednačeno opterećene što u pojedinim slučajevima uzrokuje nepotrebna čekanja na pomorski prijevoz, kao i sve posljedice koje iz toga proizlaze. Mobilne komunikacijske tehnologije predstavljaju jedan od glavnih instrumenata kojima se zainteresiranim lokalnim upravama omogućuje da učine informaciju o pomorskoprijevoznoj usluzi raspoloživom za sve zainteresirane korisnike te na taj način omoguće brži i jednostavniji pomorski prijevoz do destinacije. [ABSTRACT FROM AUTHOR]

To prevent unwanted events on board ships, it is important to assess situations which may cause accidents or damage to health, properties or sea environment. By systematically mapping different work operations, effective measures may be implemented and serious consequences may be avoided. The ship owner and the master are responsible for planning, organizing and the carrying out of risk assessments on board ships as required by the latest amendments (2010) to the ISM Code. To ensure smooth implementation, the shipping company needs a risk assessment system at a strategic level. This paper discusses the methodology of risk assessment and categorization of risks considering the consequences, an algorithm of the elements of risk assessment is suggested along with the methodology for the preparation of a risks control plan related to work activities on board ships. [ABSTRACT FROM AUTHOR]

The global financial crisis has caused a standstill on the shipping market and has forced shipping companies changes in the business, which has resulted in the reduced opportunity for ship employment to the extent that some shipowners had to laid up or even sold their primary 'working tools' -- the vessels. The international environmental legislations contributed significantly to the standstill tightening the criteria considering environmental pollution prevention. The goal of this scientific research is to determine the guidelines that will allow the shipowners to adopt their business regarding new circumstances and future developments in the shipping market, taking into account the dynamics of the agreed implementation of new environmental standards, rules and regulations. The shipping market, given its complexity in such circumstances, requires a careful analysis out of which it will synthesize the new specificity, and by applying inductive and deductive methods will reach an acceptable solution, where the system theory method will be the basis for a systematic approach to the study. In conclusion, the guidelines are pointed and possible actions to be taken by shipping companies to anticipate the changes that might facilitate their survival. The research results show that 'environmental friendly' approach is becoming an influential factor in the shipowners' business policy. [ABSTRACT FROM AUTHOR]

Svjetska financijska kriza uzrokovala je zastoj na pomorskom tržištu i prisilila brodare na promjene u poslovanju što je za posljedicu imalo smanjenu mogućnost zapošljavanja do te mjere da su neke morali ili privremeno zaustaviti ili prodati svoja osnovna sredtva za rad -- brodove. Zastoju su znatno pridonijele i međunarodne konvencije o ekološkom zakonodavstvu koje pooštravaju kriterije u svezi prevencije onečišćenja okoliša. Glavni cilj istraživanja jest određivanje smjernica koje će omogućiti prilagodbu poslovanja brodara budućim događanjima na pomorskom tržištu i novonastalim okolnostima, a uzimajući u obzir dogovorenu dinamiku provođenja novih ekoloških normi, pravila i propisa. Pomorsko tržište, s obzirom na njegovu složenost u takvim okolnostima, zahtijeva pozornu analizu iz koje će se sintetizirati novonastale specifičnosti, te induktivnom i deduktivnom metodom doći do prihvatljivog rješenja, pri čemu će metoda teorije sustava biti osnova sustavnog pristupa predmetu istraživanja. Zaključno su priopćene glavne smjernice i moguće aktivnosti za prilagodbu brodarskih poduzeća kako bi preduhitrili promjene u zakonodavstvu koje bi mogle omogućiti njihovu opstojnost. Rezultati istraživanja ukazuju da ekološka prihvatljivost postaje utjecajan čimbenik poslovne politike brodara. [ABSTRACT FROM AUTHOR]

Fisheries agreements with the European Community (EC) are an important component of the fisheries sector in Cape Verde and São Tomé e Príncipe, constituting today a key source of income for the respective fisheries administration. in spite of this, and of the fact that these agreements have been renewed several times over the past decades, challenges remain in domains such as control and communication of fishing activities, follow-up of financial counterparts, and integration of European fleets' operations with the Cape Verdean and Santomean economies. This paper analyzes the EC fisheries agreements with Cape Verde and São Tomé e Príncipe in terms of those domains, considering both the contents of the agreements and their practical implementation The fisheries sector in each of these countries is reviewed, as are some of the fundamentals and criticisms of EC fisheries agreements. It is argued that the agreements with Cape Verde and São Tomé e Príncipe will not live up to the stated objectives of susta inability and responsibility in fisheries until improvements are made to the control of EC vessels, the follow-up offunds paid by the EC, and the size and diversity of benefits accruing to the fisheries and related sectors in the two countries. [ABSTRACT FROM AUTHOR]

Abstract: The selection of appropriate vessels to carry out shipping activities is crucial for many maritime stakeholders including charterers, shipowners, brokers, surveyors and safety engineers. The task is essentially a process of multiple criteria decision making (MCDM) under uncertainty requiring analysts to derive rational decisions from ambiguous and incomplete data contained in different quantitative and qualitative forms. Fuzzy Techniques for Order Preference by Similarity to an Ideal Solution (TOPSIS) have been well documented in the literature and commonly used in the process of group decision-making under fuzzy environment. While showing the attractiveness in dealing with ambiguous estimates, they have been criticised to be incapable of modelling incompleteness encountered in decision analysis. This paper therefore uses the concept of degrees of belief to develop a novel approximate interval TOPSIS approach for overcoming some of the drawbacks of classical fuzzy TOPSIS methods and facilitating the development of reliable vessel selection models under uncertain environment. [Copyright &y& Elsevier]

The position of the master nowadays is extremely complex and demanding. The master is responsible for successful completion of the voyage and to make sure all the rules and regulations are strictly followed at all times. On the other hand, the master is an employee of the shipping company, therefore, he is expected to protect the interests of his employer. The interests of the shipping company are not always in accordance with the rules and regulations. There are occasions when these interests are in conflict with the required degree of safety, resulting in a negative impact on the master's decisions. Although the ultimate safety assessment and relevant action lies with the master, due to the ship owners' interference in the master's decisions the safety level in maritime transport nowadays has been significantly reduced. This paper explores the impact of shipping company on navigational and related duties performed by the master and deck officers. [ABSTRACT FROM AUTHOR]

The Paper reviews the impact of the Common Maritime Transport Policy of the European Union on the development of the European Union Environmental Policy. An inter-relationship between the economic needs of the Member States and the overall attempt of the European Community to protect and preserve the marine environment is examined. The European Union makes continuous significant contributions to the worldwide efforts in protecting the environment, especially in the maritime field, through a strict adherence to the internationally set standards, as well as the enforcement of the Community measures that often go beyond the minimal criteria set by the international and multilateral treaties. Such additional criteria might bring the European shipowners and the connected maritime industry into an unfavorable competitiveness position on the world market. Additionally, a detailed overview of the international, regional and Community legislation in the marine environmental field is provided, with a special focus on the measures aimed at preventing oil pollution. Finally, a general assessment of the Community's efforts is given, bearing in mind the current legislation and its impact, and the short-term and long-term goals of the European Union Environmental Policy. [ABSTRACT FROM AUTHOR]

The Shipowner's Limitation of Liability Act of 1851 allowed the owner of a vessel to limit his liability in the case of an accident to the value of the vessel and its cargo if he could show he had no knowledge of or participation in the negligent act that resulted in the loss. In 1911, the Supreme Court decided Richardson v. Harmon, a case which was interpreted for several decades to hold that the Limitation Act formed an independent basis for admiralty jurisdiction. In a 1990 case, the Supreme Court stated in a footnote that it would not reach the question of whether the Limitation Act was an independent basis for admiralty jurisdiction--which several Courts of Appeal took to mean that the Act's continued vitality as a jurisdictional basis was an open question. Since that time, many Courts of Appeal have held that the Limitation Act is not, for a variety of reasons, an independent basis for admiralty jurisdiction. This Note argues that the Limitation Act continues to form an independent basis for admiralty jurisdiction. It examines the history of admiralty jurisdiction and the Limitation Act and explains why the Limitation Act should form an independent basis for admiralty jurisdiction even for cases in which the facts of the underlying tort claim might not otherwise come within the boundaries of admiralty. [ABSTRACT FROM AUTHOR]

The closest relationships between ship management companies and shipyards begin with the initial design process of new ships and they continue during the life cycle of operating ships. Periodic docking facilities which can be recognized as the biggest logistical issue in the content of ship maintenance program are the critical processes from the viewpoint of ship owners. Hence, this process should be well-planned and organized to satisfy the various expectations such as quality of service, capacity limitations, and geographical advantages, by taking cost and time constraints into account. Hence, the selection problem with respect to several criteria to find the most suitable shipyards is getting more important for ship management companies. This paper investigates a systematic evaluation model on docking facilities of shipyards to provide a decision aid for technical ship managers and to perform this responsibility in an efficient manner. Multiple criteria fuzzy axiomatic design (FAD) approach is used for selection among shipyards since FAD lets us define the design interval of each criterion. The original contributions of the paper are seemed in both enhancing the theoretical frame of FAD in terms of managing group consensus and performing an application to a real case in maritime industry. [Copyright &y& Elsevier]

Selection of the suitable shipping registry alternative for the existing fleet or new building ships is one of the critical decision milestones of the shipping business. The main aim of this paper is to structure a practical decision support mechanism on ensuring multiple criteria analysis of shipping registry selection. Fuzzy AHP methodology, based on Chang’s extent analysis, is determined to be utilized in order to model the shipping registry selection. After structuring the fundamental hierarchy, the model is performed with a case application on Turkish maritime industry to be able to obtain illustrative results. The shipping registries of Turkiye, Panama, and Malta are determined to evaluate as the potential alternatives for Turkish ship owners. When the literature was examined for the applications of analytical methodologies on maritime business, it was seemed that they were so rare. Therefore, the originality of this study appears on modeling of the critical process under multidisciplinary philosophy in ship management. [Copyright &y& Elsevier]

The article examines the world of merchant and shipowner Mancherji Khursehdji in India and his relationship with the Dutch East India Co. His failure during the latter part of his life may not be due to his own political reversals but because of a general economic and commercial recession all over Gujarat, India, during the eighteenth century.

Demonstrates that the technologies and commercial practices of ocean steamship communities from the mid-19th century on had distinctive cultural values, both material and moral. Instability of iron steamship technologies; Moral economy of the ocean steamship technology; Sociocultural network and practices of shipowners and merchants.