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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]

And like in London, these national and subnational divisions are not without meaning, since D/E/G/N papers reference the distinctive institutions of Maghrebi governments - their Emperors, Deys, Pashas, Ambassadors, and individual relations with the Ottoman Empire and Europe - nearly as often as their London counterparts. The first consistent Irish newspapers (excluding several short-lived papers dedicated to new rulers or particular significant events) appeared in the 1680s and 1690s, yet by the early eighteenth century were "a permanent feature in the daily life of Dublin" (these early newspapers' impact on people outside major cities was much more tenuous; see below). Like the vast majority of London papers through the early eighteenth century, shaped by the I London Gazette i 's example, by the fear of reimposed censorship, and by an audience with interests in trade and global power, early D/E/G/N papers focused heavily on "factual" news with minimal political comment, often drawing on French, Dutch, and other European prints but primarily from London papers themselves. [Extracted from the article]

We know Magee was close to Murray because the latter served as Magee's second in a duel in early 1812, in which Magee lost a finger before killing a Frenchman. In June 1812, with war on the horizon between the United States and England, Augustus William Magee, a young U.S. Army lieutenant on the Louisiana frontier, threw away a promising military career and cast his lot with a Mexican revolutionary, José Bernardo Gutiérrez de Lara, in a bold attempt to liberate Texas from the Spanish Empire. 55 For evidence of the connection of members of the Gutiérrez-Magee Expedition, see Bernsen, "Origins and Motivations of the Gutiérrez-Magee Filibuster." Perkins would probably have preferred to bring Augustus into the family business, but in 1807, the year after Magee's graduation from Phillips Exeter, President Jefferson's Embargo Act shuttered Perkins's trading empire. [Extracted from the article]

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]

Possible maritime risks in maritime trade lead to heavy responsibilities for the shipowners. Shipowners can insure their responsibilities against the dangers they may encounter at sea, thanks to the insurance system. Marine insurance, which is one of the first examples of insurance types, is a type of insurance that has developed until today as a result of the practices of countries that have been pioneers in maritime trade since ancient times. Regulations in Turkey are mainly under the influence of western law. The main types of marine insurance applied today are hull insurance, cargo insurance, club insurance and compulsory liability insurance. While marine insurance was specifically regulated in the old Turkish Commercial Code (1956), it is seen that this issue was regulated as a type of insurance subject to general rules in the new Turkish Commercial Code (2011). Such an regulation also brings some problems in terms of marine insurance. Putting forward the problems and seeking solutions are the subject of the study. [ABSTRACT FROM AUTHOR]

Remotely operated vehicle (ROV)-based inspection, maintenance, and repairs (IMR) services are costly because operations are traditionally executed by a hired subsea contractor, who then hires a specialized vessel with an entire crew from the vessel owner or the shipping company. Even though this is an established method considered relatively reliable in comparison to human divers, there is a growing need for more versatile, efficient, and economical IMR methods. Innovations that require no or less use of support vessels are mitigating this challenge. The current ROV classifications do not adapt to these innovations. Hence, the lack of a widely accepted ROV classification. Thus, this paper reviews ROV classifications and proposes a classification that poses no hindrance to innovation and conforms to modern developments. The paper then illustrates and reviews the emerging methods of conducting IMR operations by putting together in a concise, yet resourceful manner the ROV technologies and their various configurations to provide a basic meaningful understanding to the audience. This paper also provides a summary of the comparison of the methods and some of their challenges. [ABSTRACT FROM AUTHOR]

Indonesia's aspiration to become a global maritime fulcrum lacks synergy between its maritime security and its maritime economy. This paper explores the dynamics between maritime security and maritime economy by investigating the current practices of maritime security inspections at sea and how they affect Indonesian shipowners. It also seeks to find solutions for more efficient and corruption-free maritime security inspections. To understand the Indonesian shipowners' perspective on current practices of maritime security inspections at sea and how they impact businesses, the authors conducted an interview, a focus group discussion and a survey involving the Indonesian National Shipowners Association (INSA). From these methods, the authors found a common issue - that merchant ships operating in Indonesian waters face stoppages and demands for paying illegal fees during maritime security inspections at sea. Consequently, these inefficient and corrupt maritime security inspections are costly to Indonesian shipowners because they lower the ship's productivity, increase voyage costs, give rise to claims related to contracts of affreightment and reduce profit. To improve efficiency and deter corrupt practices during maritime security inspections, this paper proposes a few solutions such as consolidating inspections, changing the mindset of maritime security agencies, and improving transparency and accountability. [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]

This article deals with two liability issues that are highly relevant for value chain responsibility in the maritime sector, in particular for safe and environmentally sound recycling of ships: liability of shipowners and ship managers for unsafe downstream value chains for end‐of‐life ships and liability of classification societies in their role under the Ship Recycling Regulation. After an introduction to the current regime of ship recycling and its shortcomings, the article first elaborates on recent developments in value chain responsibility before it presents liability as an important regulatory tool. It then analyses relevant recent case law, including by the Court of Justice of the European Union and by national courts in France, Germany and the United Kingdom, showing that liability risks for shipowners and classification organizations have increased significantly, which may have a positive impact on environmentally sound and safe ship recycling. The article concludes, however, that a clear legislative framework for liability would be preferable to avoid uncertainty and national differences. [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]

Maritime autonomous surface ships (MASS) are one of the hot topics in maritime transportation even though they bring many challenges in terms of safety, security, and environment. This paper tackles the safety-related challenges of remotely controlled ships without seafarers on board but controlled at the shore. In this context, the reliability of the operator is of paramount importance for safe and efficient MASS operation. This paper performs systematic human reliability analysis for the operator of MASS (for degree 3) under the Bayesian belief network (BBN) and evidential reasoning (ER)- cognitive reliability and error analysis method (CREAM) approach. In the model, BBN is capable of determining the probability distribution of Contextual Control Modes in CREAM, while ER tackles the uncertainty and subjectivity of expert judgments. The outcome of the paper shows that the human reliability for remote control MASS operation is 8.88E-01. Besides its robust theoretical background, the paper will provide the utmost contributions to operators, managers, safety inspectors, and ship owners of MASS for safer and reliable operations. [ABSTRACT FROM AUTHOR]

Summary: In 1617, two Dutch merchantmen collided in a storm on the North Sea. The incident resulted in extensive legal proceedings before the Supreme Court of Holland, Zeeland and West-Friesland, lasting until 1640. In an unprecedented decision, which was published as no. 40 of Jacob Coren's well-known Observationes , the Court limited the liability of shipowners for inculpable ship collision to the value of their ship. Based both on extensive archival research and the text of Coren's Observatio , the present article offers a detailed discussion of the facts and proceedings of the case, and sets out how the case was received by Roman-Dutch scholars. As it turns out, limitation of shipowner liability was analysed in terms of noxal surrender in order to reconcile shipowner liability for inculpable ship collision with contemporary perceptions of equity. [ABSTRACT FROM AUTHOR]

The purpose of this Article is to provide an overview of some important cases relating to charter parties and carriage of goods by sea decided in the United Kingdom during 2021. Given the nature of this Article, the selected cases are discussed briefly, while some additional cases decided in 2021 are referred to in the footnotes. [ABSTRACT FROM AUTHOR]

The first, and perhaps the most relevant from a historical perspective, is that this is the third such anthology, after the first anthology of V. J. Mansikka published in 1922, referring to the East Slavs only, and the second, of C. H. Meyer (1931), reflecting the ideology of those times. From the perspective of the history of religious beliefs, the most relevant is perhaps fragment 2.19.3, in which the author describes the golden image of the god Triglav (the god with three heads: I auream imaginem Trigelawi i ). It is not, therefore, a book of analysis but, first of all, an anthology of the most relevant texts useful to all those interested in the study of the pre-Christian religions of Europe, specifically the religion of the Old Slavs. [Extracted from the article]

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 increased number, speed, and size of ships leads to an increased risk of accidents in ports with restricted navigational areas. A comprehensive risk assessment is required to understand the causal mechanisms involved in accidents. This study investigated the factors causing allision accidents that occurred during ship manoeuvres in the port areas. Nonconformities obtained from 112 allision accident reports were classified qualitatively with the Human Factors Analysis and Classification System for Passenger Vessel Accidents (HFACS-PV) method. Then, temporal and causal relationships between nonconformities were evaluated quantitatively with the DBN method. As a result, the probability of an allision accident and the risk identifying factors (RIFs) affecting allision during port manoeuvres were calculated. Familiarity with the vessel, using the bridge navigation equipment and features of structures in the port area are the riskiest factors leading to allision accidents. The study is thought to contribute at a practical and strategic level to ship owners, ship personnel, pilotage services, port authorities and all relevant stakeholders in understanding the risk of allision accidents occurring in ports and developing preventive regulations. • Dynamic risk assessment of allisions of ship manoeuvring in port areas is conducted. • The RIFs of the allisions were analyzed using a hybrid of HFACS-PV and DBN methods. • The study presents the allision model for maritime experts to assess the risks. [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]

The Astrakhan governor himself received an order from the collegium "to gather from the Astrakhan customs house detailed and thorough information about how many goods, and what kind, came into Astrakhan from Persian ports, and were released from Astrakhan to Persian ports, and what duty was collected on what. Russian merchants would receive the right of duty-free trade in Persia upon presentation of authenticated letters from Astrakhan signed by the Astrakhan governor. Issues involving trade with Persia played a highly important role in Russia's state policy toward that country in the eighteenth century. For example, when General Levashov informed the Astrakhan governor, Ivan Izmailov, of Arapov's appointment as consul, he requested, first, that the Astrakhan city hall notify all merchants engaged in trade with Persia of the relevant provision of the treaties, so that no one could plead ignorance. [Extracted from the article]

Paper gathers information on Condition Assessment Programme (CAP), which is implemented by classification societies to thoroughly assess condition of tankers and bulk carriers by inspection of engine and hull. It is voluntary programme, mostly participated by tankers and bulk carriers which are fifteen and more years old and today less present on the market. Special focus will be on ultrasonic measurement of thickness of ship's plates which is most significant indicator on condition of older vessels. After all measuring is done, data is compared with classification society rules and condition of hull and machinery will be assessed. This kind of inspection provides owners of older ships proof that despite age their ships are equally capable of conducting sea voyage. The authors analyse the number of ship arrivals in the port of Rijeka to gain a better insight into their age. Furthermore, the authors advocate ultrasonic thickness measurement for the purpose of reducing hazards. [ABSTRACT FROM AUTHOR]

B Plymouth b , Mary ( I née i Sackville) (1792-1864); widow of Other Windsor, 6th earl of (1789-1833); m. Earl Amherst 1839-57. B Shrewsbury b , John Talbot (1791-1852); succ. as 16th earl of, and earl of Waterford [I] 1827. B Fitzwilliam b , Charles William Wentworth-Fitzwilliam (1786-1857); succ. as 5th earl [I] and 3rd earl [U.K.] 1833. B Winchilsea b , George William Finch-Hatton (1791-1858); succ. as 10th earl of and 5th earl of Nottingham 1826. Claimant as earl of Leicester; elected Conservative MP for Bodmin in 1841. [Extracted from the article]

The article focuses on ASCO's updated guidelines for assessing and managing vulnerabilities in cancer patients aged 65 and older. Topics include the importance of conducting a geriatric assessment (GA) to reduce chemotherapy toxicity and improve patient-centered outcomes, the incorporation of high-priority aging-related domains in GAs, and the provision of resources and videos to aid healthcare providers in implementing GAs for older cancer patients.

The article presents an analysis by the American Medical Association (AMA) that highlights the shift away from private medical practices among physicians over the last decade due to economic, administrative, and regulatory challenges. Topics include the reasons for the decline in private practice ownership, the analysis refers to economic and regulatory burdens, and leading physicians to adopt different business models for their medical practices.

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]

In his 'Inleidinge tot de Hollantsche Rechtsgeleertheyt', Hugo Grotius introduced the concept of wrong-by-construction-of-law ('misdaed door wetsduidinge'), the idea that civil law could assign liability to someone who had not committed any fault, i.e. merely because of his or her 'capacity' or 'quality' as a parent, as an owner of an animal, as an inhabitant of a building, or as an employer or shipowner. This contribution situates Grotius's views on qualitative liability within the wider Netherlandish learned juridical context of his time, and especially studies the role of fault ('culpa') and presumptions of fault in the learned theories on qualitative liability. Apart from printed treatises and volumes of consilia, this contribution also takes into account hitherto unstudied handwritten lecture notes of the late medieval and early modern university of Leuven. [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]

This article is based on an analysis carried out by a group of experts from the North Atlantic Fisheries Intelligence Group into the flagging pattern of IUU fishing vessels. The article argues that the inability and unwillingness of some flag states to exercise due diligence to ensure that vessels on their register do not engage in IUU fishing may be explained by reference to the market demand and supply of ship registers that provide shipowners with favourable conditions to limit costs and mitigate risks. Some of these ship registers are established and managed by foreign private companies on commercial outsourcing contracts on behalf of economically vulnerable governments, and some of these governments may as a result lack the knowledge, expertise and resources to effectively address IUU fishing of vessels flying their flag. [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]

W.K. Clifford is widely known for his emphatic motto that it is wrong, always everywhere, and for anyone, to believe anything upon insufficient evidence. In fact, that dictum and Clifford's condemnation of a scheming self-deceptive shipowner sum up how his ethics of belief is most often remembered and how it has been subsequently interpreted. In contrast to other recent interpretations, we argue that the motto is misleading as a guide to Clifford's position. It is best understood as essentially a rhetorical flourish. Moreover, in important ways the scheming shipowner is not stereotypical of the kind of believer Clifford thought blameworthy. A careful study of Clifford's various writings on the ethics of belief finally reveals him not to be an evidentialist in the Humean tradition. Rather, inspired by Charles Darwin's work in moral psychology, he applied an evolutionary-functional virtue ethics to the doxastic realm. This perspective allows a fruitful examination of his engagement with contemporaries like Matthew Arnold. It also allows us to recognize him as a predecessor to modern attributionist accounts of blameworthy belief. [ABSTRACT FROM AUTHOR]

The primary source of the power for marine industry comes from large two-stroke low-speed marine diesel engines. The more severe emission regulations are forcing the ship owners to use more efficient engines. The electronically controlled engines were introduced which comply with the needs. The electronically controlled engine requires more calibration effort and is mostly based on calibration from the testbed with some environmental condition corrections. In this paper, the physical engine model was introduced including AVL multi-zone combustion model and self-developed models for turbocharger, charge air cooler, injector and rail model. Typical engine failures were simulated. The demonstrated engine model was based on six-cylinder large two-stroke low-speed marine diesel engine and verified with the measurements from the engine testbed. The model calibration was done for the pressure traces and available mean value measurement for 40%, 60% and 100% of engine load. The results show 2–7% of relative deviation of the BMEP, 1–2% relative deviation for in-cylinder peak pressure and almost no deviation in scavenged air pressure. The model showed representative engine behavior and was used for studies on engine failure simulation. The presented engine model can be used for optimization and diagnostic purposes. [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 paper defines latent capabilities in marine systems and proposes that latent capabilities can support large-scale emergency response, in which the demand for assistance exceeds the capabilities of dedicated emergency infrastructure. Latent capabilities are functional resources that were neither intended nor recognized during the design phase. Latent capabilities represent an opportunity for ship owners to adapt to swift changes in operating context, responding to new demands that emerge quickly. To enable exploitation of latent capabilities, we suggest a method for identification and implementation of latent capabilities during contingency planning. As a proof-of-concept for latent capabilities, the response to the Macondo oil spill is used as a case study. The case shows that advanced offshore vessels provided latent capabilities that were decisive in shutting down the leaking well. Enabling factors and challenges for this approach are explored, including the impact on vessel economics, the role of the managing organization, and other constraints. [ABSTRACT FROM AUTHOR]

This article examines shipping law reforms enacted in 1903 and 1904 by New Zealand and Australia, respectively, which pushed against the interests of British shipowners, who preferred to flex their commercial muscle by excluding as much liability as possible in their contracts of carriage. Spurred on by chambers of commerce cooperating across the Tasman, the colonial parliaments sought a fairer deal for their exporters by adopting regimes on bills of lading based on the United States' Harter Act 1893. The Australasian legislation received a hostile reception in London and was of limited success in practice, but it nonetheless set in motion a chain of events that led to a better outcome for exporting nations around the world. [ABSTRACT FROM AUTHOR]

While it has long been accepted that shipowners hold a lien over cargo for the payment of hire orfi-eight, the interplay between such liens and declarations of insolvency on behalf of cargo owners is relatively unexplored. In light of the British Steel collapse and the associated litigation, this Article considers whether a shipowner s lien over cargo can be enforced when insolvency proceedings have been commenced. In adopting a comparative approach, this Article demonstrates that although the federal maritime common law in the United States recognizes a shipowner s lien over cargo as a proceeding in rem, which takes priority over other secured creditors, in England such liens are given the status of actions in personam and hold relatively little priority. In striving to achieve an internationally uniform approach, this Article critically analyzes the legal schemes adopted by each jurisdiction and concludes with a suggestion for the future direction of how to grapple with the complex legal issues that arise when shipowners ' liens over cargo are enforced during insolvency proceedings. [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]

Trans-ocean liner shipping companies adopt slow steaming during periods when the market is characterised by low demand, high fuel prices, low freight rates and overcapacity. The most recent instance in which this occurred was the period following the 2008/2009 global financial crises, and the speeds have not yet rebounded to the pre-crisis levels. Most of the existing research regarding slow steaming takes environmental, economic and maritime engineering perspectives, meaning that the phenomenon is studied from the viewpoint of ship owners. The purpose of this paper is to explore the effects of slow steaming from the shipper's perspective. • This paper explores the effects of slow steaming from the shipper's perspective. • Six Swedish companies acting globally were studied; the data from the case companies have been collected through face-to-face interviews. • The results of the study show that reliability has been regarded as more important than the sailing time itself. [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]

Sulphur pollution emanating from the exhaust gases of ships has a negative impact on the environment and on human health, in particular resulting in early deaths and child asthma. On 1 January 2020, international regulation lowering the allowed amount of sulphur in marine fuels will come into force. However, compliance with, and effective enforcement of, this regulation is very uncertain due to the vast savings that shipowners can achieve by not complying. The lack of effective and deterring fines is often attributed to the lack of jurisdiction when a violation takes place on the high seas. This article aims to provide an analysis of the special jurisdictional basis codified in the United Nations Convention on the Law of the Sea for port States to assert jurisdiction over violations of the strengthened 2020 sulphur limit on the high seas, encompassing the right to impose dissuasive fines. [ABSTRACT FROM AUTHOR]

This article examines the policy and strategies of the Shipping Federation, which was the most aggressive employer association in the United Kingdom during the pre-war period. Using a vast array of sources, including several series of minutes and the financial records and ledgers of the association of shipowners, this article provides a number of insights into the Federation's organizational and operational structure, the subcontracting of labour replacement to professional or commercial strike-breaker agencies as well as the delegation of protection tasks to vigilante groups. It looks at the transnationalization of its anti-labour schemes and the formation of an international body of strike-breakers, the International Shipping Federation, to deal with the question of maritime labour at home and abroad. The article emphasizes the shipowners' propositions to form their own private security organization in response to the Liberal government's assertion of neutrality in labour disputes. It shows their determination to use violence, including the presence of firearms, to suppress efforts by unions to achieve recognition and the monopoly over the supply of labour and hiring procedures. The purpose of the article is to demonstrate the inclination of certain sectors of British industry to employ violent, illegal and inherently subversive means to protect their managerial authority from both the opposition of trade unions and the increasing encroachment of the state into industrial matters. [ABSTRACT FROM AUTHOR]