The establishment of maritime safety and security is an important concern. Ship position prediction for maritime situational awareness (MSA), as a critical aspect of maritime safety and security, requires a longer time interval than collision avoidance and maritime traffic monitoring. However, previous studies focused mainly on shorter time-interval predictions ranging from 30 min to 10 h. A longer time-interval ship position prediction is required not only for MSA, but also for efficient allocation of ships by shipping companies in accordance with global freight demand. This study used an end-to-end tracking method that inputs the previous position of a vessel to a trained deep learning model to predict its next position with an average 24-h interval. An AIS dataset with a long-time-interval distribution in a nine-year timespan for capesize bulk carriers worldwide was used. In the first experiment, a deep learning model of the Indian Ocean was examined. Subsequently, the model performance was compared for six different oceans and six primary maritime chokepoints to investigate the influence of each area. In the third experiment, a sample location within the Malacca Strait area was selected, and the number of ships was counted daily. The results indicate that the ship position can be predicted accurately with an average time interval of 24 h using deep learning systems with AIS data.
Ship Sanitation is one of the efforts to overcome several factors of the physical environment that are needed for the main creatures' things that have the damaging effects of physical development, health, and survival. What is done on a transport device that uses a machine or screen that travels nationally or internationally. This type of research uses descriptive methods with a sample of all Ro-Ro vessels at the Merak Ferry Port of 20 ships. Data collection using ship sanitation observation sheets. The results of the study with univariate analysis showed the condition of kitchen sanitation on Ro-Ro vessels which were categorized as not meeting the requirements of 55%, the sanitary conditions of the food raft room category fulfilled the requirements of 85%, the sanitation conditions 80%, the physical conditions of drinking water 100%, the sanitation requirements of the facilities 70% medical, Ro-Ro ship sanitation requirements do not meet the requirements of 53%. Through this research, the authors expect the efforts of related parties to improve the sanitation of Ro-Ro vessels to be safe by increasing sanitation production of clean and healthy Ro-Ro ships.
The aerodynamic characteristics of the wing-in-ground effect (WIG) craft model that has a noble configuration of a compound wing was experimentally investigated and Universiti Teknologi Malaysia (UTM) wind tunnel with and without endplates. Lift and drag forces, pitching moment coefficients, and the centre of pressure were measured with respect to the ground clearance and the wing angle of attack. The ground effect and the existence of the endplates increase the wing lift-to-drag ratio at low ground clearance. The results of this research work show new proposed design of the WIG craft with compound wing and endplates, which can clearly increase the aerodynamic efficiency without compromising the longitudinal stability. The use of WIG craft is representing an ambitious technology that will help in reducing time, effort, and money of the conventional marine transportation in the future.
The International Maritime Organization has set a goal to achieve a 50% reduction of total annual greenhouse gas emission related to the international shipping by 2050 compared to the 2008 baseline emissions. Malaysia government has taken an initiative to investigate the assessment (cost-effectiveness) of this International Maritime Organization's short-term measure on Malaysian-registered domestic ships although this measure is only for international merchant ship. To achieve this, this paper collected the ship's data from the shipowners from 25 sample ships. Engine power limitation is the most cost-effective option, but low power limits can lead to substantially increased sailing times. Based on cost-efficiency analysis, it creates for the purpose of compliance with the operational carbon intensity indicator. It found that even if it is possible to bring an asset back into service, it may not be possible to do so in a manner that generates a profit or complies with applicable regulations. In these situations, it may be more prudent to scrap the asset rather than run the risk of having it become a stranded asset. This is especially true for older tankers. Alternatives with lengthy payback periods are not desirable for the domestic tanker fleet that is already in operation.
China's seaborne foreign oil supply through the Malacca Strait is facing security challenges due to territorial disputes, pirate attacks, and geopolitics. To overcome these challenges, China plans to import oil through one of the corridors of the Belt and Road Initiative (BRI)-the China-Pakistan Economic Corridor (CPEC). This study estimated and compared ship emissions and their externalities associated with seaborne oil supply from the top five oil suppliers to China through the existing shipping route via the Malacca Strait and proposed route via CEPC. Ship activity-based methodology is applied to estimate the emissions of air pollutants (CO2, NOx, SO2, PM10, and CO) during cruising, maneuvering, and hoteling periods. The results show that the total ship emissions of China's seaborne oil supply can be significantly reduced from 6.2 million tons to 2.1 million tons via the CPEC route. While external cost can be reduced up to 65.9% via the CPEC route.
Waste heat recovery from shipboard machineries could be a potential source for heat treatment of ballast water. Similar to a shipboard schematic arrangement, a laboratory-scale engine-heat exchanger set-up harvesting waste heat from jacket water and exhaust gases was erected to test the level of species' mortalities. Mortalities were also assessed under experimental conditions for cultured and natural plankton communities at laboratory level. Effect of pump impellers on species' mortalities were also tested. Exposures between 60°C and 70°C for 60 sec resulted in 80-100% mortalities. Mortalities due to pump impeller effects were observed in the range of 70-100% for zooplankton. On the laboratory-scale arrangement, >95% mortalities of phytoplankton, zooplankton and bacteria were recorded. It was demonstrated that the temperature of tropical sea waters used as secondary coolant can be raised to cause species' mortalities, employing engine exhaust gases. The results also indicated that pump impeller effects will enhance species' mortalities. The limitations of the shipboard application of this method would be the large ballast volumes, flow rates and time for treatment.
In the title compounds, C(24)H(17)NO(3), (I), and C(43)H(27)NO(5), (II), the dioxine ring is not planar and tends toward a boat conformation. The oxazoline ring adopts a twisted conformation in molecule (I) but is essentially planar in molecule (II). The configuration of the dioxine-oxazoline system is determined by the sp(3) state of the two shared atoms. The phenanthrene moiety is nearly coplanar with the dioxine ring, while the phenyl ring is perpendicular to the attached oxazole ring. The triclinic unit cell of (II) contains two crystallographically independent molecules related by a pseudo-inversion centre.
According to numerous studies, rowing performance is influenced by several factors including rower's biomechanics, rower's physiology, the force generated and stroke style. However, there is a missing gap linking such factors with rowing performance in the available literature. This paper aims to investigate the rowing mechanism in terms of rower anthropometry and physiology, which can impact its biomechanics and performance. The corresponding hydrodynamic force generated by the oar blade to accelerate the boat is also considered in the current study. To test the objectives, systematical online searching was conducted in search of the inclusion literature criteria. All included studies used Preferred Reporting item for Systematic Review and Meta-analysis (PRISMA) guidelines to obtain the final collection of articles for this review. In order to rate the quality of the articles, risk bias assessment was performed. A total of 35 studies were included in the assessment. The studies discussed the aspects of anthropometry and physiological of the rower, the biomechanics of the rower, corresponding hydrodynamic force on the oar blade and the rowing mechanism concerning boat performance. Based on the information obtained, an understanding of the important aspects of the rowing mechanism was achieved to provide an update for comprehensive improvement.
Life jacket is one of the safety appliances that can be found on the ship that provide buoyancy and prevention against drowning. Before the ship can sail, every element of safety of the vessel should be confirmed. Despite the establishment of standards for life jacket, both local and international, there have been cases of drowning associated with the usage of life jackets by the passengers of passenger boat/vessels for open-deck situation. Moreover, deficiency of information on safety instruction is reason the passengers are lack of personal safety information during on board. Thus, the evaluation on safety standard of life jackets and passenger vessel are vital for assessing the provision of the life jacket on board passenger vessel with respect to compatibility between life jacket and passenger vessel. In this paper, A Vessel Life Jacket Compatibility Mobile Apps (VELIT) was developed using software development methodology called Rational Unified Process (RUP) to automate the safety assessment process based on model called LCI (Life Jacket Compatibility Index). VELIT apps synchronized the safety assessment aspect and which allow user to compute the element in the model and produce the result of the safety assessment in real time. The VELIT apps are expected to be used in maritime area especially for ship safety assessment process.
This paper considers the problem of a vendor or manufacturer supplying a final production batch to a single buyer under linearly decreasing demand for a finite time horizon. The vendor manufactures the product at a finite rate and ships the output to the buyer. In this model we considered the case where the holding cost at the vendor is greater than the buyer and propose a consignment model. The objective was to minimize the total cost of stock transfer from vendor to buyer and stock holding at the vendor and the buyer. We derived the structure of the optimal solution and illustrate the proposed models with numerical examples.
Global seaport network efficiency can be measured using the Liner Shipping Connectivity Index (LSCI) with Gross Domestic Product. This paper utilizes k-means and hierarchical strategies by leveraging the results obtained from Data Envelopment Analysis (DEA) and Fuzzy Data Envelopment Analysis (FDEA) to cluster 133 countries based on their seaport network efficiency scores. Previous studies have explored hkmeans clustering for traffic, maritime transportation management, swarm optimization, vessel trajectory prediction, vessels behaviours, vehicular ad hoc network etc. However, there remains a notable absence of clustering research specifically addressing the efficiency of global seaport networks. This research proposed hkmeans as the best strategy for the seaport network efficiency clustering where our four newly founded clusters; low connectivity (LC), medium connectivity (MC), high connectivity (HC) and very high connectivity (VHC) are new applications in the field. Using the hkmeans algorithm, 24 countries have been clustered under LC, 47 countries under MC, 40 countries under HC and 22 countries under VHC. With and without a fuzzy dataset distribution, this demonstrates that the hkmeans clustering is consistent and practical to form grouping of general data types. The findings of this research can be useful for researchers, authorities, practitioners and investors in guiding their future analysis, decision and policy makings involving data grouping and prediction especially in the maritime economy and transportation industry.
Recent activities in the oil and gas industry have shown an increasing need for monitoring engagements, such as in shipping, logistics, exploration, drilling, or production. Hence, there is a need to have asset management of these offshore assets (or facilities). Much of the offshore infrastructure is currently approaching or past its operational life expectancy. The study presents an overview on asset management of offshore facilities towards monitoring, safe practices, maintenance, and sustainability. This study outlines the major considerations and the steps to take when evaluating asset life extensions for an aging offshore structure (or asset). The design and construction of offshore structures require some materials that are used to make the structural units, such as offshore platform rigs, ships, and boats. Maintaining existing assets in the field and developing new platforms that are capable of extracting future oil and gas resources are the two key issues facing the offshore sector. This paper also discusses fault diagnosis using sensors in the offshore facilities. The ocean environment is constantly corrosive, and the production activities demand extremely high levels of safety and reliability. Due to the limited space and remote location of most offshore operations, producing cost-effective, efficient, and long-lasting equipment necessitates a high level of competence. This paper presents the guidelines on asset monitoring, sustainable maintenance, and safety practices for offshore structures. In this study, the management of offshore structures were also presented with some discussions on fault monitoring using sensors. It also proposes sustainable asset management approaches as guidelines that are advised, with policy implications.
While the ecological impact of anthropogenically introduced exotic species is considered a major threat for biodiversity and ecosystems functioning, it is generally not accounted for in the environmental life cycle assessment (LCA) of products. In this article, we propose a framework that includes exotic species introduction in an LCA context. We derived characterization factors for exotic fish species introduction related to the transport of goods across the Rhine-Main-Danube canal. These characterization factors are expressed as the potentially disappeared fraction (PDF) of native freshwater fish species in the rivers Rhine and Danube integrated over space and time per amount of goods transported (PDF·m(3)·yr·kg(-1)). Furthermore, we quantified the relative importance of exotic fish species introduction compared to other anthropogenic stressors in the freshwater environment (i.e., eutrophication, ecotoxicity, greenhouse gases, and water consumption) for transport of goods through the Rhine-Main-Danube waterway. We found that the introduction of exotic fish species contributed to 70-85% of the total freshwater ecosystem impact, depending on the distance that goods were transported. Our analysis showed that it is relevant and feasible to include the introduction of exotic species in an LCA framework. The proposed framework can be further extended by including the impacts of other exotic species groups, types of water bodies and pathways for introduction.
Subsea cable laying process is a difficult task for an engineer due to many
uncertain situations which occur during the operation. It is very often that the cable being
laid out is not perfectly fit on the route being planned, which results in the formation of
slack. In order to control wastages during installation, the slack needs to be minimized
and the movement of a ship/vessel needs to be synchronized with the cable being laid out.
The current problem was addressed using a mathematical model by considering a number
of defining parameters such as the external forces, the cable properties and geometry. Due
to the complexity, the model is developed for a steady-state problem assuming velocity
of the vessel is constant, seabed is flat and the effect of wind and wave is insignificant.
Non-dimensional system is used to scale the engineering parameters and grouped them
into only two main parameters which are the hydrodynamic drag of the fluid and the
bending stiffness of the cable. There are two solutions generated in this article; numerical
and asymptotic solutions. The result of these solutions suggests that the percentage of
slack can be reduced by the increase of the prescribed cable tension, and also the increase
in either the drag coefficient of the sea water or the bending stiffness of the cable, similarly
will result in lower slack percentage
Mini purse seine has a major contribution in increasing production of small pelagic catches in Pelabuhan Perikanan Pantai (PPP) Muncar. This research aimed to investigate the effectiveness and efficiency of mini one-boat and two-boat purse seine in Bali Strait, Indonesia. This research was conducted in Mei 2018 in Muncar, East Java, Indonesia. In this study, survey was used to get the data by distributed the questioners to the fisherman. The primary data are total catch composition, fork length, individual weight of total catch and operation time of both fishing gears. Data were analysed by main catch and bycatch proportion, legal size proportion and catch rate. The results showed that the mini two-boat purse seine had a greater catch volume compared to the mini one-boat purse seine. The bycatch composition dominates in both fishing gear. The proportion of legal-size catching is 67% of the total. The fork length is not significantly different and for the total catches is significantly different. The catching rate of the mini purse seine one boat catch rate is lower at 4,048.67 kg/hour, compared to the mini two-boat purse seine which is 9,189.18 kg/hour.
Maritime transportation is very important for coastal state country like Malaysia. However, as having the busiest straits in the world, Malaysia is continuously exposed to the risk of marine spill. The nation had experienced around 30 marine spill incidents since 1976 to the present. The main contributor of marine spill is ship’s accident and in term of category of accident, collision had contributed the most. In term of type of substance that mostly spilled by ships is highly persistence crude oil. The management of marine spill response of Malaysia is applying the three tiers system which is base on the area and scale of the spill. The basis of establishing the marine response service is in accordance with OPRC, which incorporated into the national environmental law. With the three tiers of response system, Malaysia is equipped with arsenal of marine spill response and control equipments. However, with the present magnitude of threat, the current capacities of equipments are insufficient. Nevertheless, the possibility of full magnitude of marine spill is unlikely due to the safety features incorporated into the design of the ships and FSO/FPSO. In term of claim and compensation for marine spill incident, Malaysia is applying the two layers of compensation under the CLC 1992 Protocol and FUND 1992 Protocol. Therefore, Malaysia is ready in various aspects of marine spill response and control.
The Ministry of Science Technology and Innovation (MOSTI) Angkasawan (Astronaut) Programme achieved its mission to send the first Malaysian astronaut Sheikh Muszaphar Shukur by Soyuz TM11 to the International Space Ship (ISS) on 10 October 2007. He returned to earth, landing safely on 21 October 2007. Such a momentous event has carved out yet another milestone in the country’s
history and development of a civilisation based on science and technology for its people. This mission has provided the educational sector with an opportunity to initiate a curriculum innovation. Together with the Ministry of Education (MOE), the initiative was undertaken to improve techniques of teaching and learning (TL) and to broaden its scope to include space science and technology.