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Sustainability issues in maritime transport
Published in Dong-Ping Song, Container Logistics and Maritime Transport, 2021
International Maritime Organisation (IMO), as the United Nations’ specialised agency, is responsible for setting global standards for safe, secure, clean, and efficient maritime transport. In terms of social sustainability, two conventions are the most important international treaties for maritime transport: “International Convention for the Safety of Life at Sea (SOLAS)” and “International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW)”. The SOLAS Convention concerns the safety standards in terms of the construction, equipment, and operation of merchant ships. The first version of SOLAS was dated back to 1914 in response to the Titanic disaster. The current version of SOLAS in practice is largely based on the 1974 version. The STCW Convention sets minimum qualification standards for masters, officers, and watch personnel on merchant ships and specifies the basic requirements on training, certification, and watchkeeping for seafarers at an international level (www.imo.org/en/About/Conventions). These conventions are updated and amended from time to time. For example, the 1978 STCW Convention was significantly amended in 1995. On 21 November 2014, IMO adopted the new SOLAS requirement that containers must have a verified weight (called verified gross mass) before being loaded onto a ship, which came into force on 1 July 2016.
9 Care of cargo
Published in D. S. Bist, Safety and Security at Sea, 2013
When one refers to the safety of a ship it necessarily includes her crew and cargo. A merchant ship exists primarily to earn profit by transporting cargo. The freight earned provides income to the shipping company which in turn makes the operation and management of the vessel possible. Mishandling cargo raises claims against earnings and it can also put the vessel and crew at risk.
Industrial Gas Turbines
Published in Ahmed F. El-Sayed, Aircraft Propulsion and Gas Turbine Engines, 2017
A wide range of vessels are powered by marine gas-turbine engines ranging from modest-sized pleasure craft requiring several hundred horsepower, to major naval vessels and the largest merchant ships, which may require 20,000–50,000 horsepower by shaft [9]. These vessels belong to the following categories: merchant ships, coastguard vessels, naval vessels, and small craft.
Numerical study of energy capture equipment using tanker rolling motion for different wave heights and encounter angles
Published in Ships and Offshore Structures, 2023
Boyang Li, Rui Zhang, Qingyong Yang, Baoshou Zhang, Rongqin Yue
There are a crowd of merchant ships in the world, and diesel engines that consumed heavy oil are used most of them as their main power units. Heavy oil is a fossil fuel, and its combustion will produce a large amount of carbon dioxide and other exhaust gas. Thus, the consumption of heavy oil not only consumes a large number of non-renewable resources but also intensifies the global Greenhouse Effect. Shipping has been facing major challenges as the International Maritime Organization (IMO) has made greater demands on environmental sustainability, the development and utilisation of renewable energy on merchant ships have also become the focus of current research in shipping (Mallouppas and Yfantis 2021; Wu and Lin 2021; Seddiek and Ammar 2022). Against this background, some scholars have carried out a series of studies on the application of wind energy and solar energy for merchant ships, such as the Flettner rotors and the photovoltaic power generation to aid navigation. Lan et al. (2015) proposed an optimal combination of a photovoltaic power system, diesel generator and energy storage system. The system configuration and the mathematical model of the renewable energy ship power system are established, and the influence of the rolling on the stability of the ship power system is analysed by simulating (Cheng et al. 2020). Yuan et al. (2018) studied an experiment and design of a solar energy diesel generator powered for a hybrid ship. (Bordogna et al. 2020) analysed the interactional performance of two Flettner rotors. Karatuğ and Durmuşoğlu (2020) also studied the adhibition of ship’s solar energy.
Exploring technical and non-technical competencies of navigators for autonomous shipping
Published in Maritime Policy & Management, 2022
Shipping industry is often recognized as the lifeline of global economy (Stopford 2009). Over 50,000 merchant ships operate globally to keep the flow of international trade and are manned by over 1.5 million seafarers with representation of virtually every nationality on the globe (ICS 2019). Merchant ships are recognized as high-value assets and some of the technologically sophisticated ships can cost up to 200 million USD while carrying a variety of cargo across the destinations that are necessary and vital to markets worldwide (ICS 2019). Any unexpected event or accident during ship operations could result not only in considerable financial consequences to all stakeholders in the supply chain, but also have the potentials to result in casualties, loss of life, and significant environmental, legal and reputational consequences (Kim, Nazir, and Øvergård 2016; Schröder-Hinrichs, Hollnagel, and Baldauf 2012). Naturally to cater for these issues, shipping community has come up with international frameworks and conventions which dictate various aspects of shipping such as design, operations, manning and training. In this regard, the global maritime authority for establishing the standards for safety, security and environmental performance of international shipping is the International Maritime Organization (IMO).
Economically Feasible Mobile Nuclear Power Plant for Merchant Ships and Remote Clients
Published in Nuclear Technology, 2018
Luciano Ondir Freire, Delvonei Alves de Andrade
There are three main large groups of merchant ships: bulk carriers, tankers, and container ships. Table I presents one class of ship for each type. This work does not choose the largest class of each type because they have few ships, which would restrict the market. For instance, Very Large Crude Carrier (VLCC) class is second in size behind Ultra Large Crude Carrier (ULCC) class and is responsible for 36.7% of total tanker ship deadweight, while ULCC handles just 0.8% (Ref. 14). Besides, according to Ref. 15, the Post Panamax class has 32% of 20-foot equivalent unit (teu) while larger classes have only 1% of teu of all container ships. The cause may be the lack of proper ports and routes, which limits the use of those huge ships that are more competitive at sea. However, recent ordering drives the advance of the New Panamax class, but this work does not count on the success of this trend, choosing the third class in size. The same reasoning goes for choosing the Capesize class (the second class, behind the Very Large Bulk Carrier class in size), which was responsible for 31.7% of deadweight of bulk carriers in 2007 (Ref. 16).