MASTER OF THE SHIP, MANAGER AND INSTRUCTOR

The master of the ship is the person on the board who has the qualification and the necessary certificate of competency for running a maritime transport ship. He is the one who takes the ship into administration from the ship-owner, he is the only leader, the legal and direct chief of the entire crew, being invested with authority upon all the members of the crew. The master fulfils the attributes and displays his activity according to the legal laws of his flag, of the marine regulations and of the international conventions. In all the relationships which he establishes with physical or juridical people, the master represents the ship-owner, in a double condition, as an officer and as a commercial manager. In this paper, it is analysed the situation of the ship masters, the relationships which these masters have with the crew and the problems which appear during their voyage. At the end of the paper there are proposed measures to increase the quality of the training of the ship masters, to solve the situations connected with the members of the crew.commander, manager, instructor, crew

The Straits of Malacca: Regional powers vis-a-vis littoral states in strategic and security issues and interests

This paper presents an overview of the strategic and security issues surrounding the Straits of Malacca. It begins by introducing the strategic nature of the Straits of Malacca and piracy threat in the busy sea lane. Subsequently this paper discusses the issues and interests of the emerging powers in the Straits of Malacca historically. This covers the Asia’s emerging powers such as India, Japan and China. Then, the position of the three littoral states of Malaysia, Indonesia and Singapore towards the issue of piracy in the Straits of Malacca is touched upon before analyzing the littoral states’ position on external powers’ involvement in the Straits of Malacca. This is paper also briefly discusses the individual littoral states’ interests in the vital sea lane

Conceptual Scheme for Ensuring the Energy Efficiency Principle in Modern Container Fleet

As a result of the analysis of the modern merchant fleet, indicators have been revealed of an increase in the size of modern merchant vessels, which affects the overall energy efficiency. It should be noted a significant increase in the container fleet, namely, not only an increase in the number of vessels themselves, but also an increase in the average carrying capacity by almost 2.8 times. As a result, emissions to the atmosphere have also increased due to a significant increase in ship propulsion power and fuel consumption. This is due to the specifics of container traffic, namely for the rapid transportation of goods from port A to port B, for which container ships often move in all weather conditions with maximum speed, respectively, fuel consumption is enormous compared to other types of ships.Despite the fact that the goods must be delivered as soon as possible and without delay, in practice, due to the lack of effective feedback between all participants in the transportation process, this is not always possible. The inefficiency of feedback leads to wasteful resources, which in turn increases the financial costs of the shipowner by increasing fuel consumption. It also reduces the energy efficiency of the ship and increasing emissions of harmful substances into the atmosphere.Considering the experience of the giants of maritime transport such as MAERSK, MSC, CMA CGM, it is possible to see that all participants in the process are single unit and interested in maximum efficiency of transportation. Containers of smaller companies that do not own their terminals often face ineffective feedback and are not able to influence the situation.The conceptual scheme proposed in the article should increase the efficiency of feedback between the vessel charter and the port, which, in turn, will increase the efficiency of sea freight. Constant access to information about the situation in the port will make it possible to avoid unnecessary delays of the ship

A proposed framework for managing environmental causes and consequences of ocean traffic and ports

Paper presented at European Decision Sciences Institute (ED2016), 7th Annual Conference, 24th to 27th May 2016, Helsinki. Abstract The cumulative and in-combination effects of ocean shipping and port operations need addressing via a detailed, rigorous and holistic framework of risk assessment and risk management. This aims to protect the natural system while at the same time obtaining societal benefits from the seas. This paper proposes a conceptual framework that integrates both an ISO industry standard risk assessment and management framework (Bow-tie analysis) and the DAPSI(W)R(M) analysis supported by the ten-tenets criteria to provide guidance for all stakeholders, including industry and government, to address these issues. Water pollution stemming from maritime logistics and SCM are used to illustrate this framework

Olympic Coast National Marine Sanctuary Area to be Avoided (ATBA) Education and Monitoring Program

The National Marine Sanctuaries Act (16 U.S.C. 1431, as amended) gives the Secretary of Commerce the authority to designate discrete areas of the marine environment as National Marine Sanctuaries and provides the authority to promulgate regulations to provide for the conservation and management of these marine areas. The waters of the Outer Washington Coast were recognized for their high natural resource and human use values and placed on the National Marine Sanctuary Program Site Evaluation List in 1983. In 1988, Congress directed NOAA to designate the Olympic Coast National Marine Sanctuary (Pub. L. 100-627). The Sanctuary, designated in May 1994, worked with the U.S. Coast Guard to request the International Maritime Organization designate an Area to be Avoided (ATBA) on the Olympic Coast. The IMO defines an ATBA as "a routeing measure comprising an area within defined limits in which either navigation is particularly hazardous or it is exceptionally important to avoid casualties and which should be avoided by all ships, or certain classes of ships" (IMO, 1991). This ATBA was adopted in December 1994 by the Maritime Safety Committee of the IMO, “in order to reduce the risk of marine casualty and resulting pollution and damage to the environment of the Olympic Coast National Marine Sanctuary”, (IMO, 1994). The ATBA went into effect in June 1995 and advises operators of vessels carrying petroleum and/or hazardous materials to maintain a 25-mile buffer from the coast. Since that time, Olympic Coast National Marine Sanctuary (OCNMS) has created an education and monitoring program with the goal of ensuring the successful implementation of the ATBA. The Sanctuary enlisted the aid of the U.S. and Canadian coast guards, and the marine industry to educate mariners about the ATBA and to use existing radar data to monitor compliance. Sanctuary monitoring efforts have targeted education on tank vessels observed transiting the ATBA. OCNMS's monitoring efforts allow quantitative evaluation of this voluntary measure. Finally, the tools developed to monitor the ATBA are also used for the more general purpose of monitoring vessel traffic within the Sanctuary. While the Olympic Coast National Marine Sanctuary does not currently regulate vessel traffic, such regulations are within the scope of the Sanctuary’s Final Environmental Impact Statement/Management Plan. Sanctuary staff participate in ongoing maritime and environmental safety initiatives and continually seek opportunities to mitigate risks from marine shipping.(PDF contains 44 pages.

European Arctic Initiatives Compendium

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Safety in maritime oil sector: Content analysis of machinery space fire hazards

An in-depth study of the practice within the maritime oil industry was undertaken to ascertain safety issues in seafaring vessels. It was more concentrated on the type of accidents that occur in machine spaces of seafaring vessels in this industry. The main focus of the research was streamlined to fire in machinery spaces. The literature review later concentrated on two of such incidences, they are oil spill and fire events. An investigation was done to assess those factors which actually contribute or are in association to fire outbreak. A content analysis methodology was used to investigate the associative relationships to fire outbreak with the aid of NVivo 9.0 software. The investigation focused on 15 key in-depth reports on machinery space incidences which were uploaded into the software. The results indicate that leakages on hot surfaces were the major causes of fire hazards in seafaring vessels. The results from using this methodology also highlighted two more fire hazards that were not so apparent in previous studies. They are generator fire and compressors fire. The results supported other studies about leakages on hot surfaces as a major contributor, but also clearly show that there are other hazardous factors of fire in machinery spaces that require further investigation