中東・北太平洋航路における 全球数値予報モデルの
Contents
1.2. 1 2
3. 7 2 pe 2 1
4. 1 20 2 19 4 7 0407 _
5. 0 5 BE 1 0 75cm 1 3cm 1 30cm 1 30cm ARPA
6. 6 10 PC
7. ARPA 1 6 8 10 6 9 ARPA
8. QoS 1 Web 125m 5 887 40m 244 2
9. 3G 3 3rd Generation LAF 36 LTE Long Term Evolution LTE 4 0 1307000 20149 50 220 230700 0000000000 240 2014 49 22 5 N
10. CFD 2 Navier Stokes f 20xb wWx Wx 1 1 2 JV
11. 7 8 1 123 p 111 2010 9 25 2 23 TE LTE ee 2012 2 gaia ba RF No 21 pp 62 63 2013 02 S Nadas Ed Ericsson IETF Virtual Router Redundancy Protocol VRRP RFC5798 2010 03 KDDI
12. 4 DIN DTN DTN DTN DTN 1
13. 2
14. MPS MPS 0WC MPS 1 MPS Moving Particle
15. 1 FRP 2 2 1 1 2 2 5
16. 5 0404
17. KVA ZEZ T 2012
18. H 2 1 CHR BREED 4K A RHA Lpp 218m B 36 5m d 12 1m W 83 197ton HBA Sitio No 2 71 10m
19. O A B 8 a 2 152m 110m Cie 3 1 3 0405
20. VLCC VLCC 1 A
21. 41 AMG TE 16 HUB 6
22. jen 4 Ge RATDMA Random Time Division Multiple Access 4 150 UTC 6 ARPA AIS 1 GPS
23. 77 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 te Ra YABB ART athe al Sof L Li m Ny 100m 1 1 165m 30m 85m
24. 3 G 3G 43 M2 1 130dBm 2km 1 3G dBm 99 107 O 72 100 GPS GPS 3 1 1 2 3
25. 7 Z P 6 0 1300000 20149 50 2240 20 000000000000 20 10 2014 41 24 VLCC VLCC VLCC RG CO 2 OS VLCC Z IMO T DA 2 OVC YVUCG
26. MPS 2 BY Da Vos SY Clie Q011 4F 3 8 11 BORE ASKER IRR WODR EA SIUC TCE HE DS FES 30 Om 6 0m 4 0m 2 0m 272 48 50 0m 9 0m 3 0m 1 Om 3 MPS 14 48 25 15 1 0 1 5 2 0 MeURBMEI EAR WRK CRRROMAR Table 1 Line 1 FAT AT IA tine TF FZ
27. 1 A a 2 1 a a 2 RBF 3 3 0m 1 5m 3 0m 5 0m 0 15m 4 AIO RW a AERIS AROMA Lo EE 5
28. 7k E V WAR IME CE RVI EO BRIAR HS TCP IP Transmission Control Protocol Internet Protocol 2
29. Vs TUS eee Sue 2A Vee ee Rubber Tired Gantry Crane RTG Straddle Carrier SC RTG SC 2 1 1 1
30. WW 1 2003 2 3 1981 3 Kijima k Katsuno T Nakiri Y and Fukukawa y On the Maneuvering Performance of a Ship with the parameter of loading condition 168 1990 4 MMG 200 5 1986 5 12 pp91 1995 6 146 1979 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24
31. DIN DIN DTN DTN 2 2 By DIN 2 1 DTN DTN
32. 1 4 6 8 gt 2 2012 2010 2011 1 WHOL A SIRS BE
33. VLCC PaE sr ey ets wee en ii i ile dee Pees M3 3 4 Po ro uo Pn rn un PD 6 Pn Po rn 96 0 1300 000 20149 59 220 20 TOO 20 10 2014 4 22 lo Uo D PD
34. 4 TEN 6
35. AIS 4 AIS VTS Vessel Traffic Service A AIS LAR ZEIA AIS AIS Message 6 7 8 9 12 13 14 25 26 6 ATIS AIS AIS AIS
36. VLCC 1 2 22 VLCC 11 VLCC AUC Sie VEQTESDIEOO AVATI Z ASF
37. fe Fig 5 11 1mm 1 117 4 73 15 7mm 1 4 1 Fig 6 125 Type 1 Type 2 1 Type 2 250 OWC
38. JWA Japan Weather Association QIWA FOC Fuel Oil Consumption 4 FOC FOC ra N aise 3 E aw mae S x k 5 Xi SA HT OD RAVER TURR EER
39. 12 2011 ROMBUNNO 2011S OS3 8 2 12 2011 ROMBUNNO 2011S OS3 9 3 MM MTSAT IR A 94 2008 pp 17 4 118 2008 pp 99 106 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 IES
40. 8 2013 1 2012 Fy 2 KREKO 4 SN 5 1 6 8 2 10 11
41. 1 10 4m 9 8m 10m 2 2 23 1 50m 25m 10m 2 3
42. LAN Mbytes 2003 Mbps 2008 O DS 1 10 1 3 mae UE CO SHA
43. 10 3 3 1 1 2 3 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 1 WRF SYNFOS E 5km GPS SYNFOS JWave 3 WAM
44. 1 BO RHEE HED Ar VLCC VLCC 3 IM VLCC
45. 2001 18 GH 9000 40 DWT LAT 2009 65 6 2 3 Hy CHL OC LIE CEP CORBA RUE 55 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 2
46. 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 4 DIN 2 DTN LAR DIN DIN DIN 2 1 DITN
47. 1 26 1 ARPA 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24
48. Fig 6 MPS Lumped Mass Wave height m Time sec Fig 2 Time history of wave height 0 2 T T T T T T T T T T Moored Non moord Surge m Time sec Fig 3 Comparison of surge motion Moored Non moord Heave m Time sec Fig 4 Comparison of heave motion 74 2 0 Moored 1 0 Non moord Pitch deg 1 0 2 0 Time sec Fig 5 Comparison of pitch angle Displacement Mode t 9 130000
49. 3 OW OWC OWC MSP OWC 3 OWC Hig 1 Table 1 0WC
50. Fig 2 0 01 m 169 219 15 0 sec Lv A 0 03 m 0 8 0 9 50 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 1 0 1 2 1 4 sec a Incident wave Fig 1 Numerical fixed OWC type model Table 1 Dimensions of OWC models A 030 022 030 B 022 013 030 cC 040 010 030 Fixed OWC model maker Piston type Fix cnd Incident wave 4 A Fig 2 Numerical water tank for fixed OWC type 4 OWC Type A Fig 3 4
51. 1 61 A x EE 1 6 lt DIE Fea oT PIM eA So Ce
52. 21 2 1 165m 82 5m 23 DCT
53. 1 29 2 773 3 10 4 4 5 4 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 3 iR Y Th OAK L2 ae O RO RW Fe E R SE Y 812 x2 1624 R 4 16246 4 4 4 1 CPA 5 4 3 6 72 4 1 Ze He fill ARM 20 20 o 10 1 5 l 1 1 l 5 10 20 6
54. 7 1 1 3 1 7 1 7 1 2 2 1 2 3 1 5 7 1 5 7 5
55. C 0 87 FE 2 20 8 313000 336000 52030 14 Cb81Cb87 KCS Cb81Cb87 KCS Cb81Cb87 KCS gt K HA EE F L N 0 3 _ 04 12 3 0 CFD AF 1
56. MPS 3 Lumped Mass Chat Fig 1 35 545 A 2 0 01m MPS HE 1 95m 0 13m Lumped Mass 5 5m 0 188kg m MPS 4 9N Lumped Mass
57. TCP IP DTN Delay Disruption Disconnection Tolerant Network DTN O DIN Se HE CHS
58. 2 13014 25 5 28 151 32 32 BUTE 820 1 3 808 5 00m 1 1 2 1 5 F ERREZI 0 00 02 04 06 08 10 12 14 16 18 20 226 2 5 1 8 2 OFF 3 G
59. 1 2011 313 t C0 2 2007 IMO 8 5 t C0 2 1 3 2010 6 45
60. 2009 2 2 6 65 30 60 yu
61. MPS IEL TRER ORE Lumped Mass HA GRR SYA Eie MPS Lumped Mass 1 2 MPS 16 10 20 23 3 11 DWE KARINE CHORE OMA di ay za 1 at lo Np TX1G 2 Db TRB HK LOIRE YA FO ASHE O ZIT MIDEAOBE ult REDO WHERE 7 r
62. 30 DWT 40 DWT 2 NE 5 2 2 2 40 DWT 2 7700 t C0 6 6 1 7 4 DWT 17 5 DWT 2 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 2
63. VHF VHF VHF VY CU Slt VHF VHF VHF VHE
64. 2 RTG 3 RTG Bo SOR Io ly 4 1 QC 6 2 6 RIG SC Rail Mounted Gantry Crane RMG
65. 6 1 6 2 ARPA 6 3 8 CE 12 12 EEZ 05 58 011 13 7 154212 855 3 0 8 6 4
66. 4 3 30 N North Pacific san 93 Fig 1 3 3 1 1 RMSE 2 RMSE RMSE F 0 1 RMSE x100 2 F O N O
67. ERRORE Mbps KIZ
68. TRULE2 VHF RULE2 SEDC TE CRN EE EL DALER MI CREC BAI AENA VHF VHE VHF
69. Type 1 Type 2 L 2 75 e Air chamber 1 4 Air chamber 2 o Air chamber 3 lt Air chamber 4 0 5 10 ns ML Fig 4 Primary conversion efficiency Type 2 N15 7mm Air chamber 1 4A Air chamber 2 O Air chamber 3 x Air chamber 4 WAP Fig 5 Primary conversion efficiency Type 2 N11 1mm 7 degrees O Type 1 N15 7mm A Type 1 N11 1mm Type 2 N15 7mm 4 Type 2 N11 1mm Fig 6 Primary conversion efficiency of whole air chamber 4 OW 1 Type 1 Type 2 L 2 1 A 2 3
70. 24 78 5 7 36 36 6 3G ee eee Nd i AIS
71. B 10 deg 13 B 20 deg 27 80 cm 4 16 m KO 10 r 0 02 r 0 02 7 002 7 002 7 002 0 a 7 meee H m pe i 04 i o i 7 iz S s 0 8 m Trim Sinkage 20 7 HK 1 2 10 4 5 2 11 KVLCC2 S Cb81 S Cb87 KCS 12 h d 1 2 CHS EF S Cb81 KCS KCS S Cb81 S Cb87
72. 40kb 2 DIN L DN 6 4 4 PRAY DIN E A A 1 1 2 2 RSSI
73. 1 Sk 2006 2 No 560 2009 12 3 C02 2004 9 4 No127 pp 181 188 2012 9 5 2 5m 2010 05 06 0 1300 0 0 0 20149 50 224 230 TO 440 20144 4 22 Kstablishment of Evaluation and Decision Making Model for Cargo Transportation System in Indonesia Student Member o Sumanta BUANA Kyushu University Member Takeshi SHINODA Kyushu University Abstract It is difficult to make decision from various alternatives each of which has several factors with many aspects of relationship Difficulty arises when fuzziness among the identified aspects exists Such circumstances occur in designing an engineering system particularly at conceptual
74. 3G 3G 1 2013 2013 5 2 24 http www kaiho mlit go jp info kouhou h 25 k20130328 k130328 honpen pdf 2012 3 3 The International Cospas Sarsat Programme https cospas sarsat org index php 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 AIS ARPA Automatic Radar Plotting Aid AIS Automatic Identification Swstem 2 AIS
75. 2 Dll 5 BEF 6 1 pp 1 74 2008 2 BL OW 1 16 pp 441 444 2013 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 O BR
76. LAN fe AB LOI Vict Bice 25 2 HE KA IB EE FV OD BY amp 2 BE e RA 10 Z 10 Z P 6 H Tok AZ M
77. 36 107dBm 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 3G 4 4 1 Ce AIS 4 2 3G 3G eeu PE GHATS 3GMIELAT L v DB 7
78. Md 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 6 5 LARP dd BEML BRM EIT ONE Ch ODS TARR DS 6 6 6 7
79. 3 2 FES AOR EZ FRA OFERO PRR E x pi AR ETE a 1 Exp 1 2 Bxp 2 fig 1 Fig 2 ag H3 Wave height mater essure Male t wa Electromagnet urreni meier Fi Movable break water kism lm 025r 4 5m 1 4m 1m Fig 1 Experimental setup system Exp 1 Movable break water H Wave height meter Small ship model i d m 025m Wave generaler i 1 w Solitary Wave 0 17 _2 TE EE 3 5m 1 3m 100m Fig 2 Experimental setup system Exp 2 et aaa ction aie H3
80. 3 3 220 6 2 1 3 1 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 1 4 1 2 3 O DARTE
81. COLREGs 2 PG RI WOW 2 OS Ce FAIS VHF 5 COLREGs 38 COLREGs RULE2 COLREGs OY Bien CORIA da 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 VHF 2 VHF
82. 1 WR WR WR RL WR WERE Ae eas ie Bidlot DO API DO EDIKE
83. 950rpm Slow ahead 30 0 1300000 20149 50 2240 20 000000000000 20 10 2014 41 24 1200rpm Half ahead 1700rpm Nav Full ahead 2000rpm Maximum Full ahead 4 1 42 79m 34 50m 7 00m RS 3 18m 155 249 4 2 1050kwx2 DGPS 6 HRA SEC Powermeter SHP RPM kg h 5 2013 4 22 6 27 8 28 10 10 H 11 12 2009 2012
84. 100 140 40 60 Do 3
85. 5 II ahs ro ie Fig 5 Snapshots of movable break water and small ship model 9 E 5 6 E D ZR 0 04 0 05 0 06 0 07 0 08 Incident wave height m B2 Vol B2 65 pp 806 810 Fig 3 Comparison of reduction rate of 2009 water elevation by movable break water H3 67 0 1300 0 0 0 020149 50 2201 23 00 UOUUUOUO 20 10 2014 4 22 The Modernization Process of Key Algerian Ports Issues and Strategic Challenges Member S T MAKSEN Ecole Nationale Superieure Maritime Algeria Non member K ISHIGURO Graduate School of Mar
86. 1 40 1 20 30 10 1 4 2 3 9 vector bearing O distance cource speed HMTCPA MDCPA SA St Ob Fo et ser SB Se tre Re TIE Eo N N L N Po w N D m N eal Ne H if ON li Ha V IRT V UI Shi RT V uw PF oO 4 ejeje Nola I RT VIRT RT VIRTI VIRT 3 ARDO ORE O AICS OLE REG AER bp Go lek PF RT PF
87. 2004 Seiichi KOSHIZUKA Atushi NODA and Yoshiaki Oka Numerical Analysis of Breaking Waves Using 1 2 the Moving Particle Semi implicit Method Int J Numer Mech Fluids Vol 26 pp 751 769 1998 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 4 22X Development of Efficiency Measurement for Container Handling Equipment Application for Hybrid Straddle Carrier Student Member Member o Putu Hangga Graduate School of Engineering Kyushu University Takeshi Shinoda Kyushu University Shozo Takahashi UniCarriers Corporation Kazuhiro Hiyoshi Hakata Port Terminal Co Ltd Keywords Container handling equipment Terminal operation Efficiency measurement Hybrid straddle carrier 1 Introduction Since Kyoto Protocol comes into force in 2005 global warming prevention is strongly desired in all industrial sectors in Japan including port industries Kashu Park Port Container Terminal KPPCT in Fukuoka city diesel electric model of straddle carrier HSC to Japan has employed hybrid reduce GHG emission However it is difficult to estimate the amount of energy saving and gaining through conventional measurements This study attempted to establish an efficiency measurement method considering effect of various type of HSC operation in container terminal 2 Analytical method for efficiency measurement Ext
88. AIS 2 COLRBEGs AF IMO 2 COLREGs 3 LAF SOLAS COLREGs AIS VHF COLREGs es VHF VHF 2 VHF COLREGs
89. 1 2 3 AWD EG ADs 1 23 3 1545 5 2013 6 2 No1376 p225 2012 9 3 http www mod go j
90. 3G 45 Yu CN 5 36 36 3G SM 36
91. 7 8 9 OO 10 2 6
92. 150 2 LNG DX 1 NOAA OISST version2 AVHRR 2007 2011 90N oo a call LATITUDE deg l OE 20E 40E 60E SOE 100E 120E 140E 160E 180E 160W LONGITUDE deg 1 oF ry 3 2
93. WR WR AR HROPC SH HCA FE WR Japan Meteorological Agency JMA NCEP National Centers for Environmental Prediction NCEP Buropean Centre for Medium Range Weather Forecasts ECMWF
94. ve nan CT 5 24 Sten Se yi E orn ath A i be sono 1 i y 6 Z 6 O 10 Z P 8 7 10 Z 10 3 5
95. RMSE QuikSCAT Fig 2 RMSE 24 168 RMSE TECH 30 25 RMSE WD 20 RMSE 96 168 a West Pacific Ocean 96 ERG Paeific Ocean 96 Philippine ADAN QO 60 E 90 E 120sE 150 E Sea 99 South China Sea 7 9 180 150 W 120 W 90 W Fig 1 7 areas for verification Parenthetical values are the number of grid points for verification 0 1300000 20149 50 2240 20 000000000000 20 10 2014 41 24
96. 2 1 4 4 2014 3 5 35 00N 139 49E 4 RTX1200 GW Table 1 4 Mbps 1 827 263 1 7
97. 20 1 Vol 113 pp 99 106 2008 2 123 pp 153 164 2011 3 Vol 83 pp 155 167 1990 4 Bidlot J R D J Holmes P A Wittmann R Lalbeharry and H S Chen Intercomparison of the Wave Wea Ocean Forecasting Systems Data Forecasting Vol 17 pp 287 310 2002 56 AD BAe Se Vol 122 pp 209 217 2009 6 Ebuchi N H C
98. DTN Ha ED By PRAY DIN DTN DTN DIN DTN 35 Aa FF He FRIST 73 eth oy a WJ FH 1 DTN OAL DTN 4h yy SSL J ry v fe spe He FO fei SUM eli MEHTA DTN a 1 2 3 DIN DTN DIN DIN DTN 1 DTN 2
99. VHF VHE VHF MY 6 VHF COLRBGs AIS
100. KASA Gis 2 2 GPV QuikSCAT QuikSCAT 1999 6 NASA SeaWinds 1800km 1 2 L 1 90 13 4GHz 10m QuikSCAT Root Mean Square Error RMSE 1 2m s QuikSCAT Level 0 252x0 25 Level 3 product 2 3 SMK
101. 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 LMIU LMIU 2010 DWT 2 2010 1
102. 1700rpm 2009 4 6 8 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 Speed kt m2009 2012 2013 14 1200rpm Speed decreased ratio 1200rpm Eo Ne gt ao oo 16 r Speed kt 1700rpm Speed decreased ratio 1700rpm N m o 4 5 6 7 amp 9 10 11 4 5 fi a A 3 wo h 2 4 1200rpm 1700rpm 3 2 3 2013 kg h 4 4 2013 3 10 11
103. Re 2007 IMO 8 5 fist t 00 C 3 10 DWT
104. AIS 75m ARPA ETOD GADI aos JURET A O 1 AIS 1 49 JSPS 25820419 1 ITU Resolution 360 WRC 12 2012 2 APB ASB ANGER ABM AIS AA Vo1 125 pp 35 43 2012
105. VCO Deo Oe ies RS Se Ie Ce VLCC VLCC 6 r K 20 30 48 58
106. 2010 4450 7 100 1 20 30 DWT 25m 1 Are Rio Se Aaa 22 9 DWT 3 5 D
107. OR Re PERA FIRII EREEREER IT 5 RA O Te IRE D ARPT Ee HE LTO 1 1 1
108. 2 7 Vm x 2 3 CMT Circular Motion Test 2 iL 3 1 KVLCC2 1 110 1 1 h d h d 1 5 1 2 7 kn F 0 064 MSA 300 1 1 O 1300 000 02014 50 2240 20 000000000000 20 10 2014 41 22X 3 2 2 h d 1 5 1 2 Cal
109. 28 0 1300000 20149 50 2240 20 000000000000 20 10 2014 41 24 Table 1 Contingency table used to compute the score FO FX XO and XX mean the number of combinations Event Wind speeds Event observed above 14m s Y FO Event forecast xO 0 7 Threat score East Pacific Fig 4 Threat scores for West North and East Pacific areas 14ms 24 14m s 14ms 3 TH North Pacific MD FO FX XO XX Table 1 TH 3
110. 4096 300 4096 12 0Mbps 300 2 8Mbps 1 4 300 2 1 39 Transmission 5 A Reception O Anchorage Departure Volume of data byte O1 Time hh Fig 2 Mobile data communications of starboard Transmission 5 0 me Reception O Disruption Anchorage Departure Volume of data byte O1 Time hh Fig 3 Mobile data communications of port QoS Quality of Service 3 2 Ffig 2 Fig 3
111. 0 02 m P1 0 04 m P2 Exp 2 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 REER E Exp 1 0 04m 0 08m 0 01m Bxp 2 0 14m 6 Experiment A Expression Pressure kN m7 4 Exp 1 0 04 0 05 0 06 0 07 0 0 Fig 3 Fig 3 Incident wave elevation m 70 Fig 4 Comparison of water pressure P1 50 Exp 1 P1
112. ATS 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 3 Receive and save binary message and GPS position AlS receiver GPS receiver See RADAR reflector lt 77 RADAR ARPA AIS Transponder class A 2 Broadcast TTM as Binary Message Absolute or relative position Fig 1 Experimental setup 4 A AIS ARPA AIS AIS Fig 1 4 1 2 Be AV Te 2 AIS GPS
113. 2 2 2 25 6 11 50m TH EL CL 2
114. 306 0 57 1 2010 F 5 359 6 458 2 98 6 2 3127 6 95 0 3 229 DWT 197 DWT 4 24 4500 t Co CHS 22 9300 t CO 1 5200 t C0 4 8000 t C0 18 1300 t C0 5 5 1
115. 2 4 TCPA TCPA 2 2 vector ee TCPA DCPA MEDZE DD AEDO ORY vector TCPA DCPA 4 Be ba an eee 29 7
116. 4 10m 2 FESR Wien A ey M5 SHARR KA 2014 1 23 2014 Google RIN 2kmL aot AL Ns 2014 Goo IN m FFARR 2 6 2014 1 23 556 2 3 3 3 3G F
117. Fig 2 Fig 3 Fig 1 Fig 3 15 Quay T Floating pier g 0000000000000000000000000000000000 0090009 oO 10 O E 5 20 10 0 10 20 X displacement m Fig 1 Trajectory of the vessel Pela Mode alae a Time 67 3sec Peles Mowe b Time 69 3sec Pela Mowe c Time 72 3sec Fig 2 Snapshot of simulation results Quay 65 Pe gg Mo a Time 67 3sec Peleg Mowe b Time 69 3sec Pesan Mode c Time 72 3sec Fig 3 Snapshot of simulation results Floating pier 4 1
118. 2 T 3 4 5 O tahoe 6
119. EOC 5 pa ee 7 4 FOC 3 FOC FOC FOC FOC FOC FOC
120. 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 7 2 Automated Lifting Vehicle ALV Automated Guided Vehicle AGV A S Cla SC ASC MZ 9 RTG SC
121. HA OWC 2 0WC O0WC 0WC 0OWC 1 1 0 407 L
122. 0WC ld r Fig 1 Experimental model of Type 2 2 aed Type 1 Type 2 2 Type 2 _Type Lim Bim Rm dm dm dtm Towels Fig l Table 1 Type 1 Figim gt os4m azz5lo24 045 0214 088 0872 OWC Type 1 Type 2 0 35m l 15 7mm 11 Imm 2 ich ie resuesemor To 2 ENNIO Abdel ae Fig 2 silat lx Fig 3 4
123. 2 DTN WILA SHELL REO ARR e kK a 25 ce he aes EO WIR CO NECN 37 5 1 2 3 4 5 6 7 8 9
124. 36 GPS Android 2 2 2 2 1 1 3G 1 my said ois ie tan ck oa 3G 2 2 2 2 3G 1 1 10m 2014 1 21 23
125. 4 FOC FOC FOC FOC FOC re feral la au aa o ae ARTE pee am 52 a ed es ae ae eee NEDO CY TT JOU A Nee d
126. O VHF LAP VHF ARPA O AIS BCDIS COLREGs 2 COLREGs
127. RIT Round Trip Time 100ms 0 1307000 20149 50 220 23000 0000000000 24 2014 49 22 C Mobile Data 3G VRRP Router 2 T S Toba Maru B IEEE802 11b g Line connections At Pontoon gt A Near Pontoon gt B Otherarea gt C To Campus VRRP Network Router 1 Fig 6 Connection diagram of ship to shore with VRRP router and 3G mobile data A Optical fiber communications on T S Toba Maru 45 LAN IEEE802 11b g LAN
128. 5 4 3 5 0 3 5 FOC 4 5 FOC A B H FOC FOC FOC 4 aed ponies E Ib ec Hoek FOC FOC FOC
129. 1 VW 1 8 9 90
130. VHF 1973 VHF CH13 15 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 3 19 1 23 12 VHF 2 VHF 5 161 VHF 2 12 5 4 3 2
131. ue Fig 3 PH 4Z Type AE Bal A HB Fig 4 47 FHig 4 47 51 FRAT DETALED EAH bjt tZ LNA Z LT Fig 5 47 Py Fig 5 A A MPS oo oer emda et nba 4 Ct Fig 4 Pressure in air chamber Type A AIL Fig 5 Efficiency primary conversion Type A KIM BIA e BEA E BIN
132. CNB COLREGs VHF COLREBGs VHF COLRBGs 1 Re 1980 12 VHEF CH15 CH17 2 2008 2
133. 3 2 2 1 GPV JMA Global Spectral Model JMA GSM NCEP Global Forecast NCEP GFS ECMWF Integrated Forecast System ECMWE IFS AE Grid Point Value LAKE GPV GPV 10m 0 5 x0 5 System 0 1300000 20149 50 2240 20 000000000000 20 10 2014 41 24 2008 1 1 2008 12 31 1 12 UTC 6 UMA GSM 96 12 M
134. cross flow h d 1 2 0 10 deg 9 0 0 5 0 d h 0 05 Lpp 0 0 5 0 d h 0 05 T Lpp 0 1 7 0 r 0 1 r 0 2 7 02 02 04 06 08 1 12 O APR oP 8 h d 1 2 r 0 0 2 B 0 deg 04 02 0 0 6 0 2 X9 h d 1 2 r 0 0 2 p 0 deg 4 4 F P 13 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 10 L 320 m h d 1 2
135. 44 7 77 8 322 O 2Kn 6 1 2 5Kn 5 0 5 7 4 5 2 75 5 4 2 1 1 AEE 0 0 2 a r 13 4 M 2 87 0 5 lt L0 15 47 2 a 48 erp we 43 82 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 5 1 BP
136. 2009 2012 2013 10 11 2 3 10 3 2013 1 2011 1 2012 1 2013 2012 2013 2012 2012 1 IV
137. 1 Hig 4 1 g kN m Vm s m sec o a Time 15 0sec b Time 16 5sec RO q ml z karit be 4 0 z 3 m sa P qz pg an z 1 n Fig 4 el es c Time 17 0sec d Time 18 0sec akan PE TE ii Exp 2 Fig 5 e Time 18 5sec f Time 19 5sec
138. 6 ARPA HEJS TTM Tracked Target Message CF AIS BBM Binary Broadcast Message Message 8 Fig 2 PC TTM GPS TTM SOG Speed over Ground COG Course over Ground TIM Message 1 27bit 28bit COG 12bit SOG 10bit 8bit 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 85bit TIM SOG C0G 8bit
139. 9 2007 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 9 Blicze SHI AOE EY EBORV E 1 4 SEA ICE CONCENTRATION JUL201 1 JAN2011 JUL2010 JAN2010 JUL2009 JAN2009 JUL2008 JAN2008 JUL2007 20E 40E 60E 80E DE 130E 140E 160E 180 LONGITUDE DEG 2 ALN AEATL ES E O
140. aa MM vector TCPA DCPA 5 1 Hiroaki Kobayashi Technical Development for Safety Navigation MaRIENV 95 1995 Laurence R Young amp David Sheena Behavior Research Methods amp Instrumentation 1975 Vol 7 5 397 429 Survey of eye movement 1995 2 recording methods 0 1300 0 0 0 020149 50 2201 23 00 UOUUUOUO 20 10 2014 4 22 RA
141. DWT 2 DWT 3 10 DWT Zl 4 7 40 DWT 2 7700 t C0 7 4 DWT 5200 t CO 10 DWT
142. 1 DTN D gt 6 HEMET 2 3 DTN DIN 4 3 1 25 10 22 24 DTN 1 1 10m VHF HO 260MHz DTN
143. No 71 pp 167 176 1984 DEF pp 167 176 1986 5 22 AHH No 93 pp 11 17 2012 0 1300 0 0 0 020149 50 2201 23 00 UOUUUOUO 20 10 2014 4 22 DIN DTN Fal IR BATE SRS tt W
144. 62 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 72000 _ 60000 a ARIG R SC 1xCap7 LT E 48000 mn ox o SC 0 9 i x SC 0 95 U 36000 x SC 7xCap1 A O SC route 24000 12000 0 20 40 60 80 100 3 100 i S 60 3 m w 4 g 40 m 5 gt 8 20 ok 0 T T Qo oO Ww Qo Oo 4 7 B Bf g ac x 4 SC 100 NO ur 1 60 3 a m 4 e 40 5 lt S 20 0 a Ln 8 3 8 a 2 N do gt 5 RTG SC SC 4 SC SC 0 95 gt SC route gt SC 0 9 SC 0 9 SC
145. a 1 2 yoo Sue Bet 1 1 11 121212131314 141515161616 7 7 18 18 8 b TR 1517 17151516 1 7 11715 10 11 9 12 110 12 1319 11119 11 Hp 6 8 27 1 1 13 6 c Piri OD RRO ENNES RT 2 SC 7 ERE AS AD BRR CET S LD ADR Enn EN CD 6 1 Pla 2 1 7 1 16
146. 1 7 5 RO ae 4 RTG SC 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 1 RTG SC 1 7 SC LIES SC 10 SC SC 0 95 SC 5 Raita AT BE Ze PERE ZS SC SC 7x1Cap SC 7 1 1 SC
147. 2 i Feat JCOPE2 1 36 JAMSTEC O B MTSAT RD 6A HB OF dO eR 3 Pel be Ee Ghia vec 1 004 Fg eau 5T 2 AARS TP AARE SNAR REREN SPICA 3 1 96 2 1 5 VERICOV CI FHS 30
148. Fig 6 VRRP Virtual Router Redundancy Protocol 1 2 XR510 XR430 VRRP VRRP GW 5 BS AK
149. 4 7 8 9 10 11 Consumption increased ratio 30 m 20094 E 20125 m 20134 1209rpm 1700rpm 5 6 7 8 91011 Al 567 8 91011 5 4 1200rpm 1700rpm 3 4 K 2 10 10 30 AA 30 2009 2010 2011 2012 2013 2 A 20094 K 10 2010 8 K 20114 8 A K C 2012 8 O C 2013 8H O C
150. VHF VHE 17 1 Vol 128 pp 111 114 2013 3 S J Harding The ALVA CAPE and the Automatic Identification System The Use of VHF in Collision Sea THE JOURNAL OF NAVIGATION Vol 55 pp 440 441 2002 pp 103 104 1992 21 1 http www soumu go jp menu_news s news 2009 0 90127_2 html 27 pp 96 102 1987 A N COCKCROFT J N FLAMEIJER KKI E 4f 1972 p 39 1977 ER AIT 52 pp 59 71 RE El iiss 2012 A N COCKCROFT J N ELAMEIJER KKI E 4f
151. 01 52 0 7 1 2 1 2 VHF WCU RULBE2b 38 Ow FA BaF COLRBGs 16 VHE 4 VHF
152. i sean dee aaa a EC AIS AIS Vs 36 3G Cosmicheskaya Systyema Poiska
153. 1 1 0 2 TCPA 0 1300 000 20149 50 220 20 000000000000 20 10 2014 41 22X O 9 8 7 6 9 4 3 2 1 0 vector bearing distance cource speed TCPA DCPA 5 1 0 9 8 7 6 5 4 3 2 1 0 vector bearing distance cource speed TCPA DCPA 6 5 6 Th EH 1 1 2 2 2
154. 2 5 1 3 Vo1 1 No 2 pp 25 28 2013 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 1 1
155. 6 2 3 3 7 4 DWT 2800 t C0 6 3 2013 2 5 2 07m 14 57m 4 4 7 4 DWT 5200 t C0
156. 5 W16 t hki ee r a HAO EH EE e smaa a fat RREA r 27 t e ob 25 20 15 10 5 0 TEPA min 7 7 TCPA 4 2 DAO 4 4
157. FOC FOC H RORO 0 98 1 FOC FOC 0 99 3 3 6 FOC 3 4 yk OO y 0 99x Re0 99 0 99 a Vial yar AH CHARM m bites EMA ke KIH Vial yar kg 3 FOC
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166. 2007 2 25 pp 203 209 1985 3 K Eloot et al An overview of squat measurements 45 for container ships in restricted water Proc of SOCW2008 Glasgow pp 106 116 2008 4 OpenFOAM The open source CFD toolbox Version 2 1 0 http www openfoam com 2014 3 15 5 Hirata N and Hino T A comparative study of zero and one equation turbulence models for ship flows J of the Kansai Society of Naval Architects japan No 234 pp 17 24 2000 6 EEFE ie BEAK ES IT 5 FES O ERMEE 24 CD R 2012 196 pp 9 17 1985 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 VHF RRB HA
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177. Simulation OWC MPS OWC MPS OWC Oscillating Water Column OWC MPS
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180. BOO POI FLL JEBU Eid JEI JU HM PEO FL hl dE SJs JHL wG If j HE gm me 1 1A Heading Change Deg i Tires ee um E we Ship Speed m s Tima NET HI Fig 5 Ship heading change speed and CR for case 4 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 In the above example the ship ID 10 is set as the own ship and ID 20 is the target ship According to the encounter angel and relative angel the ship ID 20 is the give way ship and it should avoid ship ID 10 actively However in this case due to some unknown reasons the ship ID 20 keeps its heading and speed all along Ship ID 10 starts to check the target ship s behavior after CR exceeds 0 7 and then finds out that the give way ship doesn t take any avoiding action So it starts to avoid by itself First the own ship turns right for 30 degree but the collision risk decreases for a while but increases again and reaches 0 9 It means that turn 30 degree is not enough Then the own ship starts to reduce speed and increase the turning angle to 45 degree at the same time The result shows that the own ship avoids the target ship successfully and returns to its original path The minimum distance between two ships is near 100 meters For multiple ships encounter the situation is much more complicated The following figure 6 gives the four ships trajectories for case 14 T je 1
181. 10000TEU 1 2013 8 H RIFAT 188 2012 8 H RIF mC 153 1 35 SiS eH 2 VC BROS 7 Tes
182. a Time 9 13 sec Displacement Mode t 9 690000 b Time 9 69 sec Fig 6 Snapshots of calculation result 4 1 Seiichi KOSHIZUKA Atsushi NODA and Yoshiaki OKA Numerical Analysis of Breaking Waves Using the Moving Particle Semi inplicit Method Int J Numer Mech Fluids 26 pp 751 769 1998 2 3 Vo1 154 pp 192 202 1983 3 3 MPS Vol 125 pp 175 182 2011 4 MPS Vo1 129 pp 31 37 2013 5 Vo1 121 pp 161 167 2009 0 1300 0 0 0 20149 50 24 23 TO 2W W 20149 4 22 The Improvement of Port State Control in Algeria Member Member A AZOUAOU Ecole Nationale Superieure Maritime Algeria o S FUJIMOTO K
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194. 1972 p 9 1977 I P A Stitt The Use of VHF in Collision Avoidance at Sea The Use of VHF in Collision Avoidance at Sea THE JOURNAL OF NAVIGATION Vol 56 pp 70 71 2003 10 37 ASH 2 P 80 1991 2 Avoidance at 3 4 5 6 7 Ne 8 9 Ne 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 Automatic Collision Avoidance System Coping with Various Emergency Levels Student Membership Yuanbing Cai Osaka University Membership Kazuhiko Hasegawa Osaka University Abstract In the congested waterway like Singapore Strait and Shanghai area due to the high density of traffic flow emergent encounter of multiple ships will occur frequently which may result in near misses and even collisions Marine Traffic Simulation System MTSS is a tool to reproduce the marine traffic flow in these areas The main part of it is an automatic collision avoidance subsystem based on the conception of fuzzy reasoning regarding to collision risk In this paper first simulation of Imazu problem which is a series of ship encounter situations has been conducted to check our system s reliability Then for the more severe situation in which some ships behaviors don t follow the
195. 4 ARD 6 OA V AEE 4 TCPA min TCPA 12 CAG AAA CHE 2 Ek CHT 215 TCPA7 0 VHF TCPA 0 250 300 0 5
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197. SC SC SC RTG RTG SC SC RTG 3 4 6
198. 070 Fit N p 4 ID 10 pomt ID 20 pani E ID 30 point ji 1D 40 point 2000 3000 MN Figure 6 Ship Trajectory for case 14 In this case ship ID 10 is set to keep heading and speed and the other three ships avoid each other From the result we can understand that ship ID 20 had an obvious avoiding action compare to the simulation in chapter 2 Even though no collision happens in the area at last the behavior of ship ID 10 does make the encounter much more dangerous 21 4 Conclusion In this paper several simulation of Imazu Problem has been done Main conclusion can be drawn as follows 1 When an automatic navigation system is evaluated it is necessary to be done with various simulations including emergency cases 2 Different emergency levels have been defined for give way and stand on ship based on the behavior of the target ship and the collision risk CR 3 The MTSS succeeds to instruct every ship to avoid the collision with the ship whose behavior doesn t follow the COLREG 4 There are still discussions regarding to the time span for judging target s behavior in the automatic system 5 Reference 1 K Hasegawa Automatic Collision Avoidance System for Ship Using Fuzzy Control Proc Eighth Ship Control Systems Symposium SCSS 2 34 58 June 1987 2 K Hasegawa J Fukuto R Miyake M Yamazaki An with Automatic Collision Avoidance Function of Target Ships Lectu
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203. Graber M J Caruso Evaluation of wind vectors observed by QuikSCAT SeaWinds using ocean buoy data J Atmos Oceanic Technol Vol 19 pp 2049 2062 2002 7 2 170p 1990 Performance of Op erational with Buoy 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 WF FRA Ba 2011 BNF Be
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209. A main goal of the ratification was to achieve an annual total of inspections corresponding to 15 of 75 Source MedMoU February 2014 and the Column Ships entered by MMPD 2 PSC in Algeria In Algeria port state control is performed by 27 inspectors They are dispatched in 24 marine stations administered under the umbrella of three maritime districts which in turn are managed by the Department of Maritime Affairs DMA of the National Coast Guard Service NCGS Although this service is run by part of the Naval Forces of the Ministry of National Defence it carries civilian missions such as port state control on behalf of the MMPD 0 1307000 20140 50 220 23700 0000000000 240 2014 49 22X The port State does not charge the shipowner with the cost of the initial inspection of the port state control The charges are only made if the vessel is subject to a detention and the inspector has to return on board for a re inspection A ship should not be unduly detained or delayed otherwise she may be entitled to compensation for all the losses incurred The MedMoU has made an obligation for the members to provide an appeal procedure against the decisions of the port state control officers in case of detention In Algeria an owner or the shipmaster may send the appeal within 10 days of the detention to the President of the Central Safety Committee CSC 3 Issues of PSC in Algeria 2005 2006 6000 Entered ships E Inspe
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212. design stage Thus in order to be able to cope with the aspects that are combined with experience and knowledge of engineer and expert we try to establish a method for making decision based on multi criteria analysis As an example an evaluation model for inter city cargo transportation in Indonesia is developed Keywords Evaluation model Multi criteria analysis Inter city cargo transportation 1 Introduction Transporting cargo between large cities in Indonesia has been a costly activity because it is merely used one mode of track transportation Road becomes highly congested which lengthens transportation time and increase transportation cost A new type of transportation system needs to be developed and applied In fact there are several possible alternatives available to solve this problem However each alternative has various aspects containing element of fuzziness The aim of this study is to establish an evaluation and decision making model for transportation system in Indonesia using the analytical evaluation methodology based on a multi criteria analysis method As a practical example we apply the evaluation model to inter city cargo transportation between Surabaya and Jakarta 2 Evaluation model for inter city cargo transportation in Indonesia The method is established based on analytical process of evaluation and decision making for uncertainty problems This process consists of three stages that is 1 structural evalu
213. international regulation of collision avoidance at sea COLREG in order to make sure no collision happens in the water area three levels of emergency degree has been put forward to distinguish how dangerous the ship is and instruct the ship to take appropriate avoiding actions From the simulation results our system could detect the target ship s irrational behavior and make appropriate reaction against it Key word Collision Avoidance Imazu Problem Emergency level 1 Introduction Marine Traffic Simulation System MTSS is a powerful tool to reproduce realistic marine traffic flow It is equipped with a collision avoidance subsystem based OG The system therefore can on Fuzzy reasoning instruct every ship to search for the most dangerous ship in the area to take appropriate action against it while focusing on the other threat and take action again if necessary The avoiding action includes the right turning and speed reduction Now the system has been such as safety proposed for various applications assessment of port intelligent ship simulator and waterway design Imazu problem is a series of ship encounter situations which are considered to be difficult for collision avoidance In the congested waterway like Tokyo bay and Shanghai area dangerous encounter of multiple ships similar to Imazu problem may occur frequently If some ships behaviors don t follow the international regulation of collisi
214. is annual mean wind speed in each area 60 F 18 60 18 60 18 60 18 a Arabian Sea JMA b Bay of Bengal JMA c South China Sea gJMA d Philippine Sea JMA 50 4 BNCEP 15 50 4 BNCEP 15 2 50 4 BNCEP 15 a 50 4 aNCEP l 15 z ECMWF amp ECMWF ECMWF ECMWF S a4o L E L x40 40 L 3 S40 12 8 S40 12 8 S40 12 3 40 12 8 a a 4 30 4 ped vege E30 Qos ey 304 r 9 3 R30 4 9 3 Z 5 z R z fs A 20 4 t6 20 6 20 6 420 4 6 2 s s 8 8 8 8 10 3 S 10 3 S 10 4 r3 S 10 r3 S 0 T T T 0 0 T T 0 0 T 0 0 T 0 Spr Sum Aut Win Spr Sum Aut Win Spr Sum Aut Win Spr Sum Aut Win 60 18 60 18 60 18 e West Pacific Ocean JMA f North Pacific Ocean JMA g East Pacific Ocean JMA 50 4 BNCEP_ 15 50 4 a NCEP l 15 g 50 4 NCEP 15 a ECMWF ECMWF ECMWF Ag L a40 4 L a40 3 S40 12 3 40 12 40 12 3 os m m H 30 4 r g 2 Peg 2 29 ls E Boo L6 20 4 6 i 10 4 3 S 10 4 3 S 10 4 3 S 0 T T T 0 0 0 0 T T T 0 Spr Sum Aut Win Spr Sum Aut Win Spr Sum Aut Win Fig 3 RMSEs for wind
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216. speed bars and mean wind speed line for four seasons 8 RMSE 16 17 RMSE 30 RMSE IBC 20 45 JMA NCEP ECMWF 168 JMA ECMWF RMSE ECMWF JMA NCEP NCEP JMA ECMWF RMSE NCEP ECMWF RMSE 11 3 2
217. 0 Bl AN 39 80 SO JID IID J FIDO aaa A 90 0 10 20 30 40 50 60 Measurement interval Ls 5 1 2 RSSI 3 4 1 2 5 RSSI 1 EWS 1 7kbps 0 2 1 2kbps 19 RSSI 1 64dBm 2 80dBm 16dBm 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 3 3 2 DTN 2 RSSI 2 1
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219. 0 1300 0 0 0 020149 50 2201 23 00 UOUUUOUO 20 10 2014 4 22 FER FE W FAK KB IES WAATA LICHT SREB HERO PUL Ft A ORERTED Japan Meteorological Agency JMA NCBEBP National Centers for Environmental Prediction NCEP Buropean Centre for Medium Range Weather Forecasts ECMWE ECMWF EK A UT 1 2
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226. 47 AS 2 p 189 2012 3 FE 23 p 2 2012 7 W Richard Stevens TCP IP p 256 1997 3 DIN 2011 2 p 123 2011 2 The Delay Tolerant Group https sites google com site dtnre sgroup 2014 01 a e a DIN CN eas oo el BR p 31 2013 5 DIN pp 49 54 2009 5 DTN k p 118 2009 1 EHAR PAE IE DIN 20183 E 2 r p 964 2013 7 WAH Networking Research PS NW T lt 0 1307000 20149 50 220 23000 0000000000 24 2014 49 22
227. 6 GPS 35 004 binary absolute position 35 002 1439 Bite TAH RSR 149 BRAY 1TA9 AAG 149 Ba Fig 3 Comparison between transmitted absolute position and GPS position 35 014 35 012 35 0 35 008 35 006 binary relative position 36 004 7 35 002 139 Bet 139 Rus 139 R42 Ta ASG 159 KA Fig 4 Comparison between transmitted relative position and GPS position 42 1 81 7 2 5 2 GPS Fig 3 4 GPS WHEFL 2 FOE A AWA TIRED GPS 75 2m
228. D Yi Ak Fe Be ED RARE Cp sd ZERO SIC RATE ON NSR JUL JAN JUL JAN JUL JAN JUL JAN 2011 JUL 2007 2008 2009 2010 3 10 fu in m o SEA ICE EXTENT x10 6 KM 2 JUL JAN JUL JAN JUL 2009 2010 JUL JUL JAN JAN 2007 2008 2011 4 B 2575012 CS 1 129 1 AS 2 7 p 75 78 2013 pp 97 2013 Cavalieri D C Parkinson P Gloerson H J Zwal ly Sea ice concentrations from Nimbus 7 SMMR 2 3 and DMSP SSM I passive microwave data Boulder Colorado USA NASA DAAC at the National Snow and Ice Data Center 1996 updated yearly 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24
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235. aluating model for cargo transportation system between two large cities in Indonesia 0 1300 000 20149 50 220 20 000000000000 20W 1 2014 41 24 RTG SC SC SC SC SC RTG 1
236. ation model 11 grading analysis and 111 evaluation decision model In the first stage it 1s necessary to collect as many important factors and necessary items as possible to be used for constructing model The model construction consists of three parts that is 1 hierarchy analysis model 11 items under independent evaluation and 111 weighing values for items under evaluation The second stage is to define grading estimation for objectives about items This is carried out to estimate the objectives using sensory scale such as good and bad The last stage is to determine degree of advantage between the alternatives under evaluation using Concordance Index and Concordance Dominance Index 3 An example of practical application The method is applied to evaluate and determine cargo transportation system between Surabaya and Jakarta Of the three major concerns related to transportation problems that is operational aspects social and environmental aspects we only use the first aspect because it is the most dominant factor This aspect has seven items such as 1 transportation time 2 reliability 3 flexibility 4 punctuality 5 capacity payload 6 costs and 7 infrastructure In this study we evaluate seven alternatives which are the possible alternative of cargo transportation system A truck B truck and railway C truck and 59 airplane D truck and SPCB that is self propelled container
237. barge E truck and container vessel F truck and ro ro vessel type A that is conventional type and G truck and ro ro vessel type B that transports chassis only Table 1 shows the goodness gradation for alternatives about items on operational aspects and Table 2 shows results of concordance dominance indices based on the evaluation of operational aspects Here in these figures the symbol A to G show transportation alternatives and the symbol 1 to 7 show evaluation items as previously explained The alternative G F and D in terms of utilization of ship s merit have the highest score respectively These alternatives are more appropriate than land transportation system due to several advantages In marine transportation systems The result shows that combinations of truck with several means of transportation such as SPCB ro ro A and ro ro B are selected as the most appropriate transportation system The most appropriate selection would be a combination of truck with ro ro vessel type B Table 1 Goodness gradation for alternatives about items on operational aspects Linguistic variable _E Excellent G Good F Fair B Bad VB Very Bad Conc ondalice 2 121 0 636 0 193 0 967 0 322 0 829 1 089 Dominance Index 4 Conclusion Multi criteria method can be used in decision making particularly when several aspects containing fuzziness arise within various possible options This method is applied effectively in ev
238. ctions target nber ships E with deficiencies E without deficiencies Detentions 012 2013 2010 2011 2 5000 4000 3000 2000 1000 0 2007 2008 2009 Fig l Number of individual ship inspected Starting with zero inspection in 2005 Algeria achieved the highest total number of 898 inspections in 2008 The inspections figures showed a decreasing trend in the number of inspections of almost 100 in 2010 that continued in 2011 2012 and 2013 The MMPD raised the issue that the figures of the MedMoU do not correspond to reality Algeria has performed inspections during 2005 2010 2011 2012 and 2013 however they were not entered in the database of the MedMoU The inspections have to be recorded in the database the same day and there is no Internet connection in the maritime stations The figure shows clearly that for the 9 years period the target of 15 was achieved only in 2007 and 2008 The figure indicates that either the ships target factors are not appropriate or the procedures are not being followed appropriately The data also shows that few vessels were detained and almost no ships were detained after 2010 due to the poor professionnal judgement or 76 perhaps out of fear for how the decision to detain may induce heavy consequences for the administration in case of improper detainment The aforementioned issues are closely linked with the communication equipment and recruitment backgrou
239. cy lack of productivity and to support the modernization of the country s main ports The rapid growth in port traffic in Algeria regarding the latest statistics available highlights the need of strategic planning for port authorities Figure 1 shows a transition of a number of Algerian registered ships from 2011 to 2013 The bar chart shows a flattening of the number of Algerian registered ships Figure 2 shows transition of liner shipping connectivity index from 2004 to 2013 As can be seen from the chart that some peaks occurred and connectivity issues are to be considered 0 1300 000 20149 50 220 20 000000000000 20 10 2014 41 22X 77 80 20 Oil tankers E General cargos E Total fleet E Bulk carriers E Other types of ships Source Author compilation UNCTAD statistics 2014 Figure 1 Number type of Algerian registered ships Index 31 45 31 06 10 00 10 o f2 S70 786 7 75 837 6 91 7 80 2008 2010 2012 014 Source Author compilation UNCTAD statistics 2014 Figure 2 Liner shipping connectivity index 3 Methods for assessment 3 1 SWOT analysis SWOT analysis is one of the most productive methods to provide a deep insight about current situation of a certain subject Corresponding factors of the subject are evaluated and classified into four categories internal S W opportunities O and external threats T This method is strengths
240. d The latter represents a challenge for the national Algerian policy makers and port authorities UNCTAD 1993 Dooms 2013 pointed out that Port authorities have become aware that spatial and environmental parameters have to be included development in order to secure long term port This study consists of an analysis of a set of statistics on Algerian ports and discussion on two methods for assessment of future plan Applicability of SWOT analysis and Data Envelopment Analysis DEA are discussed This study tries to tackle these complex issues related to strategic port development OECD 2013 port reorganisation and modernisation 2 Current situation of Algerian Ports The national port system permits more than 90 of foreign trade to transit through facilities in Algeria The promulgation of a national Law N 98 05 of 25 June 1998 amending and supplementing the Statute of the Maritime Code stipulates clearly the principle of separation between public services and commercial port activities Numerous port issues are put on the agenda to promote modernization of facilities such as Institutional coordination and overall planning Port sector management and operational efficiencies Port investment planning and productivity measures Pricing and fiscal policy The overall efforts and goals are part of an ongoing process which is a program of port economics and sector works to respond to lack of efficien
241. ecking time will be shorten to 5 seconds It is noted that this checking time is only set for our system and the time span should be discussed and set more carefully depend on different situations For the give way ship there is no need to check the target ship s behavior since it will take avoiding action when CR exceeds 0 7 anyway According to the degree of the risk three emergency levels have been defined in this paper The higher the number is the more dangerous the encounter is The situations for give way ship and stand on ship are discussed separately The emergency levels and avoiding actions for give ship and are showed in table 1 Table 1 Emergency Levels for Give way Ship Emergency Level 0 E CR lt 0 7 No Avoiding Action Right Turning or Reducing Speed According to ACR Emergency Level 1 CR gt 0 7 For the give way ship when CR becomes higher than 0 7 the own ship will start to take avoiding action thus there will be only two levels The action will be decided by ACR if ACR is higher than 0 7 it means that it is dangerous to turn right therefore the ship will start to reduce speed However the situation for stand on ship is more complicated Table 2 gives the emergency levels for stand on ship Table 2 Emergency Levels for Give way Ship If target ship s behavior is normal Hold on without Hold on l speed reduction Emergency Level 0 0 9 gt CR gt 0 Emergency Level 1 CR gt 0 9 No A
242. hat all involved parties are aware of and is implemented in good faith 5 Reference 1 Algerian Customs Computer and statistics Bulletin 01 2014 2 El Malakia Algerian Maritime Code edition 1998 3 Ordinance n 73 12 on 03 04 1973 modified by the Presidential Decree n 95 164 on 14 06 1995 4 Presidential Decree n 2000 58 on 13 03 2000 5 MedMoU annex in force 27 01 2007 section 1 amp 1 3 0 1300 0 0 0 020149 50 2201 23 00 UOUUUOUO 20 10 2014 4 22 2 2
243. internal weaknesses external also often applied to evaluate a future plan Current situation and future plan of Algerian port system can be discussed based on the result of the method before conducting quantitative analyses It is noted that interview survey is necessary to collect and summarize factors related to Algerian ports 3 2 DEA Data Envelopment Analysis DEA is one of the most useful methods to evaluate the efficiency of a certain subjects Comparative efficiency among Algerian ports 69 and neighboring ports are quantitatively evaluated by this method Any factors can be selected simultaneously in the analysis An analysis of port issues which were not assessed in the past can be provided through the use of DEA to evaluate the efficiency of Algerian port facilities It is noted that various data should be collected even if not published in order to compare Algerian ports with foreign ports 4 Conclusion This study summarizes current situation of Algerian ports and discusses methods for assessment of future plan Point of issues and problems are still ambiguous however those are made clear by SWOT analysis and DEA in near future We will discuss number of recommendations on port modernization policy aspects and potential countermeasures to be implemented 5 References 1 Algerian Statistics SOGEPORT Ministry of Transport 2002 2012 2 Cooper W W Seiford L M and Tone K 2000 Data Envelopment Analys
244. ip heading change speed and CR for case 14 In figure 2 four triangles give the positions while the arrows reveal the direction of every ship The four color lines show the trajectories in time series Figure 3 gives the ship heading change speed and collision risk for all the four ships In our rule according to the encounter type the ship will be defined in 2 ways towards the target ship One is give way ship and the other is stand on ship The give way ship will take right turning or reduce speed 19 immediately when CR become higher than 0 7 However for the stand on ship it will wait until CR become higher than 0 9 Due to the fact that most of the seamen aren t willing to reduce ship speed when they pass by other ships the stand on ship in our system has been divided 2 groups again with different avoiding behavior after CR exceed 0 9 One will act just like the give way ship However the other will not reduce speed even if the situation is dangerous It is noted that the give way ship and stand on ship are relative conceptions A ship may be give way ship towards one ship but be the stand on ship to another ship From the results of case 14 due to different encounter type some ships take avoiding action when CR exceeds 0 7 and some ships react after CR become higher than 0 9 After a series of avoiding actions we can see that no collision happened in the area For the other 21 case our system also instructs every sh
245. ip to avoid collision successfully Hence we can conclude that our system has solved the Imazu problem 3 Emergency levels and Simulation Result From the simulation result we can understand that when all the ships follow our avoiding rules no collision happens in the simulation area However it is impossible equip all the ships in the world with our system and even for the equipped ships sometimes the system could break down Besides in the real world many other different reasons will also result in the ship s abnormal behavior to make the situation become much more dangerous Therefore it is necessary to make sure our system could deal with those emergency ship encounters When sailing on the sea the own ship will always search for the potential threat and take action against it when necessary If the target ship s behavior are abnormal the own ship should detect it and take avoiding action earlier especially for the stand on ship because if the give way ship doesn t avoid there will be a high possibility of collision In our system an additional detecting function has been added to every ship The stand on ship will start to check the target ship s movement usually when CR become higher than 0 7 The checking time is set as 10 seconds temporarily in the system In some extreme case if the checking 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 procedure starts after CR become higher than 0 9 the ch
246. is Kluwer Boston 3 Pyev evic D et al 2012 DEA Window Analysis for measuring port efficiencies eleven ports Traffic Management Review Traffic and Transportation Vol 24 No 1 pp 63 72 4 International Transport Forum ITF 2013 trends in the Transport Sector 1970 2010 OECD http www internationaltransportforum org jtrc marit ime index html Mars 2014 5 Pierre C Dagnet F and Fedi L 2013 The new of International Association of Maritime Economists IAME Conference Marseilles France 3 5 July 2013 6 Washington governance structure French seaports S P 2003 Methods for Transportation Data Analysis Chapman amp Hall CRC London 7 UNCTAD statistics year book 2013 8 WTO Statistic Yearbook 2013 9 UNCTAD Strategic Planning for Port Authorities Intergovernmental Group of Port Experts General UNCTAD SHIP 646 29 July 1993 10 Dooms et al 2013 Stakeholder management and et al 0 1300 000 02014 59 220 20000000000 000 20 10 2014 41 22X path dependence in large scale transport infrastructure development the port of Antwerp case 1960 2010 Journal of Transport Geography 27 pp 14 25 www porteconomics eu 2014 03 12 70 0 1307000 20140 50 220 23700 0000000000 240 2014 49 22X Rit AAF Pith ee ARRORA RAAH ARMO 2 6 ARIO OME 8 Be BR AL HTS AC SAE TH ee
247. itime Sciences Kobe University Japan Member S FUJIMOTO Graduate School of Maritime Sciences Kobe University Japan Member M OMAE Graduate School of Maritime Sciences Kobe University Japan Abstract Algeria is the largest country opening to the Mediterranean Sea and its coastline stretches over 1300 km The Algerian port system is composed of 11 commercial ports 3 hydrocarbon terminals STH Arzew Bejaia and Skikda with a global average of the annual traffic of more than 127Mt Taking into account the productivity various data and information provided on Algerian port services inefficient port operations congestion delays strategic planning SWOT and DEA tools and poor connectivity which were highlighted by diverse institutions ITF 2013 it is necessary to introduce new frameworks to evaluate and assess sustainable development This study summarizes current situation of Algerian ports and discusses methods for assessment of future plan Keywords Port system Strategic planning SWOT analysis DEA 1 Introduction Considering national and international contexts within which those have grown and be pointed out by clients new concerns and needs were brought to light fostering new reforms and adequate response to current problems Additionally with regard to the national scope a particular focus on strategic planning and management tools used by the Algerian port community and experiences in this context are offere
248. nd and training of the PSCOs The officers come with navy The specialized training in different conventions and port education and without seafaring experience state control procedures was received during one year of study at the High National Maritime School Obviously the theoretical education received is not enough to make a competent PSCO 4 Conclusion This study has identified many fields for improvement To be efficient the PSC needs means of communication with other member states and the Information Center of the MedMoU It is a matter of urgency for the Algerian maritime administration to provide an Internet connection to the maritime stations The PSCOs must be trained in how to properly use and maintain the database To better target high risk ships the MedMoU has to adopt factors based on the performance of the flag the classification of the society and the owner the type and age of the ship To achieve the inspection of at least 15 of ships calling at its ports Algeria has to build up a system of port state control managed by specialised personnel equipped with laptops and key internet connections receive practical training in the different conventions of IMO and ILO and learn the complexity of the different ship types To be competent the PSCOs should have 5 years of experience at sea and also have experience as flag state control officers for at least 2 years Above all Algeria has to set up a clear policy t
249. obe University Graduate School of Maritime Sciences Japan Member M OMAE Kobe University Graduate School of Maritime Sciences Japan Abstract With a length of more than 1220 kilometers the Algerian coastline includes 11 major ports Each year Algeria receives between 3000 and 7000 ships carrying its foreign trade To ensure that shipping is efficient and safe Algeria exercises port state control PSC which is performed by port state control officers PSCOs These officers are dispatched in stations coming under the administrative of the National Coast Guard Service NCGS Algeria decided to ratify the Mediterranean Memorandum of Understanding MedMoU in 2000 thus enacting an obligation to set up an efficient system of port state control It has also to achieve an objective of inspecting 15 of ships calling at its ports by the year 2003 This study will analyse the available statistics for a period of 9 years 2005 2013 and come up with the findings and recommendations on how to improve and enhance the administration of port state control in Algeria Keyword International convention Education and training Algerian s PSC and PSCO MedMoU 1 Background With a length of more than 1220 kilometres the Algerian coastline includes 11 major ports Each year Algeria receives between 3000 and 7000 ships carrying its foreign trade representing about 120 769 billion U S dollars for the year 2013 Through the Merchan
250. obile data Router 4 communications LTE SNMP Agent Router 2 Fig 1 System configuration diagram on T S Taisel Maru 3 2 2014 2 26 34 40N 135 11E 34 25N 134 55E Fig 1 LOI Ake MICS Fee REL wa 3 AR560S GW Gate Way BDA GW SNMP Simple Network Management Protocol 1 2 CentOS SNMP 12 14 00 16 20 17 30 3 3 3 1 NAT Descriptor masquerade sessions Web 2014 22 1
251. on avoidance at sea COLREG the situation could be more severe In this paper simulation of these special emergency cases based on Imazu problem has been conducted 18 2 Imazu Problem and Its Simulation Imazu problem was summarized by Imazu from Tokyo University of Marine Science and Technology based on the real ship sailing data It includes relatively easier two ships encounter and the more complicated multiple ships encounter situation the Figure 1 shows the 22 cases of Imazu problem Figure 1 Imazu problem The circle shows the position of every ship while short bar gives the speed direction for easy looking The speeds of all the ships are similar in the figure Equipped with our automatic collision avoidance system all the ships movements have been simulated In our avoiding rule for the two approaching ships we defined 7 kinds of encounter types based on the 0 1300 000 20149 50 220 20 000000000000 24 2014 4 24 encounter angle and relative angle According to different encounter types one ship will take different avoiding action towards the other at different time based on the value of collision risk CR Simulation of all the 22 cases have been conducted here we choose case 14 for explanation Figure 2 and 3 give the simulation result Now i0 40 amp 10 10 point A ID 20 point A ID 30 point A 10 40 point DKI 300 Figure 2 Time ism Fig 3 Sh
252. ons 4 Conclusion Combination of voltage logging system GPS measurement and video recording were able to indicate energy gain and loss appropriately Energy analysis has shown the relation between motions and operational performances of HSC which is valuable for improvement of driving behavior and energy Saving in container handling operation Table 1 Operation work code of HSC Code Denomination 1 Delivery 2 Receipt 3 Export 4 Import 5 Type of Operation Deliver container from CY to OC Receive container from OC and stack it in CY Deliver container from CY to QC Receive container from QC and stack it in CY se Stack and unstack of a container in CY Shifting ne including rehandling shift in shift out Remark CY Container yard QC Quay crane OC Chassis from outside Lowering Laden Ww N n N Battery State of Charge A N n n n Battery State of Charge A N n Lowering Time s Lowering Speed RPM Fig 1 Battery charge performance under various hoisting lowering speed and time 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 OWS
253. p msdf formal gallery ships dd atago img 177_221 jpg 2014 3 3 4 http www mod go jp msdf formal gallery ships dd atago img 177_151 jpg 2014 3 3 5 2 755 p82 we AFL 2011 12 0 1300 000 20149 50 220 20 000000000000 20 10 2014 41 22X FA 1
254. raction of information from HSC operation 1s difficult because of random motion according to given job order To create an objective analysis HSC movement is categorized under operation work code from modal transfer and container transport point of view as denoted in Table 1 Each Operation contains vertical and horizontal motions such as straight traveling cornering hoisting lowering and container adjustment that can be analyzed separately Operational performance information is extracted by voltage logging systems installed on sequencer in engine control room and driver cabin of HSC Outputs are in the form of waveform of performance variable notably fuel consumption and battery state of charge A numerical formulation was defined to convert the waveform and obtain real value during a specific motion Video recorders were used to help waveform examination in defining ambiguous waveform In addition GPS devices were used to measure HSC position velocity and traveled distance 52 3 Energy analysis result Several relations between measured variables were gained from energy analysis particularly during traveling phase hoisting and lowering motion For example Fig 1 shows that battery rechargeable level is sharply increases in proportion to speed and time during lowering motions Work cycle analysis pointed out that traveling cornering motions consume 71 from total working time and 29 from hoisting lowering adjustment moti
255. rers Conference INSL17 pp F23 1 10 Rostock Germany Sep 3 7 2012 3 K Hasegawa et al Ship Auto navigation Fuzzy Expert System SAFES in Japanese J Soc Naval Architecture Japan SNAJ 166 445 452 Dec 1989 4 R Miyake J Fukuto and K Hasegawa publication Intelligent Ship Handling Simulator Proc International Navigation Simulator of Automatic Collision Avoidance Function on a Ship Handling Simulator to the Congested Sea Areas In Proc 20th JSME Transportation Logistics Symposium TransLog 2011 Dec 2011 Japanese and 5 K Hasegawa E Fu Marine Traffic Simulator and its Application of Safety Assessment in Huangpu River of Shanghai The 15 Academic Exchange Seminar between Shanghai Jiao Tong University and Osaka University Oct 2010 6 Manoeuvre in Japanese Tokyo Japan 1987 Research on Collision Avoidance PhD Thesis University of Imazu 0 1300 000 720149 50 24123HHHHHHHHHHHHH 20 10 2014 41 24 Bite 7 1 fm Ai
256. s amp Industrial Engineering Vol 35 pp 655 658 1998 3 Kim K H and Park K T A note on a dynamic space allocation method for outbound containers European Journal of Operational Research Vol 148 pp 92 101 2003 4 Nishimura E Imai A and Janssens G K Container Storage and transshipment marine terminals Transportation Research Part E Vol 45 pp 771 786 2009 5 Nishimura E and Sunagawa J Container storage problem at terminals where the mega containership calls with multiple QCs assigned to a feeder ship Proceedings of the 3rd International Conference on Transportation and Logistics T log2010 available in CD ROM 2010 Vol 27 No 4 pp 795 802 2010 Vis I F A and Harika I Comparison of vehicles 6 7 at an automated container terminal OR Spectrum Vol 26 pp 117 143 2004 Vis I F A A comparative analysis of storage and 8 retrieval equipment at a container terminal International Journal of Production Economics Vol 103 pp 680 693 2006 Vol 69 No 5 pp 659 667 2013 9 0 1300 0 0 0 020149 50 2201 23 00 UOUUUOUO 20 1
257. t Marine and Ports Directorate MMPD the Algerian government works to protect its waters against pollution and ensure that shipping is efficient and safe One of the means used to achieve this objective is the port state control PSC This right is contained in international law and also in articles 61 and 62 of the Algerian foreign ships entered into its ports by the year 2003 This study will analyse the statistics of port state control performed by Algeria during 9 years starting in 2005 Table 1 PSCs performed from 2005 to 2013 Ships entered Ships inspected Inspections With deficiencies Without deficiencies Deficiencies Detentions Detentions Det class related 110 2007 4587 741 898 409 3 o e a o a e a a 2012 282 1j 003 oj 1 of of ofo 23 314 oj 9 oj oj oj of ofo maritime code AMC Before 1995 the port state control and many other obligations contracted by Algeria in ratifying IMO and ILO conventions were poorly discharged For this reason in 1996 the Algerian government initiated a radical restructuration of the maritime administration In that year the local maritime administration shifted from the ministry of transport to the ministry of national defence or more precisely the Coast Guard National Service CGNS which was created in 1973 In the year 2000 Algeria ratified the MedMoU thus enacting an obligation to set up an efficient system of port state control
258. voiding Action No Avoiding Action Right Turning or Reducing speed No Avoiding Action If target ship s behavior is abnormal Right Turning 30 deg Reduce Speed 1 2 Right Turning 45 deg Reduce Speed 1 3 Emergency Mode 2 0 9 gt CR gt 0 7 Right Turning 30 deg Right Turning 45 deg Reduce Speed 1 3 Emergency Mode 3 CR gt 0 9 As you can see in this table according to the encounter type there are two types of stand on ship One will not reduce speed and the other will if necessary There are four emergency levels If the target ship s behavior doesn t follow the COLREG the own ship will take avoiding action earlier than usual when CR exceeds 0 7 Usually the encounter type of Hold on without speed reduction will be more severe because the target ship comes from the left behind side If the own ship turn right to avoid two ships heading will be almost the same then they will keep moving in parallel for a long time to deviate too far from the original path Thus the own ship will start reduce speed as soon as CR exceeds 0 7 Simulation of two ships encounter has been conducted In the simulation the target ship approaches our own ship from different directions The following Figure 4 and Figure 5 give a simple example in which the own 11 ANN i010 pont 1000 3000 2000 1009 PT Cm F A LE Figure 4 Ship Trajectory for case 4 2 a a 15 f
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