Through a comparative study of the law in the U.K. and Canada, the thesis will examine the law of ship mortgages in China. / In the beginning, the thesis will discuss the concept of ownership in ships, ships' registration and the concept of ship mortgages. After laying the theoretical basis, the author will go on to talk about the rights and obligations of the mortgagor and mortgagee. Furthermore, the priority of maritime claims under Chinese maritime law will be presented. The last part of the thesis will be dedicated on the subject of conflict of laws in the domain of the law of ship mortgages. / After the comparative study, the author intends to show that legal comparison might be a possible methodology in the theoretical preparatory process of the amendment of the Maritime Code of China 1993.

Navios aliviadores com sistemas de posicionamento dinâmico (SPD) são dispendiosos. Dessa forma, é desejável que se otimize sua utilização, por exemplo, através da redução da quantidade de viagens entre as plataformas em alto-mar e os terminais na costa. Quando o petróleo produzido é destinado à exportação, uma solução é transferi-lo diretamente do aliviador ao navio exportador (geralmente um VLCC) através das operações conhecidas como ship-to-ship, ainda em alto-mar e próximo aos campos de produção. No entanto, uma vez que VLCCs raramente são providos de SPD, é necessário que se desenvolvam formas de se assegurar a controlabilidade de ambos os navios durante a operação de transferência. Nesse sentido, duas diferentes configurações de operações ship-to-ship são propostas. Uma delas consiste em realizar a transferência com os navios avançando lado a lado. As embarcações são amarradas e então o VLCC desenvolve potência avante, rebocando o aliviador que mantém suas máquinas ociosas. A outra solução consiste em transferir o petróleo enquanto os navios mantêm uma formação em comboio, com o VLCC seguindo uma trajetória arbitrária e sendo seguido pelo aliviador, que mantém uma distância relativa através de uma estratégia específica de piloto automático. Os modelos dinâmicos para ambas as operações são desenvolvidos e implementados em simuladores numéricos. Os resultados das simulações são discutidos e utilizados para que se avalie a viabilidade operacional das operações sob diferentes condições ambientais e de carregamento dos navios. / Shuttle tankers with dynamic positioning (DP) systems are expensive ships. Therefore, it is desirable to optimize their usage by, e.g., eliminating the travels between offshore platforms and the terminals in the coast. When the oil is intended to exportation, an attractive idea is to transfer it between the shuttle tanker and the exporter ship (usually a VLCC) in open sea, close to the oil fields. However, since a VLCC is rarely provided with a DP system, it is necessary to develop alternative ways of attaining controllability of both vessels while the transfer operation is performed. In this sense, two configurations for the so-called ship-to-ship operations are proposed. One of them consists in performing the transfer with underway ships, arranged side-by-side. The vessels are moored together and the VLCC develops power ahead, towing the idle shuttle tanker. Another alternative is to transfer the oil while the ships maintain a convoy formation, with the VLCC trailing a given trajectory and being followed by the shuttle tanker, which keeps a constant relative position by means of an appropriate autopilot strategy. Dynamic models are developed for both operations and implemented in numerical simulators. The simulations results are discussed and used to outline the operational viability under different combinations of environment and loading conditions.

No description available.

In the Canadian Arctic, ship traffic has been increasing at the same time as sea ice has been declining over the past decade-plus. The decrease in sea ice has been associated with trends in warm weather and atmospheric conditions in the summer seasons, which are expected to continue. Thus, it is anticipated that ship traffic will also continue to grow, as areas in the Arctic, including the Northwest Passage (NWP) and Northern Sea Route (NSR) experience less and less sea ice. The appeal of the opening of these major Arctic shipping routes, is that these routes are shorter in distance for commercial ships on international voyages in comparison to traditional routes that travel through the Panama and Suez Canals. Assuming safe and smooth sailing a shorter route can be beneficial monetarily for commercial shipping companies and as a result for other economic sectors reliant on the efficient shipment of goods. However, a major concern associated with the anticipated increase in Arctic ship traffic is the potential for an increase in the number and severity of maritime navigational related accidents. Thus, the overall aim of this thesis is to quantify recent historic links between ship traffic, sea ice, ship accidents, and accident rates within the Canadian Arctic as well as the global Arctic. There are three specific objectives including to: 1. Conduct a comparative statistical analysis between two ship traffic databases (NORDREG and AIS) within the Canadian Arctic to evaluate datasets strengths and weaknesses; 2. Use the best available data (see objective 1) to examine the statistical associations and trends for ship traffic, ship accidents, accident rates, and sea-ice extent within the Canadian Arctic during the shipping-season from 1990 to 2019; and 3. Derive and compare recent ship traffic accident rates to determine if statistical trends from 2012 to 2019 exist for ships across the global Arctic. Results of the study show that both NORDREG and AIS data is useful in understanding shipping traffic trends in Arctic Canada over time and that each dataset is effective depending on the temporal period of interest (Objective 1). NORDREG data is most effective for identifying ship positioning before 2012 (+106,811 more nm sailed per matched unique vessels and +9 overall unique vessels from NORDREG) and from 2012 onwards AIS is more accurate, highlighted by the year of 2018 (+84,149 more nm sailed and +169 unique vessels from AIS). Using available data sources from 1990 to 2019, it was revealed that although commercial and non-commercial ship traffic is increasing across in Arctic Canada, the total number of accidents and overall accident rate for commercial vessels has declined, whereas they have increased for non-commercial ships (Objective 2). There are significant positive trends in overall ship traffic for all ship types (+9,275 nm yr⁻¹), commercial ships (+5,011 nm yr⁻¹) and non-commercial ships (+4,658 nm yr⁻¹). Whereas there have been significant negative trends in ship accidents for commercial ships (-0.06 accidents yr⁻¹), ship accident rates, for all ship types (-6.31E-07 accidents/nm yr⁻¹). Sea ice extent at the monthly level during the shipping season has been significantly decreasing (-3,193 km² mo⁻¹). Results also indicate that there are significant negative correlations between monthly ship traffic and sea ice extent, for all ship types (-0.50), commercial ships (-0.49), and non-commercial ships (-0.48). At the global scale, ship traffic is increasing while ship accident rates are decreasing (Objective 3). For the global Arctic there are positive statistically significant trends for all ship traffic (+2.655 million nm yr⁻¹), commercial ships (+1.598 million nm yr⁻¹), and non-commercial ships (+1.446 million nm yr⁻¹); where there are statistically significant annual decreases in ship accident rates for all ships (-3.64E-07 ship accidents/nm yr⁻¹), commercial ships (-9.39E-07 ship accidents/nm yr⁻¹), and non-commercial ships (-1.19E-07 ship accidents/nm yr⁻¹). At the country level, ship traffic associated to Russia, Norway, and Iceland contributes the most to global increase for both commercial and non-commercial ships. Norway has the largest statistically significant negative trend for all ship and commercial ship accident rates. Future research should focus around expanding on the analytical approach taken for objective 3, as more years of AIS data become available, as currently, the focus is on a shorter time-period (2012 to 2019). Given that incident rates are low globally, for high impacts (i.e., large spills), working with a long time series allows for considering more incidents. It would also be beneficial to perform an analysis that determines if there are statistical associations between yearly accident rates and sea ice extent in the global Arctic, as well as for each country within the Arctic. This information can help to answer questions around ship safety in the global Arctic, specifically: (a) Has the shipping become safer (e.g., less accidents per distance sailed) for the global Arctic and the countries within the Arctic? (b) Are there statistical associations between sea ice extent and accident rates within the global Arctic and the countries within the Arctic? (c) Are there countries associated with a higher incident rate compared to others? This information would help target measures to specific country ships that may be less safe for navigation.

The Concept and Requirements Exploration process used at Virginia Tech is based on a Multi-Objective Optimization approach that explores the design space to produce a Non-Dominated set of ship design solutions ranked objectively by Cost, Risk, and Effectiveness. Prior research and effort has also been made to leverage the validation and verification of the U.S. Navy's ship synthesis design tool, ASSET, into the Virginia Tech Ship Synthesis Model. This thesis applies Design Structure Matrix theory to analyze and optimize the ASSET synthesis process by reducing or removing the feedback dependencies that require the iterative convergence process. This optimized ASSET synthesis process is used as the basis to develop a new Simplified Ship Synthesis Model (SSSM) using Commercial Off-The-Shelf (COTS) software, ASSET Response Surface Models (RSMs) and simplified parametric equations to build the individual synthesis modules. The current method of calculating an Overall Measure of Effectiveness (OMOE) used at Virginia Tech is based on expert opinion and pairwise comparison. This thesis researches methods for building a Design Reference Mission (DRM) composed of multiple operational situations (OpSits) required by the ship's mission. The DRM is defined using a Model Based Systems Engineering (MBSE) approach and an overall Ship Design System Architecture to define and understand the relationships between various aspects of the ship design. The system architecture includes the DRM and enables the development of Operational Effectiveness Models (OEMs) as an alternative to an expert opinion-based OMOE. The system architecture also provides the means for redefining and optimizing the entire ship design process by capturing the entire process and all related data into a single repository. This thesis concludes with a preliminary assessment of the utility of these various system engineering tools to the naval ship design process. / Master of Science

This paper is an investigation into a quantitative selection process of either a mechanical or electrical system architecture for the transmission of propulsion power in naval combatant vessels. A database of historical naval ship characteristics was statistically analyzed to determine if there were any predominant ship parameters that could be used to predict whether a ship should be designed with a mechanical power transmission system or an electric one. A Principal Component Analysis was performed to determine the minimum number of dimensions required to define the relationship between the propulsion transmission architecture and the independent variables. Combining the results of the statistical analysis and the PCA, neural networks were trained and tested to separately predict the transmission architecture or the installed electrical generation capacity of a given class of naval combatant.

A recently developed approach, in the area of nonlinear oscillations, is used to analyze the single degree of freedom equation of motion of a oating unit (such as a ship) about a critical axis (such as roll). This method makes use of a closed form analytic solution, exact upto the rst order, and takes into account the the complete unperturbed (no damping or forcing) dynamics. Using this method very-large-amplitude nonlinear vessel motion in a random seaway can be analysed with techniques similar to those used to analyse nonlinear vessel motions in a regular (periodic) or random seaway. The practical result being that dynamic capsizing studies can be undertaken considering the shortterm irregularity of the design seaway. The capsize risk associated with operation in a given sea state can be evaluated during the design stage or when an operating area change is being considered. Moreover, this technique can also be used to guide physical model tests or computer simulation studies to focus on critical vessel and environmental conditions which may result in dangerously large motion amplitudes. Extensive comparitive results are included to demonstrate the practical usefulness of this approach. The results are in the form of solution orbits which lie in the stable or unstable manifolds and are then projected onto the phase plane.

Modelos de Simulador de Manobras de Navios em Tempo Real vem se tornando cada vez mais comuns e necessários na análise de viabilidade de portos e canais de acesso. O aumento do porte das embarcações, não acompanhado por equivalente aumento das dimensões dos portos, faz com que cada vez mais os efeitos de águas rasas e interação com margens e estruturas portuárias se tornem relevantes durante uma manobra. Com o intuito de aumentar a gama de aplicação desse tipo de simulador, o presente trabalho aborda uma modelagem matemática para estimar as forças hidrodinâmicas de interação com as margens e outros navios para aplicação em simuladores de manobras. O modelo usa, como base, dados oriundos de um método numérico validado experimentalmente, o Método dos Elementos de Contorno. Baseado nesse método, alguns casos tipo foram selecionados para gerar um banco de dados e um modelo matemático foi desenvolvido para estimar as forças de interação, extrapolando as respostas obtidas para casos não previstos anteriormente. A obtenção das forças através do modelo é baseada em alguns parâmetros de entrada, tais como velocidade de avanço da embarcação e as distâncias relativas entre o navio e o meio. Assim, aplica-se uma série de medidas para determinar geometrias aproximadas do meio e/ou posição de outros navios em um dado instante. Foi realizada uma verificação do modelo para casos não previstos, avaliando os erros associados à modelagem e sua aplicabilidade. Os erros foram considerados aceitáveis para as condições impostas, visto as aplicações existentes em simuladores de manobras. Além disso, o modelo desenvolvido foi executado no simulador de manobras, no qual foram realizados alguns testes de sensibilidade ao movimento, além de algumas comparações com outros trabalhos, quando possível. / Real-time Ship Maneuvering Simulator models are becoming more common and necessary in the feasibility analysis of ports and access channels. The constant increase in the length and draught of vessels, not followed by equivalent ports development, makes the effects of shallow water, ship-bank and ship-port interaction with other structures more relevant during a maneuver. In order to increase the application range of this kind of simulator, the present work develops a mathematical model to estimate ship-bank and ship-ship hydrodynamic interaction forces and moments during a maneuver. The model uses, as a reference, data derived from an experimentally validated numerical method, the Boundary Element Method (BEM). Based on this method, some reference cases were selected to generate a database which would be used by our mathematical model to extrapolate results and estimate the interaction forces for any unexpected scenario. The forces obtained through the model are based on some input parameters, such as the vessel forward speed and the relative distances between the ship and bank and other ships. Thus, a series of measurements were developed to determine approximate geometries of the port and/or position of other ships at a given time slot. A model verification was performed for some unexpected scenarios, evaluating the errors associated with the model and its application. By taking similar works developed in maritime simulators as a comparison point, the errors obtained in our mathematical model were considered acceptable. The developed model was implemented in the ship maneuvering simulator located at TPN-USP, where some movement sensitivity tests were performed as well as some comparisons with other works, whenever possible.

A Indústria Naval tem investido em navios cada vez maiores visando ganhos de escala. Na última década, esse movimento se intensificou e um dos principais fatores é a influência significativa das economias emergentes na demanda de carga. Alguns dos ganhos decorrentes da utilização de navios maiores são: menor consumo de energia, menor emissão de CO2, maior capacidade de carga e, consequentemente, fretes marítimos mais competitivos. Esses novos navios acarretam a necessidade de uma revisão da infraestrutura portuária, isso porque geram uma alta concentração de carga e ainda demandam uma maior profundidade nos portos, bem como alterações nas estruturas dos terminais para recebê-los. Investimentos como dragagem, modificações de layout de terminais, entre outros, resultam em custos demasiadamente altos, além de impactos relacionados a licenciamentos para operação. Neste cenário de aumento dos navios e da consequente dificuldade de recebê-los em diversos portos, uma solução que vem sendo utilizada ao redor do mundo é a do transbordo de navio para navio no mar, o transshipment. Ele é normalmente realizado através de um navio convertido em plataforma de transbordo/transferência, substituindo a necessidade de ancoragem do navio de maior capacidade em um terminal portuário convencional. O Brasil tem o desafio de se preparar para este novo cenário e o porto de Santos, o principal do país, possui limitações para recebimentos destas embarcações. Este trabalho analisou operacionalmente e sob o ponto de vista de custos logísticos, o processo de transshipment no mar em portos brasileiros. Para tal, escolheu como estudo de aplicação o minério de ferro no porto de Santos, usando como ferramentas de análise a simulação e a comparação de custos logísticos totais das alternativas. Os resultados obtidos nas análises demonstraram a capacidade do transshipment de atender à demanda de carga em diferentes cenários e trazer uma redução de custos logísticos em relação à operação convencional. / The Shipbuilding Industry has invested in larger vessels for economies of scale. In the last decade, this movement has intensified and one of the main factors is that emerging economies have significantly influenced demand for cargo. Some of the gains from the use of larger ships are: lower energy consumption, lower CO2 emissions, higher cargo capacity and more competitive sea freight as a consequence. These new ships require a revision of the port infrastructure due to their higher concentration of cargo and still require a greater depth in the ports, as well as changes in the structures of the terminals to receive them. Investments such as dredging, modifications of terminal layout among others result in high costs, in addition to the need for upgrading licenses to operate. A solution that is being used around the world is the transshipment. It is usually accomplished through a ship converted as a transfer platform, replacing the need for anchoring the larger vessel at a conventional port terminal. Brazil needs to be prepared for this challenge and the port of Santos, the main port of the country, has limitations for receiving these vessels. This work assessed operationally and from the point of view of logistics costs, the transshipment in Brazilian ports. To do so, it carried out an application study to the iron ore in the port of Santos, using simulation and the comparison of total logistical costs of the alternatives. The results obtained demonstrated the capacity of the transshipment to attend the demand for cargo in different scenarios and reduce cost in relation to the conventional operation.

Modelos de Simulador de Manobras de Navios em Tempo Real vem se tornando cada vez mais comuns e necessários na análise de viabilidade de portos e canais de acesso. O aumento do porte das embarcações, não acompanhado por equivalente aumento das dimensões dos portos, faz com que cada vez mais os efeitos de águas rasas e interação com margens e estruturas portuárias se tornem relevantes durante uma manobra. Com o intuito de aumentar a gama de aplicação desse tipo de simulador, o presente trabalho aborda uma modelagem matemática para estimar as forças hidrodinâmicas de interação com as margens e outros navios para aplicação em simuladores de manobras. O modelo usa, como base, dados oriundos de um método numérico validado experimentalmente, o Método dos Elementos de Contorno. Baseado nesse método, alguns casos tipo foram selecionados para gerar um banco de dados e um modelo matemático foi desenvolvido para estimar as forças de interação, extrapolando as respostas obtidas para casos não previstos anteriormente. A obtenção das forças através do modelo é baseada em alguns parâmetros de entrada, tais como velocidade de avanço da embarcação e as distâncias relativas entre o navio e o meio. Assim, aplica-se uma série de medidas para determinar geometrias aproximadas do meio e/ou posição de outros navios em um dado instante. Foi realizada uma verificação do modelo para casos não previstos, avaliando os erros associados à modelagem e sua aplicabilidade. Os erros foram considerados aceitáveis para as condições impostas, visto as aplicações existentes em simuladores de manobras. Além disso, o modelo desenvolvido foi executado no simulador de manobras, no qual foram realizados alguns testes de sensibilidade ao movimento, além de algumas comparações com outros trabalhos, quando possível. / Real-time Ship Maneuvering Simulator models are becoming more common and necessary in the feasibility analysis of ports and access channels. The constant increase in the length and draught of vessels, not followed by equivalent ports development, makes the effects of shallow water, ship-bank and ship-port interaction with other structures more relevant during a maneuver. In order to increase the application range of this kind of simulator, the present work develops a mathematical model to estimate ship-bank and ship-ship hydrodynamic interaction forces and moments during a maneuver. The model uses, as a reference, data derived from an experimentally validated numerical method, the Boundary Element Method (BEM). Based on this method, some reference cases were selected to generate a database which would be used by our mathematical model to extrapolate results and estimate the interaction forces for any unexpected scenario. The forces obtained through the model are based on some input parameters, such as the vessel forward speed and the relative distances between the ship and bank and other ships. Thus, a series of measurements were developed to determine approximate geometries of the port and/or position of other ships at a given time slot. A model verification was performed for some unexpected scenarios, evaluating the errors associated with the model and its application. By taking similar works developed in maritime simulators as a comparison point, the errors obtained in our mathematical model were considered acceptable. The developed model was implemented in the ship maneuvering simulator located at TPN-USP, where some movement sensitivity tests were performed as well as some comparisons with other works, whenever possible.