Ship, ships

Ship hulls Shipping Shipping sacks Ships... 

Type 61 - 70.25cm 533mm 1765kg - - 250kg Wire Guided A/Ship Ship or S/M... 

Tima Resaurces Rescue ship Ship s architect... 

Glass-reinforced plastics, on the basis of aminoplasts, are being used in the manufacture of radio and electrotechnical items light partitions in ships, ship s furniture and ship s equipment components items with a high thermal resistance and mechanical strength [15]. 

Prior to the 20th century, when trade across the Atlantic Ocean depended on sailing ships, ships leaving Europe often would sail south to pick up the... 

Under Merchant shipping (Ships Doctors) Regulations 1995 all UK registered ships with more than 100 persons on board must carry a qualified medical practitioner. Other vessels may not carry a medical practitioner but the provision of medical attention on such ships is regulated and should be provided either by the... 

Horizon position The height above the waterline of a line joining the observer with the horizon designated positive if the horizon is beyond the ship (ship seen partly againt the sea) and negative if in front of the ship (ship partly hull down). 

Ouracter strong WaMCak Trade name Manu facturcr Active group Matrix Effective pH Selecliviiy Order of selectivity Total exchange capacity meq/ml Total exchange capacity meq/gm Maximum thermal stability C Physical form s sphere b beads Standard mesh range lonk form as shipped Shipping density lb./cu. ft. 

Cap Flow Feed Ships Ships Flow Ships Flow snips... 

Purchase Build Produce Ship Ship to Parts Subassembly Assembly to DC Retailer ... 

Models with multiple manufacturers or/and multiple customers are studied by Benjamin (1989), Blumenfeld et al (1985, 1991), and Hall (1996). Benjamin (1989) considers a model with multiple manufacturers and multiple customers where only a single product is involved. The problem is to determine production cycle at each manufacturer, and a delivery cycle for each transportation link between each manufacturer and each customer. It is formulated as a nonlinear program for which a heuristic solution procedure is designed. Blumenfeld et al (1985) consider various structures of delivery networks from manufacturers to customers including direct shipping, shipping via a consolidation terminal, and a combination of terminal and direct shipping. Problems with one or multiple manufacturers and one or multiple customers are considered. 

Anna Broere (1988—Holland) Collision with another ship. Acrylonitrile (547 tons) (DE) Dodecylbenzene (500 tons)(F) Risks linked to acrylonitrile (cf. above). Establishing of a safety perimeter (10 miles tin-navigation, 300 m tin ak transpEffective cooperation between various teams of intervention personnel. 

The deterioration of stocks did not mean that SWPA was without supplies for gas warfare retaliation. General MacArthur requested that stockage be maintained on the west coast pending the availability of shipping. Shipping would have been allotted at once in case of emergency. Also, bombs and other toxic munitions declared unserviceable were replaced so that minimum area reserves were maintained until near the end of the war. The area reserves, equal to four or five days retaliation, were in any case inadequate since the plans made late in the war were based on the west coast stock. ... 

M. Vantorre, E. Verzhbitskaya and E. Laforce, Model Test Based Formulations of Ship-Ship Interaction Forces, Ship Technology Research/Schiffstechnik, Band 49, Heft, 3 August 2002. 

ABSTRACT In this paper we introduce a method for the assessment of the complexity of ship-ship encounters, linked with the risk level of such encounters. The method combines traffic data obtained from the Automatic Identification System and experts judgment. The collected data describes maritime traffic over the Northern Baltic Sea, including the Gulf of Finland, which is potentially one of the most heavily trafficked sea areas in the world. 

Based on the method, we develop a risk model, which differentiates between four types of ship-ship encounters, associating a risk level to each of them. The encounters are of the following types normal encounter, collision avoidance, close-encounter and accident. The obtained results reveal that the areas of the highest risk are related to the waterways crossing between Helsinki and Tallinn, as well as approaches to harbours. The risk model developed here can be used for efficient data screening for encounters of various risk levels as well as for the comparison of traffic situations from various time epochs. 

In this paper we introduce a method for detecting and classifying the ship-ship encounters, using AIS data, and experts judgments. Subsequently the method is adopted to develop a risk model, which quantifies the risk level over a sea area in tempo-spatial manner, associating the magnitude of Risk Indicator with the level of complexity of an encounter. The model attempts to convert available data into information first, and then information to understanding. Data serves here as the input to the risk assessment model, information contains the risk description, which is based on the data. 

In this chapter, the methodological framework is provided for the developed model, which detects and ranks the complexity of ship-ship encounters. First, the available micro-level ship traffic data, as obtained from the Automatic Identification System (AIS), is outlined. Subsequently, the process and outcome of an expert elicitation related to the development of a quantitative Risk Indicator (I). The latter is a measure of risk in the sea area, based on detection of vessels encounters and their complexity. Then, the mathematical formulation of the indicator is presented, both in regards to the model structure and model parameters. Finally, the obtained results need to be clustered to arrive at qualitative Risk Indicator. Thus, the purpose and rationale of the applied clustering technique is outlined. 

Table 2. Risk range to safety level in ship-ship encounter.

Figure 4. Preliminary risk assessment for ship-ship collision in the Northern Baltic Sea. 

In this paper we propose a new method for ship-ship collision risk assessment in the large sea areas, applying the concept of Risk Indicator, which has been defined and developed for the purpose of this study. 

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