Journal of ETA Maritime Science

1-4

Authors: Selçuk NAS

E-commerce and B2B applications, which have been developing rapidly around the world, have caused changes in purchasing behaviors of customers. These customers are experiencing an era in which they are directly reaching remote sellers and buying the goods they demand by removing intermediary companies from the market. In this era, e-commerce platforms those bring customers and sellers together and consolidate their demand for transportation have become such a big power that they have started to take over national and international freight transport. Foremost among those e-commerce platforms are Alibaba, Fedex and Amazon. The largest transportation fleets are competing intensely in order to take a share of the transportation of e-commerce platform companies. The agreement between Alibaba and CMA CGM may be shown as the best example for this. This change, changing of the captain in the logistic chain in other words, is the shift of center of the power in the international transport towards e-commerce platforms. The competitive advantage of these platforms is to be able to begin managing all transportation systems effectively by digitizing the trade. In short, success of digitized platforms is to transform digitalization into commoditization by creating change in trade. This rapid transformation is expected to lead major changes by influencing the maritime transportation which is conducted in traditional methods. First of these changes is to increase efficiency by accelerating the maritime transport which is relatively slow against the speed of e-commerce. Second one are the efforts to unman the transport operations, carried out under shadow of human errors, as much as possible. Presently, change has entered into the process of abandoning the traditional maritime that is currently being preserved and leaving its place to digital platforms and systems. The first target of the change process is identified as “ports and ship operations”, which are the weakest links of the maritime transport chain. The change in these operations is the transformation of traditional methods to digitized systems in order to ensure efficiency and effectiveness. As a method, it is proposed to establish platforms to perform the functions of the land decision support and operation centers as in the air transportation. E-navigation concept has already been offered as an application of digitized platform for maritime transportation. The most important and crucial issue for completing the transformation of marine transportation is national and international regulations. The first question that comes to mind is "When will this change happen?" Answer to this question is the time when change supporters want to win the controversy between those who need to change and those who are resistant to change. The change in ship operations is the transformation of conventional ship operations into a system in which digital platforms consisting of deck, engine and bridge devices that can work and communicate in harmony among themselves which can be accessed and communicated remotely. The change process has already begun and it is now a matter of time that ship operations are becoming easily monitored from land. The first stage is the establishment of platforms that will be installed on the coast and reach and communicate with shipboard devices. This stage is called “Coast Decision Support Center”. Decision and responsibility still lies with the ship captain. The role of ship master has changed. Ship master, in operations carried out by smart devices, has undergone a change of mission in which he can follow the data provided him and he can intervene when appropriate. The completion date of the first stage is predicted to be 2025. Digitization will be completed (e-navigation) at the second stage. When national and international regulations related to the change begin to be implemented, the name of the platform on the coast will change to “Coast Operation Center”. The development of unmanned ships has been completed and a change of mission has occurred in which ship operations are managed by programmed decisions and in which artificial intelligence is monitored by data sent to the coast. The completion date of the second stage is predicted to be 2035. As a result, taking positions for adapting to and facing up to the change and being aware that the change will always win have became the priority subjects of survival at this stage.

19-38

Authors: Kıvanç Ali ANIL, Devrim Bülent DANIŞMAN, Kadir SARIÖZ

Demonstration of the seakeeping calculation results other than polar diagrams and Cartesian plots is important during the initial and detail design stages of naval platforms due to the necessity of numerical simulations (time series data) for the design and validation of the systems on board. These time series simulations are called as “real time computer experiments”. Similar simulation algorithms for ship motions and wave elevation are also used by ship-handling simulators for realistic visualization. The goal of this paper is to create a basis for the simulation-based analysis of ship motions and wave elevation for future design and validation studies for both the naval platform itself and the systems on board. The focus of this paper is the clarification of the theoretical background of this process, i.e. all formulations required to create and validate a ship motion and wave surface simulation are given in detail. The results of this study may also be used in ship-handling simulators or helicopter landing on ship simulations.

59-68

Authors: Ömür Yaşar SAATÇİOĞLU, Burak GÖKSU, Onur YÜKSEL, Yiğit GÜLMEZ

Ships may encounter undesirable conditions during operations. In consequence of a casualty, fire, explosion, flooding, grounding, injury even death may occur. Besides, these results can be avoidable with precautions and preventive operating processes. In maritime transportation, casualties depend on various factors. These were listed as misuse of the engine equipment and tools, defective machinery or equipment, inadequacy of operational procedure and measure of safety and force majeure effects. Casualty reports which were published in Australia, New Zealand, United Kingdom, Canada and United States until 2015 were examined and the probable causes and consequences of casualties were determined with their occurrence percentages. In this study, 89 marine investigation reports regarding engine room casualties were analyzed. Casualty factors were analyzed with their frequency percentages and also their main causes were constructed. This study aims to investigate engine room based casualties, frequency of each casualty type and main causes by using decision tree method.

81-94

Authors: Nur Jale ECE

Doğu Akdeniz Havzası, yüksek potansiyel enerji kaynaklarının sahip olması, askeri, ticari ve ulaştırma açısından jeopolitik ve jeostratejik önemi haizdir. “1982 Birleşmiş Milletler Deniz Hukuku Sözleşmesi’nde Münhasır Ekonomik Bölge (MEB)”nin anlaşma yoluyla sınırlandırılmasının, hakkaniyet ilkesine göre uluslararası hukuk çerçevesinde yapılması yer almasına rağmen Doğu Akdeniz’deki devletler deniz enerji kaynaklarını paylaşmak amacıyla MEB’lerini bölgedeki üçüncü devletlerin hakkını gözetmeden tek taraflı olarak ilan etmekte ve ikili antlaşmalar yapmaktadır. Çalışmada, Doğu Akdeniz Havzasının jeostratejik ve jeopolitik önemi, MEB sınırlandırma uyuşmazlıkları, Doğu Akdeniz Münhasır Ekonomik Bölgesi’nde deniz yetki alanlarının sınırlandırılması ve stratejik paydaşlar incelenmiş, Türkiye’nin Akdeniz ve Ege Münhasır Ekonomik Bölgesindeki stratejilerine ilişkin önerilerde bulunulmuş, konuya ilişkin genel bir değerlendirme yapılarak Türkiye’nin söz konusu bölgede çıkarlarını korumak için Akdeniz ile Ege’de Münhasır Ekonomik Bölgesini ilan etmesi, MEB deniz yetki alanını gösteren haritaları ortaya koyması ve kıyıdaş ülkelerle münhasır ekonomik bölge sınırlandırma anlaşmaları yapmasının uygun olacağı sonucuna varılmıştır.