asia-pacific journal of marine science&education
TRANSCRIPT
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ISSN 2221-9935
ASIA-PACIFIC JOURNAL of MARINE SCIENCE&EDUCATION
VOLUME 4, No.1 2014
Vladivostok, Russia
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Asia-Pacific Journal of Marine Science&Education
Published semiannually by
Adm. Nevelskoy Maritime State University
______________________________________________
ADVISORY BOARD Dr. Rouben Azizian, Asia-Pacific Center for Security Studies, Hawaii, Honolulu, USA
Dr. James Boutilier, Maritime Forces Pacific HQ, Victoria, BC, Canada
Dr. Oleg A. Bukin, MSUN, Vladivostok, Russia
Dr. Andrey I. Fisenko, Economics&Management in Transport, MSUN, Russia
Adm.(Ret.)Victor D. Fyodorov, Novorossiysk Shipping Company, Russia
Adm.(Ret.)Gennady A. Khvatov, MSUN, Vladivostok, Russia
Dr. Dovchin Myagmar, Institute for Geopolitical Studies, Ulan Bator, Mongolia
Dr. Boris V. Preobrazhensky, Pacific Inst.of Geography, Russian Academy Sciences
Dr. Leonid P. Reshetnikov, Russian Institute for Strategic Studies, Moscow, Russia
Dr. Valentin P. Sinetsky, Information Center, Federal Maritime Board, Moscow, Russia
Dr. Naoyuki Takagi, Tokio University of Marine Science&Technology, Tokyo, Japan
Dr. Alexander N. Vylegzhanin, MGIMO University, Moscow, Russia
Capt. Yang Zuochang, Navigation College, Dalian Maritime University, Dalian, China
EDITORIAL BOARD
Executive Editor
Vadim Y. Isayev
Editors Dr. Vladimir M. Lobastov, Dr. Vladimir A. Lazarev, Dr. Sergey V. Sevastianov,
Dr. Sergey M. Smirnov, Dr. Vladimir F. Verevkin, Dr. Alexey M. Buyakov,
Dr. Natalia G. Levchenko, Dr. Natalia Yu. Boyko, Dr. Alexey Yu. Strelkov,
Pavel B. Kirichenko, Anastasia O. Barannikova, Anastasia F. Zaviyalova
__________________________________________________________ Annual subscription rate: Russia 650.00 RUR, outside Russia 30.00 USD (including air mail). The opinions expressed by authors do not necessarily reflect those of Adm. Nevelskoy Maritime
State University or the Editors of Asia-Pacific Journal Of Marine Science&Education. Reproduction of the
contents without permission is forbidden. The full text of publications is available in Internet at http://marinejournal.msun.ru
______________________________________________ Adm. Nevelskoy Maritime State University
50a Verhneportovaya st., Vladivostok, Russia, 690059
E-mail: [email protected], [email protected]
Phone/Fax: +7(423)230-1275 Copyright © 2014 by Adm. Nevelskoy Maritime State University ISSN 2221-9935 (Print)
Registration No. FS 77-44105 ISSN 2306-8000 (Online)
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Asia-Pacific Journal of Marine Science & Education
CONTENTS
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2014 VOLUME 4, NO.1
_______________________________________________________________ Galina V.Anisimova
Principles of formation of corporate culture of marine crew……………...................
Anastasia O.Barannikova
The 200th
anniversary of Admiral Gennady I. Nevelskoy…………………………….
Tatyana A.Gubenko
Efficiency in the management of ship crews………………………………………….
Saangkyun Yi
The Geopolitics of Seas and the Cartography of Naming Seas: The Name “Sea of
Japan” Reflecting an Imperialist Ideology………………………..
Dmitry A. Oskin, Alexander A. Dyda
Underwater Robot Intelligent Control Based on Multilayer Neural Network……….
Georgy V. Kuzmenko, Andrei A. Panasenko
Cylinder Oil Dosage in Marine Slow Speed Diesel Engines……………………………
Peter M. Radchenko
Marine floating wind park………………………………………………………………..
Pavel A. Salyuk, Irina A. Golik, Igor E. Stepochkin
SATELLITE REMOTE SENSING USING FOR ANALYSING OF CHLOROPHYLL
– “A” CONCENTRATION CHANGES DURING TROPICAL CYCLONES
PASSING IN NORTH-WESTERN
PACIFIC……………………………………………………………………..
Lyubov V.Terentyeva, P.N. Fedoskova
Comparison of Dockworkers Estimate
Methods……………………………………………
Hwang Myong Chol
Historic Origin of East Sea of Korea and Criminal Character of Having Marked “Sea of
Japan”
Vladimir M. Pazovsky
Russian Maritime Semiannual Information Bulletin………………………………..
Article abstracts in Russian...................................................................................
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_____________________________________________
CONTRIBUTORS
Galina V.Anisimova – senior tutor, FEFU School of economics and
management, Department of Personnel Management and Labor
Economics. Research interests: principles of humane pedagogy in
education and education of youth, corporate culture as a tool and
environment of management. Total number of published articles is 16.
E-mail: [email protected]
Anastasia O. Barannikova – researcher, Center for Maritime
International Studies, of Admiral Nevelskoy Maritime State University,
Research interests: all aspects of interactions among the Asia-Pacific
countries, the Russian Far East in the system of Russian national
interests. The most important publications are: “Whether it was really
North Korea who sank Cheonan corvette: view from Russia” (article,
2011) and “Vladivostok: from a naval base to APEC 2012 summit host”
(article, 2012). Phone: +7(423) 230-1275, +7 924-241-4737. E-mail:
[email protected], [email protected] Tatyana A. Gubenko, Ph.d. in geology and mineralogy, Professor,
Institute of Economics and management, Far Eastern State Technical
Fisheries University (Dalrybvtuz). Main scientific research interests:
personnel management, management of human resources,
organizational behavior. Main recent publications are: “Theory of
management: organizational behavior” (tutorial, 2011), “Management of
human resources”, (tutorial, 2013), plus 42 articles. E-mail:
Saangkyun YI, PhD ( Geography and education), Research
Fellow at the Northeast Asian History Foundation in Seoul. Research
interests: historical geography, geographical education curriculum,
history of school geography, French geographical education. Author of
various publications in the fields of geographical sciences. E-mail:
Saangkyun YI [email protected], tlph. +82 (02) 2012 6132
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_________________________________________________________
CONTRIBUTORS
Alexander A. Dyda – DSc (technical sciences), since 2003 he is Full
Professor of Department of Automatic & Information Systems and head
of the laboratory of Nonlinear & Intelligent Control Systems at Maritime
State University. Main fields of scientific interests: nechnical
cybernetics, informatics, mathematics. Author of research works
concerning adaptive and neural network control for complex dynamical
objects, neural network control system for underwater robots. Phone:
+7 924 2428420, e-mail: [email protected]
Dmitry A. Oskin - Ph.D. since 2004, Associate Professor of
Department of Automatic & Information Systems and senior researcher
of the laboratory of Nonlinear & Intelligent Control Systems at
Maritime State University.
Vladimir M. Pazovsky – Head of International Shipping Research
Sector of Marine Transport Research Institute, Аdm. Nevelskoy
Maritime State University, Vladivostok. Author of dozens of scientific
publications in such spheres of interest as international maritime
shipping, the Northern sea route navigation and the Arctic exploration.
E-mail: [email protected]
Andrei A. Panasenko – Ph.D., Technical Sciences. Associate Professor,
Department of Ship automated power plants operation, Adm. Nevelskoy
Maritime State University. The main specialization is exploitation of
ship automated power plants. E-mail: [email protected]
Georgy V.Kuzmenko – Chief specialist of the Engine room simulator,
Adm. Nevelskoy Maritime State University. E-mail:
Peter M. Radchenko – PhD, Technical Sciences, Doctor of transport,
Professor in Maritime Academy of Adm. Nevelskoy Maritime State
University (MSUN). Director of the Department of Marine Electric
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CONTRIBUTORS
Systems in MSUN. Author of more than 100 scientific publications,
including 15 inventions. E-mail: [email protected]
Pavel A. Salyuk – Ph.D. (optics). Head of the Laboratory of Lasers
optics and spectroscopy, Satellite department, V.I. Il'ichev Pacific
Oceanological Institute of the Far Eastern Branch of Russian Academy
of Sciences, deputy director of Marine Transport Research Institute,
Аdm. Nevelskoy Maritime State University, Vladivostok, Russia. Main
research fields: interaction processes between climate formative factors
(e.g. dust storms and tropical storms) and phytoplankton communities in
the North Western Pacific, the processes of dissolved organic matter
reproduction by phytoplankton communities and degradation,
determination of dissolved organic matter sources, development of
regional bio-optical algorithms. He has taken part in compiling and
publishing of more than 25 scientific articles and research materials.
Phone: +7 (902) 054 8684, e-mail: [email protected].
Irina A. Golik (Lastovskaya) – Ph.D (phisycs and mathematics),
research fellow, V.I. Il'ichev Pacific Oceanological Institute of the Far
Eastern Branch of Russian Academy of Sciences. Main research fields:
methods of remote ecological monitoring of ocean and atmosphere. She
has taken part in compiling and publishing of 5 scientific materials on
these subjects. E-mail: [email protected]
Igor E. Stepochkin – graduate student, junior research fellow, Center of
monitoring of ocean and atmosphere, Marine Transport Research
Institute, . Nevelskoy Maritime State University. Main research fields:
methods of remote ecological monitoring of ocean and atmosphere. He
has taken part in compiling and publishing of 4 scientific materials on
these subjects. E-mail: [email protected]
Lyubov.V.Terentyeva – Ph.D., Technical Sciences. Associate
professor. Maritime Transport Management Department of Adm.
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Nevelskoy Maritime State University. The main area of research is
improvement of seaport operability. The most important publications:
“Theoretical basis of simulation modeling of seaport transshipment
facilities operations” and “Simulation modeling as a method of
comprehensive justification for a stevedoring company resource
needs”. E-mail: [email protected]
Polina N. Fedoskova – 5th
year student, Maritime Transport
Management Department of Adm. Nevelskoy Maritime State University.
The main area of research is “Transport logistics and multimodal
transport shipping”. The most important publications (with co-authors):
“Comparison of Dockworkers Estimate Methods”, “The history, stages
and development objectives of Northern Sea Route in Russia”, “The
comparison of shipping conditions concerning timber cargo for Russian
аnd foreign charterers”. E-mail: [email protected]
Hwang Myong Chol, Dr. & Associate Prof., Chief, Section of Middle
Ages, Institute of History, Academy of Social Sciences, Pyongyang,
DPRK. Current research interests are various fields of Korean history.
Major recent publications: “Korean Feudal Dynasty 3” (2011), “Korean
Feudal Dynasty 6” (2011), “Story of Tok islets” (2007)
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9
PRINCIPLES OF FORMATION
OF CORPORATE CULTURE OF MARINE CREW
Galina V. Anisimova
The article is devoted to the issues of corporate culture. The
article tells about the changes in the external and internal environment
of organizations, which were of interest to such a phenomenon as
corporate culture. The general principles of formation of corporate
culture have been reviewed, which are basic for the culture of marine
crew, whose activities are determined by specific conditions. The
necessity to increase corporate spirit as an important factor of efficient
work of the crew is emphasized. Several directions in the work of
captain and his assistants are considered, which promote the creation of
corporate spirit: shaping a vision (team philosophy) and a favorable
social-psychological climate on the ship, creation and improvement of
communication language.
Keywords: corporate culture, external environment of organization,
internal environment of the organization, team
philosophy, marine crew, corporate spirit, social-psychological climate,
communication language
Since the early 1980-ies an interest to corporate culture has
appeared and began to increase abroad. The reasons were based on the
change of external environment: pollution, limited technical capacity in
dealing with nutrition, rising unemployment, a lack of motivation, loss
of life values. These changes in the external environment have led to
changes in the internal environment: a crisis of trust between manager
and subordinate, a lack of employee identification with the organization.
Personnel management required new approaches that would have
created a sense of "we", foster in organization and its members a
responsibility to society. In the process of management it became
necessary to take into account psychological components.
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A management theory has created a conception of corporate
cultures, and practical research of activities of all successful companies
show that their achievements are directly related to the formation of
corporate culture.
The essence and content of corporate culture researchers define in
different ways:
- culture of organization; ideas and concepts of how to execute
business matters, to achieve results of activities (B.Z.Milner);
- philosophy, the mission of organization; language, history,
legends, rituals, ceremonies, appearance, clothing, etc., transmitting
values declared in philosophy (K.Sil and D. Martin);
- social climate in organization (M.Mescon)
Russia's interest in corporate culture has appeared much later and
was due to the changes of value orientations that had occurred in society,
the State and the individual organizations. But you can't say that in the
Soviet period the organization (corporate) culture was not available at
all. It manifested itself in the form of socialist competition, struggle for
the possession of rolling banner, striving for exceeding the plan; the
achievement of certain goals to a memorable national anniversaries,
leaderboards. All of this combined team, created special domestic
atmosphere and psychological climate, formed in community a
specific image and reputation of the organization. During the time
of restructure the other values have appeared, such as identity,
financial welfare, prosperity, while in Russia throughout the historical
development the ideas of collectivity, unity and commonality of all
humanity were being cultivated.
In the struggle of these opposites modern Russia’s corporate
culture was born. It can be defined as an average between western
(culture of individualism) and eastern (culture of collectivity), that is to
say as “collective individualism”. (2, p.28)
All of these changes have also been made in the improvement of
working environments for sea job. The state monopoly in the fleet, strict
control of the communist party, five-year plans, socialist competition
etc. are now the thing of the past. But there is the other extreme – the
priority of expediency, increased value of money, when goal always
justifies the means. It encourages the development of criminal business,
associated with fishing and the use of marine resources. Besides, the
following factors can be added: low wages of seafarers, out-of-time
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payment, poor working conditions, associated with obsolete equipment,
lack of a well-developed system of domestic and medical care services.
All of this characterizes a low level of corporate culture on a sea fleet
as a whole.
The above mentioned factors of macro-environment compose the
social background on which the corporate culture of each crew is built.
Without going into the work specifics of trade or fishing fleet, I
would like to say some words about general trends of the corporate
culture in the maritime sphere.
Exceptional working conditions of seafarers (separation from land,
forced staying together for a long time) create a basement for corporate
culture, such as Labor contract, regulations, agreements, which include
financial obligations and rights of crew members, their subordination
and main rules of behavior on board. Therefore, considering a vessel as
a subculture, it’s better to talk about corporate spirit. Bringing up a
corporate spirit requires more work, first of all, from the captain and his
assistants:
1) formation of not only clear concept about objectives and
problems, but also visions (philosophy) of the crew in the mind of each
crew member;
2) formation of a favorable socially-psychological climate
on the vessel;
3) creation and perfection of communications language.
The captain should own skills to set goals, that is to say, to put the
integrated problems on the agenda and to shape criteria of achievement
of objectives. Objectives and problems can be stated as vision,
philosophy of crew. Vision (philosophy) of crew explains the reason for
existence, the public status, character of relationships with an
environment.
“Vision” is good means of motivation of crew members, it helps to
rally and unite their activity in one direction. The desire to receive profit
is not emphasized in the “vision”, it unites individual ideals of all
command in the common standard of values. Besides “vision” creates
feeling of prospect in activity, provides continuity of objectives
following one after another. The specific goal bounds actions of crew
members by their completion and achievement of this goal, vision
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(philosophy) does not have “finishing line”, creating an impulse for
constant progress.
As of today it is considered to be, that:
– “Vision” is intended to inspire. It should grasp an attention and
make a picture of worthwhile objectives.
– “Vision” should be simple – as recollection or image of
something. “Vision” should be described by means of several sentences;
- Undoubtedly, it should be sincere. People easily distinguish
falseness, insincere “vision” can hardly be acknowledged by other
employees;
– Though “vision” shows more likely an ideal organization,
nevertheless, it should be realistic and reliable. It can be reached, having
specified ways of movement and so possibilities of achievement of this
vision.
The crew members should find their place in “vision”
(philosophy) – and clearly acknowledge their own contribution to its
realization.
The major objective of “vision” consists in giving sense to
work and thus to motivate workers of the organization.
Evidently, the special role in creation of crew’s corporate spirit
belongs to socially-psychological climate, which includes character of
official and organizational communications, official roles and status of
team members; availability of companionable contacts, cooperation,
mutual aid, disputes, style of management, individual psychological
features of each crew member, their psychological compatibility.
Formation and perfection of a socially-psychological climate is a
constant practical problem of the captain and its assistants and demands
regular work with crew members and special actions, which are
performed to establish relationships between command structure and
subordinates. Dramatic effect on a socially-psychological climate is
produced by administrative professionalism of the captain, its personal
qualities and style of a management. The optimum climate is established
when methods of a management are positively perceived by collective.
Creation of favorable socially-psychological climate requires from the
administrative board, and first of all from the captain, understanding of
psychology of crew members, their emotional condition, sincere
experiences, relationships with each other.
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In addition to that one must realize the nature of a socially-
psychological climate and means of its regulation, be skilled to foresee
probable situations in relationships of team members.
Besides, the culture is a dialogue. Creation of internal vertical
communications provides means of communication with the top
management for workers of any level (i.e. elaboration of system for open
dialogue with the management).
Creation of internal horizontal communications is carried out by
decision of following problems: development of codes of behavior of
crew members, containing rules of behavior, requirements to physical
appearance of personnel, accommodation’s design, as well as due to
training business etiquette for crew members. An important role in
communication belongs to creation of system of games, i.e. development
and record of various customs, rituals, traditions of crew, as well as
creation of memorials, historical persons-heroes, legends, etc.
In view of the above-mentioned it is abundantly clear, that the
captain is laid down a huge responsibility - not only professional, but
also moral. Because the corporate culture of crew, its conscious
formation and perfection is based on captain’s person.
At present time the general principles of organizational (corporate)
culture have been stated and are fully applicable to the culture of an
organization such as marine crew. These include:
- Principle of universality. Organizational culture should be
common, shared by all or most members of the organization.
- Principle of accessibility provides clarity and simplicity of
organizational culture, which enable its understanding by all employees
of the organization, from the executive level to the ordinary workmen.
- Principle of clarity and uniqueness, i.e avoidance of double
interpretation of the organizational culture.
- Principle of a priori. The provisions of organization’s culture
(e.g. objectives or values) must be accepted a priori, and not require
proof.
- Principle of respect for individual personal culture and national
culture. Organizational culture should not contradict with the national
culture of organization’s location at any stretch of time, show disrespect
to this country’s socio-cultural community and the views of local
citizens and employees.
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- Principle of validity: organizational culture must be based on law
and national culture, and meet the specific activities of the organization.
- Principle of accessibility of main objectives and values of the
organizational culture: an employee of any level or structural unit taken
as a whole must have a real opportunity to achieve goals and meet
organizational culture values. [2, p.26]"
REFERENCES
1. Персикова Т.Н. Межкультурная коммуникация и корпоративная
культура: Учеб.пособие. М.: Логос, 2002. – 224 с. (Russian). [Persikova
,T.N. Mezhkulturnaya kommunikatiya i korporativnaya kultura: Ucheb.
posobiye. M.: Logos, 2002, 264 s.]. Persikova, T.N. (2002). Intercultural
Communication and Corporate Culture: Textbooks. – Moscow: Logos.
2. Тихомирова О.Г. Организационная культура : формирование,
развитие и оценка. С.-Петербург: ИТМО, 2008, 154с. (Russian).
[Tikhomirova, O.G. Organizationnay cultura: formirovaniye, razvitiye i
otenka. St. Petersburg: ITMO, 2008, 154s.]. Tikhomirova, O.G. (2008)
Organizational culture: the formation, development and evaluation. St.
Petersburg: ITMO.
15
THE 200th
ANNIVERSARY
OF ADMIRAL GENNADY I. NEVELSKOY
Anastasia O. Barannikova
The present article covers cultural and patriotic events devoted to
the 200th
anniversary of Admiral Gennady I. Nevelskoy, commemorated
on December 5, 2013. Admiral Nevelskoy was famous explorer of the
Far East of Russia, who proved that Sakhalin was an island, discovered
the entrance to the mouth of the Amur River and founded military post
there. As a result of his work vast territory of high strategic importance
was annexed to Russia. Congratulation letters by A.N.Kukel-Kraevsky,
great-grandson of Admiral Gennady I. Nevelskoy and Patricia Polansky,
Russian Bibliographer of Hamilton Library University are also
published.
Keywords: Admiral Gennady I. Nevelskoy, anniversary, cultural
events, Admiral Nevelskoy Maritime State University, Federal Agency
of Maritime and River Transport
The 200th
anniversary of Admiral Gennady I. Nevelskoy, famous
explorer of the Far East of Russia, was commemorated on December 5,
2013.
Naval auxiliary ship "Baikal" under the command of Lieutenant-
Commander Nevelskoy departed from Kronstadt with a cargo in 1849.
The ship passed around Cape Horn and arrived to Petropavlovsk-
Kamchatsky. After that Gennady Nevelskoy, implementing his old
dream, launched the Amur Expedition (1849-1855), fateful for the status
of Far Eastern lands. Seafarers commanded by Nevelskoy discovered the
strait between the mainland and Sakhalin and thus proved that Sakhalin
was an island, not a peninsula. They mapped the area and discovered the
entrance to the estuary and the mouth of the Amur River from the ocean
side. The Russian flag was raised and military settlement was founded at
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the mouth of the Amur River, called Nikolaevsky Post (now Nikolaevsk-
on-Amur).
Emperor Nicholas I appreciated Nevelskoy’s actions, awarded him
with Order of St. Vladimir of fourth degree and pronounced famous
words: "Where Russian flag was once raised, there it should not be
lowered".
Strait and Bay, streets, a city in Sakhalin, marine vessels and
aircraft were named in honor of valiant Admiral Nevelskoy. Monuments
for Nevelskoy were constructed in many cities of Russian Far East. One
of the first monuments was constructed in Vladivostok in 1897.
On September 16, 1965 the name of Admiral G.I. Nevelskoy was
awarded to the Far Eastern Higher Engineering Maritime School (now –
Maritime State University) in Vladivostok.
In the end of 2012 Federal Agency of Maritime and River
Transport, All-Russian Civic movement in support of the Navy and
Admiral Nevelskoy Maritime State University proposed the initiative to
celebrate on national level anniversaries of two prominent Russians –
admiral Nevelskoy, the discoverer of Far Eastern land and Valentin
Pikul, the world-famous Russian writer whose novels are mostly devoted
to naval history. An idea of cultural and patriotic events in
commemoration of these dates was supported at the federal level by
Ministry of Transport, Boris Yeltsin Presidential Library and Russian
Geographic Society. 2013 year was officially announced by Russian
Federation Ministry of Transport and Federal Agency of Maritime and
River Transport as the year of the 200th anniversary of Gennady
Nevelskoy and the 85th anniversary of Valentin Pikul.
Organizing Committee chaired by Deputy Minister of Transport of
Russian Federation Viktor A. Olersky to prepare for these celebrations
was created in Moscow in December 2012. Committee has developed
and approved plan of events devoted to the Anniversary. The plan
covered activities at federal, regional and university levels.
Federal level was represented by the Federal Agency of Maritime
and River Transport, All-Russian Civic movement in support of the
Navy, Russian Geographic Society, Boris Yeltsin Presidential Library,
Russkiy Mir Foundation, Russian State Naval Archive, Naval Museum,
Admiral Kuznetsov Naval Academy, Admiral Nevelskoy Maritime State
University, Admiral Makarov State Maritime Academy. Regional level
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institutions included: Primorsky region administration, Khabarovsky
region government, Sakhalinsk region administration,
Primorsky region seaport administration, Primorsky Sailing
Federation, and ‘Rubezh Pacific’ publishing house.
Numerous events were conducted including following: Meeting of MSUN delegation with Nevelskoy descendants in
Omsk, a trip to N.V.Kukel-Krayevsky, Nevelskoy great-grandson
(February 22-26, 2013).
III International Competition of Essays about the sea in Russian,
dedicated to the 200th Anniversary of Admiral Nevelskoy (in
partnership with the Far Eastern branch of “Russky Mir” Foundation
(April-October 2013).
MSU(N) “Commandeur Bering” and “Otrada” yachts sailing
voyage to the Petrovskaya Kosa land spit, the site of the first settlement
of the Amur Expedition. Installation of the memorial sign in honor of the
200th Anniversary of Gennady Nevelskoy (July- August 2013).
Admiral G.I.Nevelskoy Cup Race of cruising yachts of all classes
(August 2-5, 2013).
Scientific Conference on Maritime Security, dedicated to the 200th
anniversary of Admiral G.I. Nevelskoy and his historic discoveries in the
Far East (August 25, 2013).
XII International Scientific Conference "Marine Historical
Readings" (November 28, 2013).
10th
International Scientific Conference "Problems of Transport in
the Far East", dedicated to the 200th anniversary of Admiral Nevelskoy
(October 2-3, 2013).
International Summer School, dedicated to the 200th anniversary
of Admiral G.I. Nevelskoy (August 2013).
Marine ball at Admiral Nevelskoy Maritime State University with
participation of representatives of regional and city administrations and
maritime community of Primorsky region (November 23, 2013).
Ceremonial meeting in commemoration of the 200th anniversary
of Admiral Gennady Nevelskoy, laying flowers to his monument
(December 5, 2013).
Ceremonial meeting devoted to the 200th anniversary of Admiral
Nevelskoy, concert attended by Alexander Davydenko, the head of the
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Federal Agency of Maritime and River Transport and representatives of
maritime community of Primorsky region (December 9, 2013 ).
Joint project of the Russian Federal PostService FSUE and
MSU(N) – issuance of commemorative envelope and postmark for
special cancellation in honor of the 200th anniversary of Admiral
Nevelskoy (December 13, 2013).
Publishing of the “Book about Admiral Nevelskoy” by Sergey
Ponomarev, Sakhalin writer (materials and data partly provided by
MSU(N) (September 2013).
The following exhibitions were held:
1. Ivan V. Rybachuk: “Dedicated to the People's Artist”
2. Photo exhibition: “From Soligalich to Sakhalin”
3 . Yuri I. Volkov: “Following the route of Admiral”
4. Exhibition of books “Amur Odyssey of captain Nevelskoy”
5 . Literary watch of Valentin Pikul
6. Exhibition of books dedicated to Admiral Nevelskoy
7. Project of art restorer: “To gain a foothold at the sea”
The following congratulation letters were sent to the Maritime
State University on the occasion of the 200th
Anniversary of Admiral G.
I. Nevelskoy.
1.
Dear friends!
We heartily congratulate you on the remarkable date of a truly
historical significance – the 200th
anniversary of the great son of Russia
Admiral Gennady I. Nevelskoy. In order to appreciate the greatness of
his work, one just can look at the map of the Eurasian continent.
Sakhalin and the Kuriles, Primorsky Krai, a large part Khabarovsky
Krai, Amur region - this vast territory, rich in minerals and biological
resources, having great strategic and geopolitical importance, was
annexed to Russia. Studies conducted by Gennady I. Nevelskoy allowed
removing last blank spots from the map of the Far East, while he refuted
authoritative opinion of such famous seafarers like Jean-Francois
Laperuz and Ivan F. Krusenstern on the Amur and Sakhalin. All this
grand selfless work has been done in a short time in the terrible
conditions of the wild land where people constantly died from cold,
hunger and diseases. It should be borne in mind that the Crimean War
19
was on the way, and the Anglo-French fleet was active in the sea area of
the Far East.
Nevelskoy had an alternative of poverty-free and calm life and
excellent career. He was close to the Grand Duke Constantine, the
curator of the Russian Navy, and was the commander of his personal
yacht. The answer to the question why he preferred the road of feat and
hardships, is only one - because he was a great ascetic who put the
interests of the Fatherland above all.
The fact that today the descendants remember the exploits of
Russian sailors, keep the memory of their great deeds, continue and
develop traditions established by great ancestors, is a guarantee that
Russia is alive and will live. Thank you for that! I sincerely wish you
good health, prosperity and good luck in your selfless activity!
On behalf of Omsk descendants of Admiral G.I. Nevelskoy
Great-grandson A.N.Kukel-Kraevsky
2.
It is a great pleasure to send wishes on the 200th anniversary of
Admiral G. I. Nevelskoy and his achievements. For many decades my
colleague Amir Khisamutdinov and I have been working on a history
of Russian voyagers to the Hawaiian (Sandwich) Islands that began in
1803 with the arrival of IUrii Lisanskii, who was sailing with Ivan
Kruzenshtern. There is a long list of Russian ships that harbored in
Honolulu on their round-the world cruises.
In the Hawaii State Archives there are a few documents in the
Foreign Office letters concerning Captain Nevelskoy's stay in Hawaii.
All are from 17 to 20 April. The first notice is about the arrest of one
of the non-commissioned officers on the Baikal. He was falsely
accused of soliciting a prostitute; the charges were dropped. The next
letters concern several meetings that Nevelskoy had with the Hawaiian
King Kamehameha III. They were discussing a possible treaty based
on one that the Kingdom had signed with Denmark regarding
commercial and consular matters. Finally, two letters from Robert
Crichton Wyllie, the Hawaiian Kingdom's Foreign Minister, provide
material about the Hawaiian Islands that Nevelskoy may use in his
report to the Russian Tsar. Wyllie notes that they conversed in French.
20
However, Captain Nevelskoy’s visit on the Baikal to Hawaii in
1849 (31 March to 20 April) is almost equal in importance as his
exploration of the Amur River from 1849 to 1855. The focus of the
Russian Collection at the University of Hawaii Hamilton Library is
Siberia, the Russian Far East, and Russians relations with Asian and
Pacific countries. When I was in Vladivostok in 1990 and visited
Biblioteka Obshchestva izuchenii Amurskogo kraia, the first title that I
asked to see was the Trudy Amurskogo ekspeditsiia.
Thank you for honoring this important historical figure.
Aloha,
Patricia Polansky
(Russian Bibliographer Hamilton Library Univ, Hawaii)
December 5, 2013
21
Efficiency in the management of ship crews
Tatyana.A.Gubenko
The article describes basic principles of organization and
management of teams, operating in extreme conditions and limited
space. As an example of such a team the crew of sea vessel may be
designated. The ways to improve the efficiency of the crew, the role of its
members and leaders in the process of implementation of job tasks are
examined and reviewed.
Keywords: management, efficiency, cohesion, performance,
potential, relationship, the ship's crew, interaction, interchangeability,
mutual complementarity, mutual support.
Efficiency in the management of ship crews consists of many
components which include group management and personal
management. In order to create a working team it’s necessary to hold
under control the process of group formation. Behavior management of
every crewman is performed on the basis on his personal characteristic
and aimed at determination of working potential during maritime
navigation period. Management skill is based upon common rules of
human personal behavior and group communication, joint labor efforts,
studies and rest. Main goal of management process is to create a
cohesive working team, where interchangeability, mutual
complementarity and support exist and are used.
Moreover, as for ship crews, the working team members must be
able to show efficiency and high-level skill while performing their
duties.
As a rule the ship crewmen are not chosen on a principle of
compatibility. The crewmen frequently differ from each other by age,
qualities of character, professional skill and experience. For a long time
each of them has to live, communicate with each other and perform
effectively their duties in the limited ship’s space, isolated community
and difficult conditions of maritime navigation.
22
Having been formed by the efforts of vessel’s senior rank officers
cohesive team and effective working environment on board favor the
successful work, protect the health and life of crewmen. It helps to
prevent panic in critical situations, conduct necessary activities for
rescue of crew members while efforts for ship’s survival are being done,
insure the safety of cargo.
The management skills of vessel officers consist of three qualities:
- technical skills (the ability for practical use of knowledge)
- communication skills (the ability to work with other persons,
understand and resolve conflicts
- conceptual skills (the ability to examine difficult situations, to
define and bring up the problem and choose the best ways for settling it
etc.).
Crewmen’s behavior management includes such main
components:
*group
*person
The ship’s crew is a group with interaction processes occurring in
the conditions of isolation from the outside world. For this reason stages
of group formation have to pass more quickly and under leader’s control,
in order to create an efficient and cohesive working team which is able
to attain necessary goals.
The initial stage of group organization means indefinite goals,
tasks, behavior type and absence of formal leader. Frequently, crewmen
are not even acquainted before navigation. So the creation of working
team begins from mutual acquaintance, next is the stage of
disagreements. If psychological compatibility on initial stage hadn’t
been tested crew members would have been deprived of possibility to
change partners for joint work and rest according to common interests
and sympathies. In that case the group relationship in the conditions of
isolation from outer world is being stabilized with great difficulties.
Besides it may raise obstacles for setting favorable psychological
climate inside the crew. So it’s better to test on initial stage
psychological compatibility of candidates, prepared to work for a long
time in isolation from outer world. If a chief has a trust he must
23
participate in selection of crew members, his opinion must be carefully
considered and taken into account.
The stage of intra-group conflict includes forming of relationships
between crew members. It is characterized by inter-personal clashes,
struggle for informal leadership, distribution of personal roles and status.
During this period crew members can change working companions and
neighbors in the cabin because of different interests, personal temper etc.
The chief is recommended on this stage to prevent conflict situations and
to provide every crew member with the ability to choose companions for
joint living and rest.
The growth stage of working team starts, when intra-group
relationships are formed, non-formal leader is recognized. This stage is
characterized by cease of tension inside the group. Stabilization of intra-
group relations can be prevented by non-sociable persons with low level
of activity, suspiciousness, alertness, egocentrism, who are not able to
adequately assess the situation and to make proper conclusions.
The hedgehog in isolated group of persons may cause unfavorable
reactions and affect adversely on intra-group relations. Seamen highly
evaluate cheerful, communicative people, who can infect other crew
members with optimism. So the main goal during this period is the
creation of friendly atmosphere for joint activities in work and rest.
The stage of highest work efficiency and performance starts when
the group functionality and coordination are fixed, personal roles are
distributed, goals and tasks are determined. In this case the group acts as
a working team: with interchangeability, mutual complementarity and
support.
The final stage for temporary groups may include decline of work
efficiency caused by completion of working process. During this period
the pace of work is slowing, intra-group clashes may happen. The mood
of crew members may be supported by new tasks, which demand new
skills and abilities for successful accomplishment.
Every stage has its own peculiarities and reflects development of
intra-group relationships. All stages give an idea of the complex
processes taking place between people during work and personal
communication. Sometimes, you can hardly separate stage periods,
sometimes several stages are taking place simultaneously. Besides, any
conflict or negative impact of external conditions may cause transition
from higher to a lower stage.
24
The main goal of group formation during maritime navigation is to
reduce the time period for each stage.
The group efficiency is determined by its cohesion. The cohesion
of group means the level of satisfaction by common work and
attractiveness of its prospects. The isolated group cohesion means the
ability to overcome difficulties and obstacles, while carrying out
necessary assignments.
The effect of cohesion may be positive or negative. It depends on
convergence of group goals.
Positive effect is expressed in the development of best business
and moral qualities, pride in working team. Problems are solved by
practical means, taking common opinion into consideration. Negative
effect is expressed in inter-group clashes.
In order to manage the process of cohesion depending on situation
the leader must take measures of influence.
There are various methods for evaluating the level of cohesion and
its orientation. German scientists W.Ziegert and L.Lang make
following recommendations:
In order to strengthen group cohesion:
For strengthening cohesion:
* to experience common success;
* to enhance the confidence of group members to each other and to
the leader;
* to develop a sense of belonging to a group;
* to ensure a joy of group belonging in accordance with motivation
of every crew member;
*to keep up group faith in ability to implement any tasks
For eradication unfavorable group cohesion:
* to demonstrate the futility of group activities;
* to show the failure of group objectives;
* to create an atmosphere of distrust between the people, and to the
leader the group;
* to form a ‘divisive’ sub-group, stimulate and encourage
defectors.
* to associate a feeling of group membership with lameness,
fatigue and discontent.
25
* to transfer the informal leader to another work-place
The formation of group potential is influenced by its all basic
characteristics. It’s easy for crew member to work if the group supports
him and expects high results. The group productivity may be increased
by increasing individual productivity. Moreover the group productivity
standards increase by several times if the results of each crew member
affect the success of others and depend on overall success. This is a
manifestation of synergic effect when the overall group success consists
of every person’s productivity and is based on collaboration and
cohesion.
The influence on productivity depends on variety of factors:
qualitative and quantitative.
Qualitative factors:
*professional coordination in the group
*moral and psychological cohesion
* style of the leader
Quantitative factors:
- aiming for intermediate and final results;
- qualified potential for achieving unplanned and final results;
- requirements of final result;
- the accessibility of group work made by leaders;
- intra-group interpersonal communication
- period of group’s existence
- group productivity standard
The difficulty of management process in this case is to identify
each crew member potential on the base of his personal characteristic.
Every crew member is a person with his own character, views,
habits, attitude to outer world, work and other people. In accordance
with these features and self-esteem, on the basis of his ‘self’ a person
builds relationships with other people.
Personality is a system of socially important features
characterizing a person as a member of society. Man as an individual is
formed on the basis of his natural features (gender, temper etc.), with the
active influence of social environment (family, school, working team)
and activities (games, studies, labor).
26
Behavior management of every crewman is performed on the basis
on his personal characteristic and aimed at determination of working
potential during maritime navigation period. Interaction of individuals
in a group requires cooperation on the basis of similar interests, attitudes
and values. While creating a working team it is important to determine
compatibility of personal characteristics.
The chief is required to determine and define person’s potential,
such as psychological qualities, temper, abilities. He should be able to
apply the methods of influence on the behavior of crew member during
socio-psychological management of intra-group relationships.
Interpersonal relations include three factors: intellectual, emotional
and volitional. Stability of relationships in extreme conditions consists in
intellectual, emotional and volitional unity of all members of an isolated
group.
Intellectual unity in a group is achieved under the conditions of
continuous contact, good interpersonal relations and mutual trust.
Intellectual unity as a form of community in an isolated group provides
the opportunity for self-expression and affirmation of identity.
Emotional factor consists in affection, love, sympathy and their
opposites: animosity, hostility, antipathy. Emotional unity of a group in
extreme conditions is expressed in similar reactions to significant events,
common sentiments, desire for communication, cooperation,
compassion, empathy.
However, emotions are not the only condition for creation of work
efficiency in a team. It appears on the basis of order, clear discipline,
feeling of affiliation with group of friends, confidence that man will not
be left in the lurch. The favorable psychological atmosphere is created
by organizational and pedagogical influence over certain length of time.
Rallied team is capable to keep up cheerful, optimistic mood even in
adverse conditions.
Intellectual, emotional and volitional factors in interpersonal
relations are in unity and interaction during process of creation a
cohesive team. In this case the joint activities of crew members are
expressed by unity of volition for achieving goals and solving the tasks.
Please be aware than each individual has varying degrees of ability
or inability to perform a certain piece of work. A team consists of people
with different affections and values, but they are united by shared goals
and emotions. You must create favorable conditions for crew members.
27
A high degree of mutual support also affect on their psychological
compatibility.
The creation of favorable psychological climate extremely depends
on crew chiefs. In extreme conditions the chief is in official contact, and
in constant emotional connection with his subordinates. Because of this
connection the chief often starts to lose the ability to demand, leadership
power and falls to familiarity with his subordinates.
So there are certain forms of relationship worked out to save the
‘distance’ between chief and subordinates. They consist of following the
formal (statutory) forms of treatment and the exclusion of joint living of
command staff with subordinates (different cabins, rooms for meals).
The chief is required to follow the particular style in dealing with
subordinates, which allows to preserve the leading positions, on the one
hand, and trust and respect of crew members, while resolving emerging
problems, on the other.
The chief has to be an example for subordinates in all situations.
His clothing, speech, behavior, management, treatment of
subordinates must match the level of cultural, well-mannered,
professionally competent person and specialist, who knows well and is
fond of his job. There are four specific skills a modern naval officer
should have for successful performing of his job:
*to make well-founded and effective decisions in any situation on
a vessel, in the conditions, implying high level responsibility and
time limit;
• to enhance and develop their skills in difficult conditions of
work at sea;
• to apply effectively the knowledge and skills acquired during
their studies in the maritime institute school and during training period;
to analyze experience of his own and his predecessors in the
fields of production management and guidance of people on board of the
ship and to make correct conclusions.
It should be noted, that chief in isolated group must have an
ability to change his management style according to surrounding
circumstances, otherwise the rights of leadership are being transferred
to informal leader. There are various forms and methods used to
establish and maintain discipline, but the most effective ones are
mutual respect and trust to the chief.
28
Application of psychological knowledge and skills in the process
of management of ship crews reinforces importance and reliability of
various decisions connected with increase of work efficiency.
REFERENCES
1. Glumakov V.N. Organizational behavior: the manual.
M., university tutorial, 2009, 352 pages
2. Ziegert W., Lang P., The chief without conflicts. M.,
Economics, 1990, 110 pages
3. Kibanova A.Y. Management of personnel in organization.
M.,INFRA, 2000, 512 pages
4. Krichevsky R.L.,Dubovskaya E.M., The social
psychology of small group. M., Moscow university publishing, 2001,
318 pages
5. Potemkin V.K., Management of personnel, university
tutorial, SPb, “Piter”, 2010, 432 pages
6. Torsky V.G. Management of ship crews. Odessa,
“Astroprint”, 2000, 212 pages
7. Fayol A., Emerson H., Taylor F., Ford H., Management is
a science and an art. M., Economics, 1992, 351 pages
29
The Geopolitics of Seas and the Cartography of Naming Seas:
The Name “Sea of Japan” Reflecting an Imperialist Ideology
Saangkyun Yi
Japan asserts that many Western countries have designated the
name of the corresponding waters as Sea of Japan for a long period of
time, and rationalizes its position by stating that the current name "Sea
of Japan" was settled on the basis of this recognition in the first half of
the twentieth century. Analyzing data from earlier maps, there appear to
be many problems regarding Japan's assertion. For example, the name
"Sea of Japan," which appears in western maps, is but one name that
has been used. Various other names such as "Sea of Korea" and "Mer
Orientale(Eastern Sea)" may be seen, and dual name usage such as "Sea
of Korea/Sea of Japan," "Sea of Korea/Eastern Sea," and others are
found. As Japan registered the name of the sea east of Korea as "Sea of
Japan" with the International Hydrographic Organization in 1929,
during its colonial rule of Korea, the name of the sea east of Korea came
to disappear from maps. Japan's ambition for expansion was noticeably
expressed in cartography, too. In 1945, Japan was defeated, gave up its
territorial ambition in the Pacific Ocean. This study examines naming
from the perspective of the geopolitics of oceans and of the cartography
of sea names. It focuses on names for that sea that were removed in the
early twentieth century and on how the name "Sea of Japan" became the
international standard through an uncommon method during the
Japanese rule of Korea. In particular, this paper addresses the war in
the Asia-Pacific region and pursues the influence of the geopolitical
situation upon the cartography of sea names beyond the research scope
that has focused on the maritime area east of Korea. Today, the
Republic of Korea, which lost the name of the sea during the Japanese
colonial period, is endeavoring to restore the name "East Sea," which
was lost due to colonialism, to the body of water between Korea and
Japan.
30
Keywords: Geopolitics, cartography, Sea of Korea, Sea of Japan, East
Sea of Korea, Mer Orientale, Eastern Sea, imperialist ideology, IHO,
Pacific War, World Maps, Old Western Maps, Dual Name Usage,
Japanese Empire, Expansionism, Militarism, Dai Nippon
1. Introduction There have been many names in the past for the sea between the
Korean Peninsula and the Japanese Archipelago. These include East Sea,
Sea of Japan, Mer Orientale (Eastern Sea) and East Sea/Sea of
Japan(dual name usage) according to the mapmakers and the country
where the map was compiled. The Republic of Korea today uses the
name East Sea for this body of water. However, there also are many
governments that use the name Sea of Japan.
The names for the sea east of Korea varied until the end of the
nineteenth century. However, many countries have used Sea of Japan
until now, as Japan registered the name of the sea east of Korea as "Sea
of Japan"1 in international society during its colonial rule of Korea from
1910 to 1945. Japan asserts that many Western countries have
designated the name of the corresponding waters as Sea of Japan for a
long period of time, and rationalizes its position by stating that the
current name "Sea of Japan" was settled on the basis of this recognition
in the first half of the twentieth century. Analyzing data from earlier
maps, there appear to be many problems regarding Japan's assertion. For
example, the name "Sea of Japan," which appears in western maps, is
but one name that has been used. Various other names such as "Sea of
Korea" and "Mer Orientale(Eastern Sea)" may be seen, and dual name
usage such as "Sea of Korea/Sea of Japan," "Sea of Korea/Eastern Sea,"
and others are found.
The Japanese government registered the name of the sea east of
Korea as "Sea of Japan" in international society and later started the
Pacific War in order to control the whole of the Asia-Pacific area.
1 International Hydrographic Organization (IHO) published a booklet titled
"Limits of Oceans and Seas : SP-23" by collecting names of oceans and seas
that were agreed among member countries in the meantime at general meeting
in 1929, In the wake of this, the standardization of a geographical designation
in the world was begun. At that time, Japan registered "Sea of Japan," instead
of "East Sea of Korea" or "Sea of Korea." This came to reach today.
31
Japan's ambition for expansion was noticeably expressed in cartography,
too. In 1945, Japan was defeated, gave up its territorial ambition in the
Pacific Ocean, and surrendered.
This study examines naming from the perspective of the
geopolitics of oceans and of the cartography of sea names. It focuses on
names for that sea that were removed in the early twentieth century and
on how the name "Sea of Japan" became the international standard
through an uncommon method during the Japanese rule of Korea. In
particular, this paper addresses the war in the Asia-Pacific region and
pursues the influence of the geopolitical situation upon the cartography
of sea names beyond the research scope that has focused on the maritime
area east of Korea.
2. Sea Names of East Asia in World Maps Compiled in the
West in the Eighteenth Century In developing discussion of the name for the sea between the
Korean Peninsula and the Japanese Archipelago, research has analyzed
maps compiled in numerous countries in the past. Before and after the
eighteenth century, Western countries marked the sea east of Korea
variously in world maps. The names for the sea east of Korea are
generally classified into four types as follows (Table 1). Examining
maps or terrestrial globes that are sold at bookstores in Europe today, no
examples of "Sea of Korea" are found. The name "East Sea" is marked
together with "Sea of Japan" (Table 1).
Table 1. Names of the Sea East of Korea Marked in Western
Maps
Period 17C - Late
19C
The first half
of 20C (Japanese
Occupation Period)
Latter half of
the 20C - Present
Name Sea of Korea
Mer Orientale
Eastern Sea
Mer Orientale
Mer Orientale
Sea of Japan
32
Sea of Japan
Sea of Japan
Dual name
usage (East Sea/Sea
of Japan)
Dual name
usage (Sea of
Korea/Sea of Japan;
Eastern Sea/Sea of
Korea, etc.)
No name
World maps compiled in Western countries such as England and
France during the eighteenth century expressed the sea east of Korea in
several ways. In terms of the sea name, the specific water quantity or the
ratio of the four types of names mentioned above cannot be known
accurately. There are small differences according to the period of
mapmaking, the maker of the compilation, and the countries where the
maps were made. However, the cartography or the type of designation
seems to be similar. A type of designation in the name of the sea east of
Korea expressed in old western maps is seen in the following data
(Figures 1, 2, and 3).
Figure 1. "Sea of Korea" Expressed in Old Western Maps
Jacques Nicolas Bellin, 1748, Francе Robert Laurie et James Whittle,
1794, England
33
Figure 2. "Eastern Sea" Expressed in Old Western Maps
Guillaume Delisle, 1700,
France
Emanuel Bowen, 1744,
England
In world maps compiled in the West during the eighteenth century,
the sea east of Korea was marked as "Sea of Korea," "Eastern Sea," and
the dual names "Sea of Korea/Sea of Japan" and "Eastern Sea/Sea of
Korea." What was designated as "Sea of Japan" is but one of these types.
However, the Japanese government's justification for using only the
name "Sea of Japan" ignores other maps from this period that show other
sea names.
Figure 3. Dual Name Usage in Old Western Maps
34
John Senex, 1725, England Gilles Robert de Vaugondy,
1750, France
Figure 4. Separate Designation in "Sea of Korea" and "Sea of
Japan"
Emmanuel Bowen, 1747,
England
Jacques Nicolas Bellin, 1752,
France
35
Another type of naming should be noted in relation to the name of
the sea east of Korea in maps that were compiled in the West around the
eighteenth century. This is a map type that called the sea east of Korea
as "Sea of Korea" and the southern sea of the Japanese islands as "Sea of
Japan" (Figure 4).
The two maps in Figure 4 are characterized by having designated
the sea east of Korea and the sea south of Korea as "Sea of Korea" and
Japan's southern sea as "Sea of Japan." That "Sea of Japan" was marked
in the south is typically seen in maps made in Japan in the nineteenth
century, too.
3. East Asia and the Cartography of Naming Seas in the
Nineteenth Century This section focuses on how the designation method of a sea name
influenced Japanese maps in the nineteenth century. This relationship is
considered to be important in grasping the basis of the argument that the
Japanese government asserts in relation to its sea name designation.
Figure 5. The Name of the Sea East of Korea and the Name of
Sea of Japan Marked in a Japanese Map Compiled in the
Nineteenth Century (1)
36
"Shintei bankoku zenzu"
(新訂萬國全圖), 1810, Japan
"Chikyu bankoku hozu"
(地球萬國方圖), 1852, 1871,
Japan
Typical maps made in Japan during the nineteenth century are
below as Figure 5 and Figure 6. In these maps, the sea east of Korea was
designated as "Sea of Joseon,"2 ("Joseon-hae," that is, "Sea of Korea").
The name "Sea of Japan" is marked along the southeast coast of the
Japanese islands.
This designation method can be considered to have succeeded the
cartography and the designation system seen in Figure 4. Nevertheless,
the name Sea of Japan was marked in the southern sea between Honshu
and Kyushu among the Japanese islands. However, Japanese designated
this broad area as the "Great Sea of Japan" (大日本海) as if covering
the whole of the Japanese islands in this map made in the nineteenth
century.
Figure 6. The Name of the Sea East of Korea and the Name
"Sea of Japan" Marked in a Japanese Map Compiled in the
Nineteenth Century (2)
2 Korea was known as Joseon (朝鮮) from 1392 to 1910.
37
"Chikyu bankoku hozu"
(地球萬國方圖), 1871, Japan
"Chikyu bankoku hozu"
(地球萬國方圖), 1871, Japan
The name "Sea of Joseon" that Japanese people used was
expressed as representing the whole of the sea between Japan and Korea,
as well as the eastern coast of Joseon Korea. On the other hand, the
name Sea of Japan is characterized by being marked on the country's
Pacific Ocean side and the Japanese-language name for "Pacific Ocean"
not being provided.
Why did Japan accept the designation system in forms like those
seen in Figure 4 among the diverse maps that were made in the West
during the nineteenth century? What was the background for expressing
the sea name on the southeast coast of the Japanese islands toward the
Pacific Ocean? This question can be understood in the fight for superiority among powerful countries that was developing throughout
the Asia-Pacific region from the end of the nineteenth century into the
first half of the twentieth century.
38
At the end of the nineteenth century, Western powers were
devoting their national power to a fight for territorial and economic
rights in East Asia, including the Korean Peninsula. For example,
England allied with Japan in order to prevent Russia's moving south.
And the United States needed to maintain strategic cooperation with
Japan in order to secure the Philippines. However, the United States
implicitly agreed to Japan's seizure of the Korean Peninsula. In short,
Japan could halt the continental powers, including Russia, relatively
easily through the ocean powers England and the United States.
4. The Expansionism of Japan and the Geopolitics of the
Ocean in the First Half of the Twentieth Century Entering the twentieth century, Japan began to colonize nearby
nations, such as Taiwan and Korea. By 1940, Japan had revealed the
instinct of expansionism in targeting the whole of the Western Pacific
Ocean, as well as East Asian nations.
Regarding the designation for the sea east of Korea, a problem was
caused when the sea name was marked as "Sea of Japan" as Japan
registered the name of the sea east of Korea as "Sea of Japan" with the
International Hydrographic Organization in 1929, or during the period
when Japan ruled Korea. As Japan had colonized the Korean peninsula,
the sea between the Korean peninsula and the Japanese islands would
naturally be regarded as the "Sea of Japan."
Figure 7. The Sea East of Korea Prior to the Japanese
Occupation Period : "Daehan-hae" (大韓海), or Sea of Korea
39
Source : Jang Ji-yeon, "Daehan jeondo," in Daehan sinjiji, 1907.
Figure 7 is the "Daehan jeondo" (Map of Korea, 大韓全圖) that
Jang Ji-yeon (1864-1921) compiled in Joseon Korea just prior to the
Japanese occupation. It was included in Daehan sinjiji (A New
Geography of Korea, 大韓新地志), which was published in 1907. In this
map, the name of the sea east of Korea was designated as "Daehan-hae"
(大韓海), or Sea of Korea. As Jang Ji-yeon was a journalist, he was
accurately grasping the international circumstances at that time. This
naming as "Sea of Korea" can be regarded as the first instance in
which a sea name bore the name of this country. However, the
name "Daehan-hae," which appears in "Daehan jeondo", failed to be
inherited after liberation from Japanese rule in 1945.
40
In relation to the designation of the sea east of Korea, research to
date has focused primarily on the sea area between Korea and Japan.
This section examines the designation problem from the imperialist
perspective of Japan. Figures 8 and 9 are a map that was included in
Shoto chiri (Elementary Geography, 初等地理), a geography textbook
for fifth grade students that was compiled during the Japanese rule.
According to this map, Japan aimed to incorporate the whole of the
western Pacific Ocean as its territory. The Japanese government's goals
and intentions were explicitly revealed in this map.
Figure 8. Expansionism and Militarism of the Japanese
Empire during the Pacific War (1)
Chosen Sotokufu, "Dai Toa senso no zu", in Shoto chiri, 1944, p.
139.
Figure 9. Expansion of the Japanese Empire during the Pacific
War (2)
41
Chosen Sotokufu, "Tokyo chushin no Dai Toa zu"
(Map of Great East Asia Centered on Tokyo),
in Shoto chiri, 1944, p. 135.
As can be seen in Figure 8 and Figure 9, Japan designated the
Pacific Ocean as "Great Japan" in the sea southeast of the Japanese
islands. The whole area of the Asia-Pacific centering on Tokyo was
expressed as a concentric circle. In "Dai Toa senso no zu" (Map of the
Great East Asia War, 大東亞戰爭圖), a cannonball was drawn at a spot
that Japan had attacked. The national flag of Japan was fixed above the
territory gained.
A question can be raised here. How would the entire Asia-Pacific
area have been expressed in a map if Japan had won the Pacific War?
Also, where and how would the term Sea of Japan have been expressed?
Japan called the sea east of Korea by its own name during the colonial
rule of Korea. The instinct of expansionism and militarism was revealed
in "Dai Nippon" ("Great Japan"), the name of the country that was marked in the western Pacific Ocean in maps produced during Japan's
invasion of the Asia-Pacific region.
42
5. Conclusion
In maps made before and after the eighteenth century, the sea east
of Korea was designated variously as Sea of Korea, Mer Orientale, Sea
of Japan, and the dual name usage of Sea of Korea / Eastern Sea and Sea
of Korea / Sea of Japan. Noticeable here are maps that expressed the sea
east of Korea and the sea south of Korea as "Sea of Korea," and the
south coast of Japan as "Sea of Japan." This type of designation system
succeeded to Japan's cartography in the nineteenth century. Accordingly,
in the nineteenth century world map compiled in Japan, the sea east of
Korea was designated as "Sea of Joseon" and the southeast coast of
Japan was marked as "Great Sea of Japan.“
As Japan registered the name of the sea east of Korea as "Sea of
Japan" with the International Hydrographic Organization in 1929, during
its colonial rule of Korea, the name of the sea east of Korea came to
disappear from maps. Meanwhile, Japan started the Pacific War. The
cartography focusing on Japan was extended into the whole of the
western Pacific Ocean now designated as Japanese territory in the "Dai
Toa senso no zu map," an elementary school geography textbook used
during the colonial period.
Today, the Republic of Korea, which lost the name of the sea
during the Japanese colonial period, is endeavoring to restore the name
"East Sea," which was lost due to colonialism, to the body of water
between Korea and Japan.
REFERENCES
International Hydrographic Organization, 1929, Limits of Oceans
and Seas : SP-23.
Jang Ji-yeon, 1907, "Daehan jeondo(Map of Korea, 大韓全圖)," in
Daehan sinjiji(大韓新地志), Korea.
43
The Japanese Government General of Korea, 1944, Chosen
Sotokufu, "Dai Toa senso no zu(Map of the Great East Asia War,
大東亞戰爭圖)", in Shoto chiri(Elementary Geography, 初等地理).
The Japanese Government General of Korea, 1944, Chosen
Sotokufu, "Tokyo chushin no Dai Toa zu" (Map of Great East Asia
Centered on Tokyo), in Shoto chiri(Elementary Geography, 初等地理).
Maps
Emanuel Bowen, 1744, A Map of Marco Polo’s Voyages,
England.
Emmanuel Bowen, 1747, A New and Accurate Map of the Empire
of Japan, England.
Gilles Robert de Vaugondy, 1750, L’Empire du Japon, France.
Guillaume Delisle, 1700, Mappe-Monde, France
Jacques Nicolas Bellin, 1748, L’Empire de la Chine pour servir à
l’Histoire Génerale des Voyages, France.
Jacques Nicolas Bellin, 1752, Carte de l’Empire du Japon, France.
John Senex, 1725, Asia, England.
Robert Laurie et James Whittle, 1794, The Empire of Japan
divided into seven principal parts and subdivided into sixty-six
kingdoms ; with the Kingdom of Corea, from Kempfer and the
Portuguese, England.
Takahashi Kakeyas(高橋景保), 1810, "Shintei bankoku zenzu"
(新訂萬國全圖), Japan.
Suidou(翆堂彭), 1852, 1871, "Chikyu bankoku hozu"
(地球萬國方圖), Japan
44
45
UNDERWATER ROBOT INTELLIGENT CONTROL
BASED ON MULTILAYER NEURAL NETWORK
Dmitry A. Oskin, Alexander A. Dyda
The chapter is devoted to the design of the intelligent neural network
based control systems for underwater robot. New algorithm for
intelligent controller learning is derived with usage of speed gradient
method. Proposed systems provide the robot dynamics close to reference
one. Simulation results of neural network control systems for underwater
robot dynamics with parameter and partial structural uncertainty have
confirmed perspectives and effectiveness of approach developed.
Keywords: underwater robot, control, uncertain dynamics, multilayer
neural network speed gradient method.
8.1 Introduction
Underwater robots (UR) promise great perspectives and have a widest
scope of applications in the area of ocean exploration and exploitation.
To provide exact movement along prescribed space trajectory, UR needs
a high quality control system. It is well known that UR can be
considered as multi-dimensional nonlinear and uncertain controllable
object. Hence, the design procedure of UR control laws is difficult and
complex problem [3, 8].
Modern control theory has derived a lot of methods and approaches to
solve appropriate synthesis problems such as nonlinear feedback
linearization, adaptive control, robust control, variable structure systems
etc [1, 4]. However, most of mentioned methods of control systems
synthesis essentially use information about structure of the UR
mathematical model. The nature of interaction of a robot with water
environment is so complicated that it is hardly possible to get exact
46
detailed equations of UR movement. Possible way to overcome control laws synthesis problems can be found in the class of artificial
intelligence systems, in particular, based on multi-layer neural networks
(NN) [1, 2, 5].
Recently a lot of publications were devoted to the problems of NN
identification and control, beginning from the basic paper [5]. Many
papers are associated, in particular, with applications of NN to the
problems of UR control [1, 2, 7].
Conventional applications of multi-layer NN are based on preliminary
network learning. As a rule, this process is minimization of criterion that
expresses summary deviations of NN outputs from desirable values with
given NN inputs. Network learning results in NN weight coefficients
adjustment. Such approach supposes the knowledge of teaching input-
output pairs [5, 7].
The feature of NN application as a controller consists in the fact that
desirable control signal is unknown in advance. Desirable movement
trajectory (program signal) can be defined only for the whole control
system [1, 2].
So, application of multi-layer NN in control tasks demands a
development of approaches, which take dynamical nature of controllable
objects into account.
In the chapter the intelligent NN based control system for UR has been
designed. New learning algorithm for intelligent NN controller that uses
speed gradient method [4] is proposed. Numerical experiments with
control systems containing designed NN controller were carried out for
cases of varying parameters and expressions for viscous torques and
forces. Results of modeling are given and discussed.
Note that a choice of NN regulator is connected with principal
orientation of neural network approach to a priori uncertainty that
characterizes UR. In fact, matrices of inertia of UR rigid body are
unknown exactly as well, as these of added water masses. Forces and
torques of viscous friction are of unknown functional structure
and also uncertain. Hence, UR can be considered as controllable
object with partial parameter and structure uncertainties.
47
8.2 Underwater robot model
UR mathematical model traditionally consists of differential equations of
kinematics
211 q)q(Jq (8.1)
and dynamics
U)q,q(Gq)q,q(Bq)q(D 2122121 , (8.2)
where J(q1) is the kinematical matrix; q1, q2 - the vectors of generalized
coordinates and body-fixed frame velocities of UR; U - the control
forces and torques vector; D - the inertia matrix taking into account
added masses of water; B - the Carioles – centripetal term matrix; G -
the vector of generalized gravity, buoyancy and nonlinear damping
forces/torques [3].
Poor a priori knowledge of mathematical structure and parameters of
matrices and vectors of the UR model can be compensated by intensive
experimental research. As a rule, this way is expansive and takes a long
time. One of perspective alternative approach is connected with usage of
intelligent NN control
8.3 Intelligent NN controller and learning algorithm derivation
Our objective is synthesis of underwater robot NN controller to provide
its movement along prescribed trajectory qd1(t), qd2(t).
First we consider the control task with respect to velocities qd2(t). Define
error
22d2 qqe (8.3)
and introduce the function Q as measure of difference between desirable
and real trajectories:
2T2Dee
2
1Q , (8.4)
where matrix of inertia D > 0.
Further we use the speed gradient method developed by A. Fradkov [4].
According to the method, compute time derivative of Q:
48
2T22
T2 eDe
2
1eDeQ (8.5)
As
22d2 eqq , (8.6)
one has
212d121 e)q(Dq)q(Dq)q(D . (8.7)
Using expression of first term from dynamics equation (8.2), one can get
the following:
U)q,q(Ge)q,q(B
q)q,q(Bq)q(De)q(D
21221
2d212d121
(8.8)
and time derivative of function Q can be written in the form
.eDe2
1)U)q,q(Ge)q,q(B
q)q,q(Bq)q(D(eQ
2T221221
2d212d1T2
(8.9)
After terms reorganization, one get
).e)q,q(B)q(D2
1(e
)U)q,q(Gq)q,q(Bq)q(D(e
e)q(De2
1e)q,q(Be
)U)q,q(Gq)q,q(Bq)q(D(eQ
2211T2
212d212d1T2
21T2221
T2
212d212d1T2
As known, the matrix in last term is skew-symmetric, hence, this term is
equal to zero and we have simplified expression:
).U)q,q(Gq)q,q(Bq)q(D(eQ 212d212d1T2
(8.10)
49
Our aim is to implement intelligent UR control [1] based on neural
network. Without losing of generality of the approach, choose two-layer
NN (Fig. 8.1). Let hidden and output layers have H and m neurons,
respectively (m is equal to dimension of e2). For the sake of simplicity,
one supposes that only summing of weighted signals (without nonlinear
transformation) is realized in the neural network output layer. Input
vector has N coordinates.
X0=1
X1
Xi
Xn
i = 0…n
…
…
j = 1…L
f1
fj
fL
k = 1…m
…
…
…
Y1
Ym
Input layer Hidden layer Output layer
wij
…
Yk
Wkj
1
Fig. 8.1. Neural network structure
Define wij as weight coefficient for i-th input of j-th neuron of hidden
layer. So, these coefficients compose matrix
HN2H1H
N22221
N11211
w...ww
............
w...ww
w...ww
w . (8.11)
As result of nonlinear transformation f(.), hidden layer output vector can
be written in the form
)xw(f
...
)xw(f
)x,w(fTHH
T11
, (8.12)
50
where wk denotes k-th raw of matrix w, x the NN input vector.
By analogy, introduce matrix W which element Wli denotes transform
(weight) coefficient from i-th neuron of hidden layer to l-th neuron of
output layer.
With defined NN parameters, the underwater robot control signal (NN
output) is computed as following:
)x,w(Wf)x,w,W(yU (8.13)
Substitution of this control into (8.10) let us to get
)).x,w(Wf)q,q(G
q)q,q(Bq)q(D(eQ
21
2d212d1T2
(8.14)
To derive NN learning algorithm, apply the speed gradient method [4].
For this, compute partial derivatives of function Q time derivative with
respect to adjustable NN parameters – matrices w and W.
Direct differentiation gives
).x,w(feW
Q T2
(8.15)
It is easy to demonstrate that choosing of all activation functions in the
usual form
)x
e1/(1xf (8.16)
Implies property
j
T
ii
T
ii
T
ii
ij
x)]xw(f1)[xw(f)xw(fw
(8.17)
Introduce additional functions
)]xw(f1)[xw(f)xw(T
ii
T
ii
T
ii (8.18)
and matrix
51
))xw()...xw((diag)x,w(T
HH
T
11 (8.19)
Direct calculation gives
T2
T xeWw
Q (8.20)
As a final stage, one can write the NN learning algorithm in following
form:
).x,w(feWW T2
)k()1k(
T2
T)k()1k( xeWww (8.21)
( is learning step, k is number of iteration).
Continuous form of this learning algorithm can be presented as
).x.w(xWew
),x.w(feW
T
2
.
T
2
.
(8.22)
Such integral law of NN-regulator learning algorithm can provoke
unstable regimes in control system, as it takes place in adaptive systems
[4]. Robustified form of the same algorithm further used is the
following:
,w)x.w(xWew
,W)x.w(feW
T2
.
T2
.
(8.23)
where constant α>0.
Now consider which components should be included in NN input vector.
As NN controller is oriented to compensate an influence of appropriate
matrix and vector functions, in common case the NN input vector must be composed of q1, q2, e2, qd2 and its time derivative.
The NN learning procedure leads to reducing of function Q,
consequently in ideal conditions, error e2 tends to zero and the UR
movement follows to desirable trajectory
52
)t(q)t(q 2d2 (8.24)
If UR trajectory is given by qd1(t), one can choose
))t(q)t(q(k)t(q)(q(J)t(q 11d1d11
2d (8.25)
(k is positive constant).
As follows from kinematics equation (8.1),
))t(q)t(q(k)t(q)t(q 11d1d1 (8.26)
and
0)t(ke)t(e 11 , (8.27)
where
)t(q)t(q)t(e 11d1 (8.28)
Hence, UR follows to the planned trajectory qd1(t).
8.4 Simulation results of intelligent NN controller
To check the effectiveness of the approach, computer simulations have
been carried. The UR model parameters were taken from [6]. Parameters
of UR are the following:
ARB DDD ,
where the inertia matrix of the UR the rigid body
110000200
010000
20001000
DRB ,
53
the inertia matrix of the hydrodynamic added mass,
900080100
8011000
10001000
DA .
Matrices B and G are
1503315
7020025
3020210
B ,
G=[0 0 0]T .
Vector q2 consists of following components (linear and angular UR
velocities): T
yzx2 vvq (8.29)
The NN input is composed of q2 and e2. The NN output (control forces
and torque) is vector T
yzx MFFU (8.30)
54
For the NN controller containing 10 neurons in hidden layer, the results
of simulation are given on Figs. 8.2 – 8.9. In numerical experiments the
program trajectory was taken as follows:
sec250t0
sec,/rad15.0
sec,/m5.0v
sec,/m75.0v
yd
zd
xd
sec500t250
sec,/rad15.0
sec,/m75.0v
sec,/m5.0v
yd
zd
xd
0 50 100 150 200 250 300 350 400 450 500-0.1
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
t, sec
Vx, m/sec
Vz, m/sec
Wy, rad/sec
Fig. 8.2. Transient processes in NN control system (α = 0.01, γ = 250)
55
0 50 100 150 200 250 300 350 400 450 500-150
-100
-50
0
50
100
150
200
t, sec
Fx, N
Fz, N
My, Nm
Fig. 8.3. Forces ant torque in NN control system (α = 0.01, γ = 250)
0 50 100 150 200 250 300 350 400 450 500-4
-2
0
2
4
6
8
10
12
14
16w
Fig. 8.4. Evolution of first layer weight coefficients (α = 0.01, γ = 250)
56
0 50 100 150 200 250 300 350 400 450 500-150
-100
-50
0
50
100
150
200W
Fig. 8.5. Evolution of second layer weight coefficients (α = 0.01, γ = 250)
0 50 100 150 200 250 300 350 400 450 500-0.1
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
t, sec
Vx, m/sec
Vz, m/sec
Wy, rad/sec
Fig. 8.6. Transient processes in NN control system (α = 0.01, γ = 200)
57
0 50 100 150 200 250 300 350 400 450 500-150
-100
-50
0
50
100
150
200
t, sec
Fx, N
Fz, N
My, Nm
Fig. 8.7. Forces ant torque in NN control system (α = 0.01, γ = 200)
0 50 100 150 200 250 300 350 400 450 500-4
-2
0
2
4
6
8
10
12
14w
Fig. 8.8. Evolution of first layer weight coefficients (α = 0.01, γ = 200)
58
0 50 100 150 200 250 300 350 400 450 500-150
-100
-50
0
50
100
150
200W
Fig. 8.9. Evolution of second layer weight coefficients (α = 0.01, γ = 200)
8.5 Modification of NN-control
In previous sections, NN-control was designed. Practically, the
procedure of NN-regulator synthesis had not used any information on
mathematical model features of controlled object. As one can see,
differential equations describing the underwater robot dynamics have
particular structure which can be taken into account for solving the
problem of control system synthesis.
To do this, there exists a few different ways. One of the possible
approaches derived below consists of the following.
As was mentioned above, parameters of underwater robots such as
added masses and moments of inertia, coefficients of viscous friction etc
are poor determined because of complex hydrodynamic nature of robot
movement in water environment.
Suppose that a set of nominal UR parameters can be estimated. Hence, it
is possible to get appropriate nominal matrices D0(q1), B0(q1,q2) and
G0(q1,q2) in equation (8.2). Denote the deviations of real matrices from
59
nominal ones as ∆D(q1), ∆B(q1,q2) and ∆G(q1,q2) respectively. So, it
takes place the following:
D(q1)=D0(q1)+∆D(q1)
B(q1,q2)+∆= B0(q1,q2)+∆B(q1,q2), (8.29)
G(q1,q2)+∆= G0(q1,q2)+∆G(q1,q2),
Inserting expressions (8.29) into equation (8.10) gives
).U)q,q(Gq)q,q(Bq)q(D
)q,q(Gq)q,q(Bq)q(D(eQ
212d212d1
2102d2102d10T2
(8.30)
Now choose the control law in the form:
U=U0+UNN, (8.31)
where
,e)q,q(Gq)q,q(Bq)q(DU 22102d2102d100
(8.32)
is the nominal control associated with know part of robot dynamics
(matrix Γ > 0 is positively definite) and UNN is neural network control to
compensate an influence of uncertainty. The scheme of the NN control
system for underwater robot is given on Fig. 8.10.
Program
trajectory
Nominal Model
Based
Controller
Underwater
Robot
)(tqd q(t)
U0
NN
Controller UNN
qd
Fig. 8.10. Scheme of the NN control system
If the robot dynamics are exactly determined (an uncertainty does not
take place), the nominal control (8.32) fully compensates undesirable
terms in (8.30) (UNN can be taken equal to zero) and one has
.0eeQ 2T2
(8.33)
60
Evidently, functions Q (t) and e2(t) tends to zero with t→∞.
In general case, as follows from (8.30) - (8.32), one has
).U)q,q(Gq)q,q(Bq)q(D(eQ NN212d212d1T2
( 8.34)
Aa one can expect, an usage of nominal component of control facilitates
implementation of proper NN control.
Further steps of NN-controller learning algorithm can be done
practically in the same manner as above (see formulas (8.15), (8.20) and
(8.21)).
To check derived NN-control, mathematical simulations of the UR
control system were carried. Nominal matrices D0(q1), B0(q1,q2) and
G0(q1,q2) had been taken as follows:
D0= DRB0+ DA0,
1100000
010000
001000
D 0RB .
900000
011000
001000
D 0A ,
15000
02000
00210
B0 ,
G0=[0 0 0]T.
Matrix Γ = diag(0.02 , 0.02, 0.02).
Chosen matrices D0, B0 of nominal dynamics model contain only
diagonal elements that are not equal to zero. It means that nominal
61
model is simplified and does not take into account an interaction
between different controls channels (of linear and angular velocities).
Absence of appropriate terms in nominal dynamics results in partial
parametric and structural uncertainty.
0 50 100 150 200 250 300 350 400 450 500-0.2
-0.1
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
t, sec
Vx, m/sec
Vz, m/sec
Wy, rad/sec
Fig. 8.11. Transient processes with modified NN control (α = 0, γ = 200)
Figs. 8.11 - 8.18 show the transient processes and control signals (forces
and torque) in the designed system with modified NN-regulator. As
experimental results demonstrated, coordinates of robot tend to desired
trajectories. In comparison with conventional multilayer NN
applications, weight coefficients of proposed NN-controllers are varying
simultaneously with control processes.
62
0 50 100 150 200 250 300 350 400 450 500-300
-200
-100
0
100
200
300
t, sec
Fx, N
Fz, N
My, Nm
Fig. 8.12. Forces ant torque with modified NN control (α = 0, γ = 200)
0 50 100 150 200 250 300 350 400 450 500-2
-1
0
1
2
3
4
5
6
7
8w
Fig. 8.13. Evolution of first layer weight coefficients (α = 0, γ = 200)
63
0 50 100 150 200 250 300 350 400 450 500-10
0
10
20
30
40
50W
Fig. 8.14. Evolution of second layer weight coefficients (α = 0, γ = 200)
0 50 100 150 200 250 300 350 400 450 500-0.2
-0.1
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
t, sec
Vx, m/sec
Vz, m/sec
Wy, rad/sec
64
Fig.8.15. Transient processes with modified NN control (α =0.001, γ=
200)
0 50 100 150 200 250 300 350 400 450 500-300
-200
-100
0
100
200
300
t, sec
Fx, N
Fz, N
My, Nm
Fig. 8.16. Forces ant torque with modified NN control (α = 0.001, γ =
200)
0 50 100 150 200 250 300 350 400 450 500-2
-1
0
1
2
3
4
5
6
7
8w
65
Fig. 8.17. Evolution of first layer weight coefficients (α = 0.001, γ =
200)
0 50 100 150 200 250 300 350 400 450 500-10
0
10
20
30
40
50W
Fig. 8.18. Evolution of second layer weight coefficients (α =0.001, γ =
200)
Conclusion
The approach to design an intelligent NN controller for underwater robot
control system and to derivation of its learning algorithm on the basis of
speed gradient method was proposed and studied. The numerical
experiments have shown that high quality processes can be achieved
with proposed intelligent NN control. The procedure of NN learning
makes possible for UR control system to overcome parameter and,
partial structural uncertainty of an dynamical object. Combination of
neural network approach with control designed with usage of nominal
model of underwater robot dynamics makes possible to simplify an
implementation of the control system and to improve the quality of
transient processes.
66
References
[1] Dyda, A.A. (2007) Adaptive and neural network control for complex
dynamical objects. - Vladivostok, Dalnauka. – 149 p. (in Russian).
[2] Dyda, A.A., Oskin, D.A. (2004) Neural network control system for
underwater robots. // IFAC conference on Control Application in
Marine Systems “CAMS-2004”. - Ancona, Italy, 2004., p. 427-432.
[3] Fossen, T.I. (2002) Marine Control Systems: Guidance, Navigation
and Control of Ships, Rigs and Underwater Vehicles. Marine
Cybernetics AS, Trodheim, Norway
[4] Fradkov A.L. (1990) Adaptive control in large-scale systems.- M.:
Nauka., (in Russian).
[5] Narendra K.S., Parthasaraty K. (1990) Identification and control of
dynamical systems using neural networks // IEEE Identification and
Control of Dynamical System, Vol.1. № 1. 20, pp. 1475-1483.
[6] Ross A., Fossen T.and Johansen A. (2004) Identification of
underwater vehicle hydrodynamic coefficients using free decay tests
// Preprints of Int.Conf.CAMS-2004,. Ancona, Italy,2004. - pp.363-
368.
[7] Sutton,R. and Craven, P.J. (2002) An on-line intelligent multi-input
multi-output autopilot design study // Journal of Engineering for the
Maritime Environment, vol.216 No.M2, pp.117-131.
[8] Yuh Y. (1990) Modelling and control of underwater vehicles IEEE J.
of Trans. Syst., Man, Cybern., vol.
67
RUSSIAN MARITIME SEMIANNUAL INFORMATION
BULLETIN
Compiled by Vladimir M. Pazovsky
Marine messages of Russia. A news line, July 03, 2013
The RF GosDuma at its sitting on July 02 passed in its second
reading a draft law aimed at itemization the standards for safety and
security precautions at seaports. The document was passed under the
title “On Introducing Changes into Certain RF Legislative Acts”.
Amendments are made into the RF Merchant Shipping Code, the Law
“On Transportation Security”, “On Seaports in the RF, and on
Introducing Changes into Certain RF Legislative Acts”.
The passed law will adjust distribution of authorities and
responsibilities between Administrations of water basins and Harbor
Masters. “Their functions will be divided. The harbor Master has to
perform his duties, to be in charge of safety and security, while the Chief
of Administration has to perform his ones, i.e. to be in charge of
economic activities”, Mr. Viktor Olerskiy, Deputy Minister of Transport,
noted.
The transportation security law specifies the notion of «assessment
of a seagoing ship and a port facility security». According to the
amendments this is an identification of the degree of security of a
seagoing ship, a seaport waters, a sea terminal, carried out in compliance
with the requirements of the international treaties, the RF is a signatory
to, pertaining to ship and port facility security.
Furthermore, it is specified that a maritime port administration is
established to cover two or more seaports in Russia as a federal state-
funded institution to perform in compliance with the provisions on
maritime port authorities as approved by the RF Ministry of Transport.
The list of seaports covered by a certain Maritime Port Administration is
to be approved by the RF Ministry of Transport.
68
The Russian shipping industry, July 05, 2013
National Chamber of Shipping Union (NCSU) has come forward
with an initiative to introduce a Scrapping grant in Russia. This was
reported during the V “Ocean-going Tourism” International Forum by
Mr. Rishat Bagautdiniov, a NCSU board member, Chair of the Board
of Directors of the Joint Stock “Volga Shipping” Co.
The initiative has been already supported by the Mintrans and
Minpromtorg of Russia.
A Scrapping grant is a lump sum payment to a shipping company
when scrapping old ships. The funds received through the payment can
be solely used for building or purchasing a new ship. The grant is
supposed to be a part of building new ships. “This will make it possible
to simultaneously meet two challenges – renewing Russian national fleet
and developing Russian shipbuilding industry and related sectors”, - Mr.
Bagautdinov emphasized.
When calculating a Scrapping grant, in NCSU opinion, due
consideration should be given to ship’s deadweight, GRT, passenger
carrying capacity, and engines’ output. The amount of the Scrapping
grant should be not less than 10 per cent of a new built cost.
The Russian shipping industry, July 25, 2013
“Far Eastern Shipping Company” Open JSC shareholders at their
extraordinary general meeting on June 21, 2013 made a decision to
reorder “Vladivostok Container Terminal” Closed JSC transferring all its
rights and obligations to “Vladivostok Sea Commercial Port” Open JSC
by which the former is to be taken over. The decision to establish a
“consolidated stevedore” was made by the FESCO Transportation
Group, incorporating both companies, in January 2012. The
implementation of the project started in Q22012.
SeaNews, July 11, 2013.
By the RF Government Decree No. 1128-р as of July 04 the port
of Sabetta, Yamal Peninsula is open for calls by foreign ships. The sea
routes are planned to be used for delivering to Sabetta ultra heavy
assembly units for construction of natural gas liquefaction plant and
goods for construction of the port itself.
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Sabetta is expected to be commissioned in 2016. LNG carriers will
be built at Daewoo shipyard, South Korea. By Novatek data, the
business portfolio will include up to 16 gas tankers. The contract with
DSME provides for partial local manufacturing content in Russia.
Marine messages of Russia. A news line, July 24, 2013
The RF Federal Customs Service’s order, issued on July 24 and
coming into effect in late August, will simplify the procedure of customs
transit formalities for the goods carried by marine transport. It was
announced by Mr. Sergei Amelyanovich, Acting First Deputy Head of
the Main Directorate of Customs Clearance and Check, Federal Customs
Service of Russia.
“Improvements into regulatory and legal framework in the sphere
of cargo customs clearance are among the priorities for the Federal
Agency. But this is rather complicated as winning the objective will
require a lot of harmonization effort with other offices of state.
Consequently quite many cargoes still fall within the RF Federal
Customs Service’s Order No. 892, issued as far back as in 2001”. “Of
benefits one should note issuance of the RF Federal Customs Service’s
Order No. 2688 as of December 29, 2012, which finalizes a new version
of temporary storage procedure pertaining to maritime matters”, S.
Amelyanovich added.
“Another relevant improvement, – a Federal Customs Service
representative said, – is publication in “Rossiyskaya Gazeta” on July 24
of RF Federal Customs Service’s order as of March 01, 2013 No. 372
titled “On Establishing Peculiarities of Customs Transit pertaining to
Goods Carried by Marine Transport”. According to law it comes into
effect 30 days on having been published, i.e. in the end of August”.
“Customs transit enforcement measures will not apply to such
carriage, an e-copy of transit bill of entry will not be required, and
confirmation of a transportation facility will not be documented by a
Customs authority”, Sergei Amelyanovich clarified.
mintrans.ru, July 18, 2013
On July 11 the RF Minister of Transport Mr. Maxim Sokolov
approved the Public Declaration of top priority objectives and goals for
the Russian Federation Ministry of Transport for the year of 2013,
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including “Debottlenecking of Russian sea ports and improving the
quality of inland waterways”.
As of early 2013 that cargo throughput of the Russian ports was
846.2 mln t, including that for liquid cargoes 479.4 mln t (56.7%), for
dry cargoes – 366.8 mln t (43.3%). The amount of transshipment in
Russian sea ports was 567 mln t in 2012, and these amounts tripled
within the previous decade. The economy demands for additional port
capacity. The major challenges are accounted for by the shortage of
specialized terminals to accommodate and service large vessels.
Marine messages of Russia. A news line, July 24, 2013
Mr. Vladimir Miklushevsky, Primorsky Krai Governor, met Mr.
Mikhail Fedyayev, President of Joint Stock Holding Company “Siberian
Holding Union” on July 24. The parties signed an agreement for mutual
cooperation in implementing a project of constructing a new specialized
port in Primorye.
A sea coal terminal of 20 mln t capacity will be situated in
Sukhodol bay, Shkotovo district of Primorsky Krai. Vladimir
Miklushevsky stressed the project to be of great importance for further
development of Primorsky Krai. It would ease an access to port
infrastructure for small- and medium-size coal producers.
The construction is scheduled to be commenced in 2014. The
project will create additional employment for 700 people. There are
plans on the part of the company to construct a 100-appartment block for
the port employees in Romanovka settlement. Furthermore the company
will render financial assistance to repairs of the local school and
reconditioning of the road leading to the settlement.
Marine messages of Russia. A news line, July 29, 2013
Mr. Vladimir Arutyunyan, Head of Fleet Management,
«Atomflot» Federal State Unitary Enterprise, says that Russia is in for an
“ice-breaker pause”.
“By 2030 – 2035 a serious aggravation of ice condition is
anticipated in the Arctic region. This will be due to climatic cycles, – a
“Rosatomflot” person said. – the demand for ice-breakers will increase,
while we will have only four ice-breakers available: the newest one –
“50 Let Pobedy” of the “Arktika” series commissioned in 2007, and
three ice-breakers of ЛК-60 project, building of which is just being
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started. However, this number is not enough for the purposes of
maintaining regular shipping in the Arctic Ocean. Considerate ice-
breaking capacities are needed for the only task of servicing the Arctic
projects of Russian mineral companies, such as NOVATEK and
Gazpromneft, which are engaged in starting up development of
Yanvarskoye and Novoportovskoye oil fields. Our today’s partners
would consume all of the ice-breaking capacities leaving the Northern
Sea Route transit unattended by ice-breakers”.
“Employment of diesel-electric ice-breakers would not provide a
solution to the problem, as these can’t beat atomic icebreakers, an expert
continues. – Despite the fact that a nuclear-powered ice-breaker is much
more expensive to build its operation is twice as cheap. And of greatest
significance is its unrivaled endurance. The diesel-electric ice-breakers
cruising on such a long route as the Northern Arctic one will inevitably
encounter servicing and bunkering hardships”.
“We are already late in our preparations for the years of 2030 –
35, considering the estimated volume of transit traffic then. This is a
major challenge for the country. With only 3-4 ice-breakers available we
would bring the shipping in the Arctic to a halt, it is urgent to solve the
problem of ice-breaking capacities shortage right now”, – the expert
concluded.
Marine messages of Russia. A news line, August 06, 2013
The Northern Sea Route could be soon accessible for ship traffic
for six months during a year. This was reported by Mr. Sergey Frank,
Director General of «SOVCOMFLOT» Open JSC when meeting
President of the Russian Federation Vladimir Putin.
Even today the use of the high-latitude route with proper aids to
navigation and icebreaker assistance gives a stable and reliable window
of opportunities for a five-month period. “On the other hand, equipment
upgrading, building ice-breakers of new generation would ideally bring
us to the six months duration of possibilities provided the present trends
we are witnessing along the Northern Sea Route are retained”, Mr. Frank
said.
On the top of that the company head shared some of the outcomes
of the company activities. Thus, the implementation of the strategy
within the previous 7 years resulted in tripling the tonnage of the fleet.
“We started in 2005 with the tonnage of 4 mln t, and our today’s fleet
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makes 12 mln t”, Mr. Frank underlined. Also within this period
technologies of liquefied natural gas transportation have been mastered,
shuttle services have been acquired in the Russian sector of the Arctic.
“It’s for the first time ever, and we keep on building up the experience of
work in the Northern Sea Route, and we plan a whole series of voyages
in the year to come”, he added.
Marine messages of Russia. A news line, August 06, 2013
Starting up civil shipbuilding in the Russian Far East is among the
top priorities for SOVCOMFLOT. This was reported by Sergei Frank to
RF President Vladimir Putin, adding that the company is aimed at
making billion-worth investments.
“During the last five years we invested 22 billion rubles into
Russian shipbuilding sector which satisfies us greatly; the ships built are
good and have no restrictions in their market”, he said at the meeting
with the Head of State. “we also channeled approximately the equal
amount of investments into projects agreed upon by the United
Shipbuilding Corporation, their partners in joint enterprises, and we are
generally satisfied with these cooperative efforts as well”, Mr. Frank
added.
“Our priority for the future is certainly the management of civil
shipbuilding in Russian Far East”, the head of SOVCOMFLOT said.
“We are focusing on USC, which states this to be its top priority plan”,
he added.
Sergei Frank also told that his company had concluded a contract
with Gazprom on building a series of gas tankers of 170,000cu.m. cargo
carrying capacity which are to be ordered with the joint shipbuilding
plant “Zvezda”, Primorsky Krai. Gazprom offers good opportunities,
and our shipbuilders foresee that by 2017-2018 they are capable of
mastering their production”, he noted.
“It’s understood that there’s a lot of work to be done by them, and
we offer every support by placing orders with them and, of course, we
will provide them with such an opportunity”, Mr. Frank asserts.
“Speaking of a this series of vessels one should note that even if they can
undertake a half or a considerable part of the financial burden thereof,
the total cost of building the vessels exceeds USD200 mln, so the
investments needed are really billions of rubles worth”, the
SOVCOMFLOT head added.
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Korabel.ru, August 19, 2013
On August 14 the International Maritime Organization Secretary
General Mr. Koji Sekemizu arrived in Moscow by the invitation
Mintrans of Russia. Then accompanied by the Deputy Minister of
Transport Mr. Viktor Olerskiy he went for days-long passage along the
Northern Sea Route on board nuclear-powered ice-breaker “50 Let
Pobedy”.
The SecGen reminded that the IMO Maritime Safety and Marine
Environment Protection Committees are currently engaged in
elaborating the Polar Code. This is intended to be a compulsory body of
regulations for ships navigating in polar water areas, the Northern Sea
Route included. “The Code is to be prepared in 2014”, the IMO
Secretary General said. “In 2015 the IMO plans its approval”.
The IMO SecGen clarified to Russian seafarers that taking into
account the tremendous experience gained by the Soviet Union, and the
n by Russia in the arctic waters’ navigation, the rules and regulations for
sailing along the Northern Sea Route currently in force in Russia can
form the backbone of the new document. “At least the Polar Code
should to full extent reflect the experience gained by Russia in the arctic
navigation”, Mr. Sekimizu remarked.
Korabel.ru, July 16, 2013
Gazprom Open Joint-Stock Company will commence production
at 2 gas field in the Sakhalin continental shelf in 2013, the company’s
press service informs. The company has also applied to the Federal
Agency for Subsoil Usage for obtaining 20 licenses to use subsoil blocks
in the Barents, Kara, East-Siberian Seas and the Sea of Chukotka, where
it plans to carry out a considerable amount of field geological
exploration.
This year within the framework of Sakhalin III project gas
production at Kirinsky gas condensate field. The shore-based processing
system under construction will be capable of further extension to
subsequent connection of Yuzhno-Kiriskoye and Mynginskoye fields
discovered by Gazprom. Besides, bidding documents for carrying out
preinvestment studies for starting up integrated base for supporting
Sakhalin offshore field development have been prepared.
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First oil will be produced at Prirazlomnaya oilfield, the Pechora
Sea, in 2013. An offshore ice-resistance fixed platform – the first
platform of the class designed and built in Russia – is to be installed at
this field.
The company continues to prepare documents required for
implementing Shtockman field project in the Barents Sea, North-
Kamennomysskoye and Kamennomysskoye-more fields in the waters of
the Gulf of Ob and Taz bay.
The operating units and affiliates have been charged with making
corrections into the program of the Russian Federation offshore
hydrocarbon resource development till the year of 2030 accounting
newly obtained licenses to use subsoil blocks and with updating the
times for top priority fields’ commissioning. They are also charged with
a task of preparing proposals for further improvements into management
of offshore field development.
Marine messages of Russia. A news line, September 02, 2013
Costs of construction of the “Zvezda” shipyard, based in Far East
Russia, which is to be completed in 2018, will reported be estimated in
111 billion rubles, of which amount 9 billion have already been
assimilated, the head of Minpromtorg Mr. Denis Manturov told the
journalists.
At the sitting devoted to the development of civil shipbuilding
President of Russia Vladimir Putin supported the offer to sell the
“Zvezda” shipyard to a consortium of private investors, which will
incorporate Rosneft, Gazprombank, and might incorporate foreign
investors. Answering a question on the offer price Mr. Manturov noted
that it is thought to be calculated on the basis of prior expenses, and
value of the territory and available expenses.
Large shipbuilding yard “Zvezda” is to be constructed by 2018;
however certain money problems are being experienced at the
moment. Earlier Korean investors withdrew from the project. Currently
the yard is an “offshoot” of the Far Eastern Shipbuilding Centre, which is in turn a 100 per cent “offshoot” of the United Shipbuilding
Corporation (USC).
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SeaNews. September 06, 2013
NOVATEK OJSC and China National Petroleum Corporation
(CNPC) have signed in St. Petersburg an agreement of purchase and sale
stipulating purchasing a 20 per cent share in Yamal LNG Project by
CNPC. The transaction amount is not disclosed. According to
NOVATEK the transfer of title is to be completed by December 01,
2013 upon receiving applicable approvements from regulatory bodies.
Upon buying-in the Yamal LPG project shareholder structure will be as
follows: NOVATEK – 60, Total – 20%, CNPC – 20%.
Yamal LNG Project implies construction of a liquefied natural gas
(LNG) production facility with 16.5 mln t per year capacity at the
resource base of South-Tambey field. Proved and probable reserves are
907 billion cu.m. Apart from the LNG plant the project includes building
transportation infrastructure, of which an important link will be the sea
port of Sabetta. At the moment dredging operations are already being
done, before the Yamal LNG company declared that it planned in the
year of 2014 to commission preproduction period facilities – 4 berths,
intended for accommodating vessels loaded with the equipment and
process modules for field facilities construction and construction of
LNG plant.
The Russian shipping industry, September 19, 2013
Vladimir Putin’s announcement that Russia will resume its
permanent military presence in the Arctic haven’t yet drawn any major
response on the part of both Russian and western mass media.
Periodicals just state facts without any attempts to appraise the
significance of this announcement.
As President Putin himself says a group of vessels including 4
atomic ice-breakers, and one of the Russian Navy juggernauts – the
nuclear-power guided-missile cruiser “Peter the Great” – indicated just
another stage in the Northern Sea Route development. Further to
immediate recovery of the military base that was abandoned 20 years
ago, it is also planned to station equipment for rescue services, meteorologists, and hydrologists hat are supposed to ensure safety along
the Northern Sea Route.
Marine messages of Russia. A news line, August 10, 2013
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In Russia the state intends to create an incentive for renewing the
civil marine fleet through establishing financial preferences for
operators. As the RF Minister of Industry and Trade Mr. Denis
Manturov said, such incentive mechanism can be proposed in the form
of interest rate subsidies when substituting the old ships with new ones
or through payment of some scrapping grant.
The majority of ships flying Russian flag have by now become
technologically obsolete; therefore the issue of the fleet renewal is that
of safety. It is at the same time the issue of development of Russian
shipbuilding sector and the home businesses competitiveness as well.
“Before 2020 under the federal targeted program for civil marine
engineering development approximately 1,400 vessels are to be built, the
Minister clarified. Their cost will amount to about 1.2 billion rubles and
we can’t lose an opportunity of placing orders with Russian shipyards –
at the expense of technologies we’ve been elaborating for the last four
years.”
The results of the work done are impressive. All in all 640 new
technologies were created under the federal targeted program, which is
more than three times higher than the planned figures inserted in the
program. More than one third of the technologies are international
breakthroughs, while three fourths of them have been patented. The
results of the research and development work have been obtained in all
sectors of civil shipbuilding: ice-breaking, liquid-cargo carrying, cargo
and passenger fleet.
SeaNews. October 03, 2013
This summer two Gazprom owned semisubmersible drilling units
(SSDU) — “Polyarnaya Zvezda” and “Severnoye Siyaniye” put to the
Sea of Okhotsk from the port of Kholmsk area. Both SSDUs were bound
for the Kirinsky block of the Sakhalin shelf.
Kirinsky gas condensate field is located within Kirinsky block of
Sakhalin III project, which Gazprom considers a top priority facility in
Russian eastern shelf development. Sakhalin III comprises four blocks of
fields: Kirinsky, Veninsky, Ayashsky, and East-Odoptu in the Sea of
Okhotsk shelf. Licenses are available with the following project
participants: in Kirinsky, Ayashsky, and East-Odoptu blocks – Gazprom, in Veninsky block – Rosneft and Sinopec. Currently, the
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“Polyarnaya Zvezda” is engaged in constructing production wells in
Kirinsky field. The “Severnoye Siyaniye" is wildcatting in South-
Kirinsky field.
With tug assistance SSDUs have been moored as to cardinal
points, taking into account the results of research into
hydrometeorological conditions of the area, and fixed by means of 8
anchors weighing 15 t each — two anchors at each unit corner. The unit
itself can be operated with seas of force Beaufort up to 8, and wind
speed up to 28 m/sec, as well as with frosts of as low as minus 30
degrees and thickness of ice of up to 70 cm. every SSDU has four
thrusters and is capable of travelling at a rather good speed – up to 8
knots. The unit also serves a mini-port accommodating up to 3–4 vessels
a day. Vessels do not moor onto the unit — they should be equipped
with the dynamic positioning system.
SSDU is designed to drill the wells of up to 7,500m deep. The
design depth of the well being drilled now is 3,200m. The process is
estimated to continue till the end of October, as the well is an
exploratory one, and much time is consumed by the removal of core and
geophysical study. The purpose of drilling is confirming the reserves and
detailing the geologic structure of the South-Kirinsky field. The sea
depths in this vicinity are about 146m. At present the South-Kirinsky
reserves are estimated to be 260 billion cu.m., while extracted
condensate reserves — 30 mln t (totally the summed up gas reserves of
the Kirinskky block make some 560 billion cu.m.). Having all the
exploration work, including drilling additional holes and seismic
prospecting, completed the final calculation of all the reserves will be
done. Gas from the South-Kirinsky field will be forwarded into the
transportation system Sakhalin-Khabarovsk-Vladivostok, and also to the
LNG plant, which is to be constructed in the vicinity of Vladivostok.
The Russian shipping industry, October 02, 2013
Building the first power-generation unit (PGU) of the first in the
world floating nuclear thermoelectric plant “Akademik Lomonosov”
(FNTEP) at the Baltic Shipyard in Saint Petersburg has come to its
concluding stage. On September 27 and October 1 two steam-generating
units КЛТ-40С weighing 220t each were installed in the facility reactor compartment. PGU downstream work is carried out in accordance with
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the agreed schedule. Upon installing the reactors the building of the
nuclear-power ship comes to the final stage.
The FPGU building commenced in 2008 and suspended in the
middle of 2011, was renewed in December 2012, when after a series of
negotiations a contract between “Baltiysky Zavod – Shipbuilding” LLC
and power generating unit ordering customer Rosenergoatom was
signed. Under the contract Baltiysky Zavod undertakes to deliver the
floating power generating unit in condition of readiness for towage to
the operation site on September 09, 2016.
Floating nuclear thermoelectric plant “Akademik Lomonosov” is a
pilot project in a series of mobile transportable power generating plants
of smaller output designed by Joint Stock Company "Afrikantov
Experimental Design Bureau for Mechanical Engineering"
(JSC «Afrikantov OKBM»). FNTEP power plant has a maximum
electrical energy output of 70MWt and comprises two pile assemblies
КЛТ-40С. The intended basing site for the first FNTEP is town of
Pevek, Chukotka. The plant is designed to provide heat and energy
supplies, as well as to desalinate seawater.
Pressurized-water nuclear power plant КЛТ-40С of approximately
40MWt and heat output 150 Gcal per hour is designed for 36 years of
service life, with two recharges of reactive core at a 12-year interval.
SeaNews. October 11, 2013
The RF Government has opened the seaport of Pevek for foreign-
flag ship calls. Decree No.1822-р On Establishing Sea Commercial
Seasonal Multilateral Russian Federation Border Entry Point in
the seaport of Pevek was signed on October 8. Currently Pevek is
engaged in handling cargoes brought under Severny Zavoz (supply of
goods to northern Russia).
As noted in the information to the document, Pevek is to handle
more than a quarter of Severny Zavoz for Chukotka, and also goods for
“Kupol” mine and equipment for “Dvoinoye” minefield (both fields are
gold ore ones, their deposits being developed by Kinross Gold of
Canada). It should be stressed that now the imported machinery and equipment have to be transported to Pevek via Provideniya port,
located a thousand plus kilometers apart.
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According to SeaNews, by the results of 2012 the cargo turnover
of Pevek port was 208.5 thousand tons, which is 8.3 per cent higher than
that in 2011.
The Russian shipping industry, October 29, 2013
A ceremony of laying down the lead multi-purpose twin-draft
atomic icebreaker of 60MWt capacity of 22220 project will take place
on stock “A”, Baltiysky Zavod on November 5, 2013.
Ice-breaker ЛК-60 of 22220 project will be the largest and most
powerful one in the world. Its length is 173.3m, breadth is 34m,
designed draft is 10.5m, minimum working draft is 8.55m, displacement
is 33,540t. The icebreaker has a twin-reactor nuclear propulsion plant
with primary steam supply from reactor RITM-200 of 175MWt output.
The nuclear-powered vessel design was done at “Iceberg” Central
Design Bureau in 2009. The twin-draft design of the vessel allows for
employing it both in the Arctic Ocean waters and in the polar river
estuaries. The icebreaker will operate in the Western Arctic: the Barents
Sea, Pechora Sea, and Kara Sea, as well as in shallower areas of the
Yenisei estuary and Gulf of Ob.
Marine messages of Russia. A news line, November 12, 2013
On November 16 the RF Government Decree as of 06.11.2013
No.996 “On the Enforcement of the Russian Federation Liabilities under
MLC 2006”. The Decree identifies the authority of certain federal
executive power agencies for ensuring the Convention requirements are
complied with.
The authorities have been identified in relation to Mintrans of
Russia, FAMART, RF Ministry of Labor and Social Security, Ministry
of Health, Ministry of Foreign Affairs, Federal Migration Service,
Federal Service on Customers' Rights Protection and Human Well-being
Surveillance.
For instance, Mintrans of Russia will provide for ensuring
compliance with the Convention requirements, stipulated by Regulation
1.3 “Training and Qualifications”, Regulation 2.3 “Hours of Work and
Hours of Rest”, Regulation 2.4 “Entitlement to Leave”, Regulation 2.6
“Seafarer Compensation for the Ship’s Loss or Foundering”, Regulation
2.7 “Manning Levels”, Regulation 2.8 “Career and Skill Development
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and Opportunities for Seafarers’ Employment”, Regulation 4.2
“Shipowners’ Liability”, Regulation 5.1 “Flag State Responsibilities”,
and Regulation 5.2 “Port State Responsibility”.
Marine messages of Russia. A news line, November 05, 2013
New generation atomic icebreakers, these of project 22220 in
particular, will allow for extending navigation period duration along the
Northern Sea Route. This point of view was expressed by Director
General of Atomflot Co. Mr. Viatcheslav Ruksha during the ceremony
of laying down the atomic icebreaker of ЛК-60 type on stock “A”,
Baltiysky Zavod – Shipbuilding.
Mr. V. Ruksha says that this icebreaker which is likely to be
named “Arktika”, accounting the achievements of the Soviet atomic ice-
breaker of the same name, is to join the merchant fleet in December
2017. A bid for two sister ice-breakers is currently being prepared with
the view of commissioning these in 2018-2020.
The Russian nuclear-powered icebreaking fleet nowadays
incorporates ice-breaker «Sovietsky Soyuz» (laid-up), «Yamal» (to be
operated for 15 years more), «50 Let Pobedy» (is likely to be operated
for 25 years more), shallow-draft ice-breakers «Vaigach» and «Taimyr»
(to be in service until 2018 and 2019 respectively).
As Director General of «Atomflot» says, new icebreaking tonnage
is focused on operating in the Yamal oil field area. Atomic ice-breakers
of the class are capable of ensuring the passage of vessels of up to
100,000dwt from Sabetta port (located on Yamal). The new ice-breaker
design will facilitate its operation both in shallow mouth reaches of great
Siberian rivers, and in great depths of the Arctic Ocean waters.
SeaNews, October 24, 2013
Members of Russian shipbuilding consortium – management of
SOVCOMFLOT, Rosneft, and Gazprombank – visited South Korea as
part of Russian delegation. The visit program included meetings with
representatives of major Korean shipbuilding companies, as well as
participation in the 20th
International Economic Congress WEC-2013.
Russian delegation visited shipyards of Daewoo Shipbuilding &
Marine Engineering Co., Ltd, where there was a discussion of possible
enhancement of cooperation in the field of marine engineering
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production for off-shore projects on the basis of Russia-Korea joint
venture with the participation of DSME and inspected floating
production unit «Berkut» for Arkutun-Dagi oil field, the Sea of Okhotsk,
which is being constructed by DSME.
As a reminder, «Berkut» will be the largest off-shore platform in
Russia; it is designed for all year round operation under severe sub-arctic
conditions, where temperatures can lower to minus 44 degrees. As per
the design the platform will withstand waves up to 18m in height and the
pressure of the ice floe of up to 2m thickness. At the end of 2012 the
operator of «Sakhalin-1» project Exxon Neftegas Ltd installed gravity
base structure (GBS) at Arkutun-Dagi oil field, which is 20m above the
sea level. Arkutun-Dagi oil field is located NE of the Sakhalin Island on
the continental shelf of the Sea of Okhotsk and is the third oil field
«Sakhalin-1» project. Apart from Arkutun-Dagi, «Sakhalin-1» project
incorporates development of two more oil fields – Odoptu and Chayvo,
where production is already in progress using land-based installation
«Yastreb» and platform «Orlan». Putting Arkutun-Dagi oil field into
operation will allow project participants to add up by 2017 4.5 mln t of
oil to the annual Sakhalin-1 production. The oil produced at Arkutun-
Dagi will be transported to the already functioning land-based
preparatory complex at Chayvo, where production sharing will take
place. Thence the prepared oil will be transported via the main pipeline
to De-Kastri oil terminal.
Korabel.ru, November 08, 2013
Renovation of Russian sea ports is nowadays one of the top
priorities for the state. Particular attention is paid to integration into APR
market. However, as to bunkering operations, our country is far from
being a leader. Successful APR bunkering market penetration depends
upon functioning of the specialized hub constructed in the Primorsky
Krai territory.
MARPOL Annex VI provisions will come into force in 2015, after
which event vessels proceeding from South-east Asia to the USA will
have to burn HFO with sulfur content of no more than 1%. Consequently
Russian HFO with maximum permissible content of sulfur of 3.0% will
automatically become inadmissible for ports of Singapore, the USA and
Japan. Changes in the international and domestic markets will result in
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sharp drop in prices and contraction of the Russian heavy fuel oil
market. In this connection experts from “Transit-DV” group of
companies underline that making of and developing of the market for the
new product is a necessity.
At the first stage a bunkering hub has already started its operations
in Primorsky Krai territory. At the second stage starting a hub in
Petropavlovsk-Kamchatsky is planned. A bunkering hub is a nodal port,
major transshipment transport point suitably located geographically. It is
an element of so called star-type network of routes, along which goods
are delivered between ports, not connected by direct trading lines.
In order to develop a system of port complexes it is necessary to
prepare an appropriate regulatory framework, covering all the nations of
the Custom Union.
Concurrently it is also extremely important to create a regulatory
framework for organizing and functioning of sea port bonded areas, i.e.
international areas in junctions of customs territory of the Custom
Union, intended for bonded bunkers to be placed, kept in shore-based
and floating storage facilities and to be supplied to sea-going vessels.
In addition a due consideration should be given to specific features
of export-oriented bunkering activities and to foresee the possibility of
bonded bunker free crossing the customs border of the Custom Union
through the “green channel” of sea port bonded areas both when
importing to the Custom Union territory, and when exporting.
Bunkering operation volumes in Primorsky Krai in 2012 was about
2.8 mln t of oil products. Further advancement by creating a bunkering
hub in the territory of the port of Slavyanka, Primorsky Krai will allow
for increasing volumes of sales to 5.3 mln in 2013 and 12 mln t in 2016,
which in its turn will allow taking second place among Asia-Pacific bunkering centers and changing Russia’s role from an outsider
to that of a leader of bunkering market.
Korabel.ru. November 15, 2013
UN commission recognized an enclave of 52,000sq.km in middle
part of the Sea of Okhotsk to be a part of the Russian continental shelf,
states a communiqué of the meeting of the Russian delegation and the
sub-committee created under the UN Commission on the Limits of the
Continental Shelf.
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The Russian party presented additional materials requested by the
UN sub-committee before. "Upon scrutinizing these the sub-committee
have had no doubt left as to validity of the Russia’s presentation, which
enabled the sub-committee to be unanimously agreed on the reasons
given and to recognize the enclave a part of the Russian continental
shelf ", - the report says. Afterwards the sub-committee will have
relevant recommendations ready for submitting to the UN Commission
on the Limits of the Continental Shelf.
The recommendations will be presented at the 33 session of the
UN Commission to be held in February – March 2014. Upon their
approval by the full commission which is to be had in the course of the
session, the procedure for de jure attribution of the enclave to the
Russian continental shelf can be considered to be completed, RF
Ministry of Natural Resources notes.
Inclusion of the enclave into Russian shelf will establish exclusive
rights of Russia for the enclave subsoil and seabed resources (including
sedentary fishing – that of crab, shellfish, etc.). This will also expand
Russian jurisdiction over the enclave territory as to requirements to
fishing, security, environmental protection.
"That is Russian law on continental shelf will be governing for the
enclave territory, which is now considered juristically to be a part of the
World Ocean. Therefore, the Sea of Okhotsk will be completely
recognized by the international community as Russia’s inner sea", - the
Ministry underlines.
The Russian shipping industry, December 02, 2013
In Trinity Bay implementation of investment project
«Construction of versatile sea port «Bigger Port of Zarubino»
commenced, which implies modernization of Khasan transportation hub.
Planned port cargo turnover is up to 60 mln t of various goods
annually.
Port of Zarubino intends to handle both transit goods (APR
nations), and the goods, coming in / sent by railroad. The project is
planned to be implemented in 2017.
Marine messages of Russia. A news line, November 18, 2013
84
A proposal to establish a specialized work group under Russia –
Japan intergovernmental commission on trade and economic cooperation
for arranging research into problems of starting up through railroad
service between neighboring nations along the line Lazarev Cape –
Pogibi Cape across the Nevelskoy strait will be forwarded to the RF
government. This decision was made on November 18 in Yuzhno-
Sakhalinsk by the participants of scientific and practice conference
«Establishing through railroad service Japan – Russia – European
Union».
As Mr. Sergei Sharapov, Deputy Director General of «Transport
Economics and Development Institute» Open JSC, out of 14 considered
options of establishing permanent transportation transit from mainland to
Sakhalin it was acknowledged to be economically expedient to build a
railroad bridge Lazarev Cape – Pogibi Cape across the Nevelskoy strait.
Its length is a little less than 6km.
Once the bridge is constructed the volume of carriage in home
service will reach 9.2 mln t by 2030 (1.5 mln t at present). Moreover
with the attraction of transit of goods from Japan to European countries
the volume can make 33 mln t within ten years since this transportation
scheme is organized».
Therefore, it is in prospect to construct a railroad to connect
existing stations Selikhin (Khabarovsk Krai) and Nysh (Sakhalin
Oblast), in combination with a bridge crossing. The road will link Trans-
Siberian Railroad and Baikal/Amur Railroad with Trans-Sakhalin main
line running along the eastern coast of the island to the southern port of
Korsakov.
Later, construction of a tunnel between Sakhalin and Island of
Hokkaido on the bed of the La Perouse Strait of 42km in length can be
made possible.
As the Chief Engineer of the project by «Mosgiprotrans» Mr.
Alexander Taryannikov reported, investments into infrastructure
construction are currently estimated in the amount of 430 mlrd rubles. At
the same time the Vice Rector for Research, Far Eastern State Transport
University clarified that Russia could earn 500-900 USD annually from
Japan transit.
Marine messages of Russia. A news line, November 28, 2013
85
Minpromtorg has prepared a draft Decree of the President of
Russia «On organization of shipbuilding industrial cluster in the Far
East». A corresponding document is published at the Ministry official
site.
According to it, a consortium of Gazprombank and Rosneft in the
form of «Modern Shipbuilding Technologies» (MST) Closed JSC is
started up in the Far Eastern region. 75 per cent minus two shares of the
«Far Eastern Shipbuilding and Ship repair center» (FESSRC) Open JSC
will be transferred to the ownership of the latter. «United Shipbuilding
Corporation» (USC) Open JSC will obtain 25 per cent plus one share of
FESSRC.
Furthermore, 46.77 per cent of shares of «Far Eastern plant
«Zvezda» Open JSC and 42.99 per cent of shares of «Khabarovsk
Shipbuilding Yard» Open JSC, under the State ownership, will be
brought into the legal capital of USC in the order of payment of
supplement share placed because of an increase in the legal capital.
USC defines one of its top priority activities to be engineering,
designing, manufacturing, supplying, renovating, repairing, and
scrapping of marine engineering facilities of military and commercial
value, as well as these of the facilities for continental shelf development
for the benefit of public sector and other customers, including overseas
ones, as well as introducing new technologies and designs in
shipbuilding sector.
Concurrently the consortium is to secure orders for incorporated
FESSRC plants and unconditional execution of state defense orders by
the said enterprises. In order to increase use of production capacities of
the Khabarovsk shipbuilding yard and the Amur shipbuilding yard the
consortium will have to secure orders for these companies for manufacturing military and commercial value products until
2020. Should the draft Decree be approved it will come into force from
the day of its signing.
М0749 Marine messages of Russia, November 25, 2013
Experts from «Krylov State Research Center» federal
state unitary enterprise devised a project (a technical proposal)
86
of a general-purpose cargo vessel of unrestricted region of
sailing and Arctic ice class. The vessel will make it possible to transport spent nuclear fuel
from research and power-producing reactors in specialized leak tight
transport packages of Shipping Packaging Set ŠKODA VPVR/M,
Shipping Packaging Set-19, Shipping Packaging Set-18, Shipping
Packaging Set-13, Shipping Packaging Set-6, etc. types and to eliminate
excessive transshipments of radioactive goods in transit ports.
Krylov State Research Center notices that at present in the world
there are no sea-going vessels satisfying the requirements of the Spent
Nuclear Fuel (SNF) Code regulating marine transportation of nuclear
materials, that would at the same time be used in complicated conditions
of north polar shipping. Building such a vessel will not only allow
copying with vital tasks facing the Russian economy, but also joining the
ranks of international leaders on the nuclear material transportation
market.
The vessel’s principal particulars are as follows: LOA – 139.7m;
LOA (with angle bearers and bulwark) – 148.1m; overall breadth –
16.4m; depth amidships – 8.2m; draft: salt water draft – 6.2m; in inner
water ways - 3.6m.
In 2019 under the Program for energy source substitution
demounting and then taking out of service of Bilibino atomic power
station (Chukotka autonomous district) should take place. Spent nuclear
fuel (SNF) and other equipment of Bilibino atomic power station,
including radioactive one is planned to be evacuated. The evacuation
program is estimated to last not less than 7 years. To have this program
carried out it is necessary to continue designing and consequent building
of general-purpose cargo vessel of unrestricted region of sailing and
Arctic ice class, meeting class INF-2 standards.
The general-purpose cargo vessel of unrestricted region of sailing
and Arctic ice class, meeting class INF-2 standards, can be built at one
of Russian shipbuilding yards («Admiralty Wharves» Open JSC, ОАО
«Baltiysky Zavod» Open JSC, Shipbuilding Yard «Severnaya Verf»
Open JSC, «Vyborg Shipbuilding Yard» Open JSC, etc.). The said yards
do not need any modernization to arrange for building the vessel.
87
The Russian shipping industry, December 12, 2013
Icebreakers of «Atomflot» federal state unitary enterprise provided
safe transit of 71 vessels during the 2013 navigation which lasted from
June 28 to November 25. This was reported by Atomflot press service.
The volume of transited goods was 1,355,897t. Of these liquid
cargoes accounted for 911,867t (23 vessels), dry bulk cargoes – 4
vessels that carried 276,939t, one vessel with cargo of liquefied natural
gas – 150,000cu.m.
13 vessels carried 100,223t of general cargoes, 15 - proceeded in
ballast, 7 – were run along the Northern Sea Route.
41 vessels sailed from West to East, while 30 did it from East to
West.
During the period of navigation apart from Russian ships, 25
foreign-flag vessels sailed along the Northern Sea Route, showing flags
of 11 nations – Panama, Liberia, Marshall Islands, Greece, Cyprus,
Norway, Finland, Malta, Antigua and Barbuda, Bermudas, and Hong
Kong.
Navigation was closed on November 25, 2013 by convoying
tanker «Indiga» owned by «Murmansk Shipping Company» Open JSC.
Korabel.ru, December 11, 2013
By the end of 2013 it is planned to complete construction of the
phase 2 of the Vanino bulk terminal, said Director General of «Siberian
Coal Energy Company» Open JSC (SIBENCO) Mr. Vladimir
Rashevsky.
He explained that constructing phase 1 required 10 mlrd rubles of
investments, the total amount of finance committed by the company
being 14 mlrd rubles. Mr. V. Rashevsky noted that this project is of
relevance not only for SIBENCO, but for development of Vanino-
Sovetskaya Gavan transport and industrial hub.
As Sovfracht reports, today the terminal transshipment volume is
some 14 mln t per year, and with the phase 2 commissioning the design
capacity will make 20 mln t.
М0451 Korabel.ru, December 16, 2013
Ports of Sakhalin – Kholmsk and Korsakov are intended to be
renovated. According to preliminary calculations modernizing shore-
based facilities of automobile and railroad ferry line Vanino-Kholmsk
88
will cost 800 mln rubles, constructing a passenger terminal port
reconstruction in Korsakov – 1.5 mlrd rubles, PortNews reports.
According to Deputy Minister of Transport and Public Road
System, Sakhalin Oblast, Mr. Gennady Kotlikov, finances amounting to
2.3 mlrd rubles will be allotted under implementation of long-term
program for development of Russian Far East and Trans-Baikal.
Under the program it is also planned to build two new
sophisticated ferries of unrestricted region of sailing.
Marine messages of Russia, December 16, 2013
In early December in Tokyo FESCO Transportation Group
President Mr. Ruslan Alikhanov conducted a series of meetings with
representatives of major Japanese companies and corporations. Parties
discussed current issues of cooperation and prospects of its enhancement
through the increase in the flow of cargo and volume of transshipment in
the Vladivostok Sea Commercial Port (VSCP), owned by FESCO.
Within 9 months of the year of 2013 the volume of transshipment
of vehicles in VSCP grew by 9.7% compared to the same period of last
year and equaled 70,269 units.
Along the FESCO Japan Trans-Siberian Line (JTSL) during 9
months of 2013 11,079TEU was carried, i.e. a year-on-year growth was
33.5%. The volume of import carriages along the line during the same
period was 6,612TEU and increased by 36.7% year-on-year.
FESCO President Mr. Ruslan Alikhanov remarked: «Flow of
cargo growth between Japan and Russia is a very promising field of
FESCO activities. The company secures through deliveries on the basis
of its own Japanese service, which is the only direct sea line, linking
ports of Japan and Russian Federation. VSCP capacities already make it
possible to handle more than one third of vehicles brought to Russia via
Far East. The growth non-containerized cargoes flow is planned at the
expense of grain exports – till the end of 2013 the first consignment will
be shipped from VSCP for export to Japan».
89
Cylinder Oil Dosage in Marine Slow Speed Diesel Engines
Georgy .V. Kuzmenko, Andrei A. Panasenko
The sound decision of question about cylinder oil consumption
rates for ship’s slow speed diesel engines requires deep and all-round
engineer competence in all aspects of big and important problem, which
can influence on friction and abrasion inside the cylinder. As well the
article offers to consider more fully the increase and reduction of
propeller characteristic.
Keywords: slow-speed diesel, lubricators, partial loads, cylinder oil
consumption rates, propeller characteristic, relative load coefficient of
the ship s propulsion complex
Cylinder oil consumption rates for ship’s slow speed Diesel
engines are designated in respect to the full (100%) load of the engine.
The main reference point is the rate of specific oil consumption qMR (qC,
qP1) in g/(kW·hr).
Rates for partial loads should be calculated on the basis of nominal
standards accounting regular patterns by which the lubricator capacity is
changed when the load decreases from full-load to the part-load and vice
versa.
Following lubricator capacity regulation principles are known:
1. In proportion to the engine rotation frequency – RPM
regulation;
2. In proportion to the mean effective pressure – MEP regulation;
3. In proportion to the engine brake power – Power regulation.
Different Diesel engine manufacturers may use different regular
patterns in their manuals as to calculation of the cylinder oil
consumption rates for part-load operation modes. In majority of cases it
is admissible to decrease oil supply in proportion to MEP – mean
effective pressure. Concurrently attention is paid to safety precautions
and it is noted that any increase of МЕР should be accompanied by a corresponding increase in the oil supply, i.e. the supply rate
90
corresponding to changes through МЕР – regulation should be
considered as a minimum one with the preset value of nominal rate qMR.
МЕР regulation principle can be applied only where an appropriate
system of automatic lubricator capacity regulation is available.
However there are a lot of engines in operation which either lack
such systems or even if the systems are available these do not ensure
МЕР – regulation principle to the full extent. In particular, the
lubricators of the latter type are those mechanical ones with a direct
drive from the engine.
Mitsui O.S.K. Lines established its own method for the engines
fitted with such type of lubricators, which may be designated as MOL –
regulation principle.
According to this principle the cylinder oil consumption rate
should be a sum of two constituents:
-70% to be accounted for the rate calculated on the RPM-
regulation principle basis;
-30% to be accounted for by the rate calculated on the Power-
regulation principle basis.
Therefore the rate is to be calculated according to the MOL-
formula:
MR
A
MR
Aalminno
loadpart
N
N3,0
n
n7,0QQ kg/24hr,
(1)
where
Qpart load is the rate in kg/24hr for the part-load operational mode;
Qnominal (QMR) is the designated rate for the full-load (100%)
operational mode;
NMR and nMR are the nominal power and engine speed;
NA and nA are actual power and engine speed.
The analysis has shown that this formula takes the engine load
pattern into account only to a certain degree.
91
Engine load is determined by engine speed nA (rpm) and power
NA (kW) at the same time. On the other hand, engine load corresponds
with the point on the actual cubic propeller curve.
Disposition of the actual propeller characteristic in compare with
disposition of nominal cubic propeller curve, is determined by so called
relative load coefficient of the ship s propulsion complex - KN :
3
A
MR
MR
AN
n
n
N
NK .
(2)
This paper proposes to introduce a change into MOL-formula (1)
allowing for more complete accounting coefficient KN , as follows:
loadpartQ = QMR
MR
A
MR
A
N
N3,0
n
n7,0
kg/24hr. (3)
The part load feed rate for actual specific lube oil consumption
loadpartq
(as norma for qA) may be obtain on the basis of formula (3), as
follows:
loadpartq
MR
A
MR
A
A
MR
N
N
n
n
N
Q3,07,0 g/kW·hr,
or
Nloadpart K3,07,0q MRq ,
(4)
where
2
A
MR
n
n.
Specific consumption at MCR load (marked by index MRq
g/kW·hr), as the result of recalculation the actual dosage QA g/hr or qA
g/kW·hr to what it would have been at MCR, may be obtained as
follows:
KN
KN
92
MR
A
MR
AN
MR
A
N
N3,0
n
n7,0K
1
N
QqMR ,
or
1
NA K3,07,0qqMR .
(5)
The results of the analysis of calculated rates for actual specific
cylinder oil consumption at various part load pattern, obtained through
the use of different lubricator capacity regulation principles, draw
attention to the following:
1. In case of МЕР-regulation (МЕР curve in Figures 1, 2, 3)
the rates tend to increase gradually with the reduction in the engine
speed and are not dependent on the position of the actual cubic propeller
curve compared to the position of the nominal propeller characteristic.
These rates are regarded by MAN-BW as minimum ones at the preset
nominal rate of qMR. in g/kWt hr where mechanical lubricators are used.
These rates can be ensured only where appropriate systems of automated
oil supply regulation are available.
2. In case of RPM-regulation (RPM curve, KN = 1 in Fig. 1)
the rates tend to increase more rapidly with the reduction in the engine
speed and are dependent on the position of the actual cubic propeller
curve, i.e. on coefficient KN. With KN being reduced the rates tend to
increase, and with KN being raised, the rates tend to decrease. This is
inconsistent with the actual engine requirements and is a great
disadvantage of the RPM-regulation principle.
3. In case of МОL-regulation (МОL curve in Figures 2, 3)
the value of KN coefficient is partially taken into account, resulting in
partial leveling of RPM-regulation disadvantages. Notwithstanding this
fact, with KN N tend
to increase, which again is inconsistent with the engine actual
requirements, though to a lesser degree compared to RPM-regulation.
4. The present paper proposes to take a fuller account of the
influence of the coefficient KN. MOL-corrected curves (Fig. 3) indicate
that the rates for specific oil consumption accounting the value of
coefficient KN meet the engine actual requirements to a fuller extent:
93
where KN N 1,0
these tend to decrease.
On the whole, such rates are close to their values with the
changes in load in correspondence with the nominal propeller
performance curve, where principal MOL-regulation is used.
These rates imply a reasonable reserve in oil supply, if compared
to minimum rates, calculated on the basis of МЕР-regulation principal.
In practice these rates may be more advantageous where lubricators are
not fitted with suitable systems of automated oil supply regulation, as:
a) When KN lay in range 0,8 to 0,9, it is possible to save
about 5% of cylinder oil without any additional expense or deterioration
in cylinder condition.
b) When KN
to avoid any possible deterioration of cylinder conditions, prevent
scuffing or trebles in cylinders.
94
60 70 80 90 100 100
150
200
250
300
350 MRq
q %
Figure 1. Change in the relative rates for specific cylinder oil consumption
in dependence of engine speed ratio under RPM and MEP regulation
for КN =0,8; КN =1; КN =1,15
MR
A
n
n %
RPM, KN = 0,8
RPM, KN = 1,0
RPM, KN = 1,15
MEP
95
60 70 80 90 100100
150
200
250
300
Fig. 2. Change in the relative rates for specific cylinder oil consumption
in dependence of engine speed ratio under MOL and MEP regulation
for КN =0,8; КN =1; КN =1,15
MRq
q %
MR
A
n
n %
MEP
MOL, KN = 0,8
MOL, KN = 1,0
MOL, KN = 1,15
96
60 70 80 90 100100
150
200
250
300
MRq
q %
MR
A
n
n % Fig. 3. Change in the relative rates for specific cylinder oil
consumption in dependence of engine speed ratio under
MOL-adjusted and MEP regulation
for КN =0,8; КN =1; КN =1,15
MEP
MOL - corrected, KN = 1,15
MOL, KN = 1,0
MOL - corrected, KN = 0,8
97
References
1. Voznitsky I.V. Practical recommendations about
lubrication of marine diesel engines/I.V.Voznitsky. – S-Petersburg,
2005. – p.45
2. Marine slow speed engines “Buremeister & Wein”.
Cylinder oil dosage: operating instructions. Baltic central planning and
construction bureau, S-Petersburg, 1985, p.22
3. Kuzmenko G.V. Nomograms for designating of
cylinder oil dosage rates/G.V.Kuzmenko//Collection of reports on a
regional scientific and practical conference, May 18-19. 2005, “Fleet
2005”, Technical exploitation. Ways of improvement. – Vladivostok,
2005. – pp.19-21
4. Kuzmenko G.V. Peculiarities of cylinder oil dosage in
marine slow-speed diesel engines/G.V.Kuzmenko, O.V. Osipov,
A.A.Panasenko//Transportation business in Russia. – 2005. - #3 –
pp.146-148
5. Kuzmenko G.V. Rates and evaluation of cylinder
oil’s real consumption in marine slow-speed engines/G.V. Kuzmenko,
A.A.Panasenko//Collection of reports on 6th
international scientific and
practical conference October 05-07, 2005, Vladivostok, Russia.
Problems of transport in the Far East. Far Eastern Department of Russia
Transport Academy. – 2005.- pp. 82-85.
6. Kuzmenko G.V. Principles of regulation and
evaluation of cylinder oil’s real consumption in marine slow-speed
engines/G.V.Kuzmenko, A.A.Panasenko// Collection of reports on 7th
international scientific and practical conference October 03-05, 2007,
Vladivostok, Russia. Problems of transport in the Far East. Vladivostok,
2005 - pp. 1-4
7. Kuzmenko G.V. Cylinder oil’s specific consumption
in marine slow-speed diesel engines / G.V.Kuzmenko – Transportation
business in Russia, 2006, Special edition, #7.- pp.96-100
8. Poverov K.I. An experience of exploitation of main
engines “Zulcer” / K.I.Poverov, Y.I.Maslacov// Express-information of
central bureau of scientific and technical information, Ministry of
98
Marine sea fleet, set “Technical exploitation of sea fleet” - #23 (459),
1978-79. pp. 9-10.
9. Service Letter №SL00-385/HRJ MAN-B W. – Copenhagen,
Denmark. – December, 2000. – P. 1-5.
10. Service Letter №SL94-318/HRJ. – Copenhagen, Denmark. –
June, 1994. – P. 1-5.
11. Instruction for 46-98 MC type engines. Operation. Man-B W
Edition 40E – Copenhagen, Denmark, 1998. - P. 707. – D. 16-40.
99
MARINE FLOATING WIND PARK
Peter M. Radchenko
Part II of the Author’s cycle devoted to marine renewable energy
and design of coastal and deep sea power plants (Part I see ‘Asia-
Pacific Journal of Marine Science & Education’.Vol. 1, No.1, pp.43-50).
A detailed design of proposed powerful floating wind park is described
in this paper. The specific features of this project provide long term
reliable operations in distant places, high wave and ice resistance and
competitive cost – efficiency ratio. Moreover, this class of plants not
only produces electricity but helps to clean and rehabilitate polluted
coastal waters.
Keywords: wind energy, semi-submersible wind farm, wind
turbine, ice protection, pontoon floats, underwater cable.
Marine wind-energy power plants (WEPP) are basically developed
in two directions: as a stationary facility residing on the seabed (Fig. 1,
b, c)
Fig.1. Effect of sea depths on selecting the mode of wind power plant
deployment and positioning.
b c d e f
100
and floating design (Fig. 1, c, d, e). The Nordic countries have
preferred fixed offshore wind parks or wind farms (WP and WF
respectively), placed at a distance of 5-20 km from the coastline at sea
depths up to 30 m. At greater depths fixed design marine WP becomes
unprofitable due to costly basement and complicated assembling
techniques. The floating analogs based on semi-submersible technology
with different ways of positioning (Fig. 1 c, d) and floating technology
(Fig. 1, e) come to replace it. All versions of WP structurally repeated
terrestrial analogs (Fig. 1, a), differing only in basement design and
improved corrosion protection of all structures. Usually, it is two- or
three-bladed vane type wind turbines with a horizontal axis of rotation,
together with a generator mounted on top of a monoblock support tower
of conical shape, the height above the sea surface is approximately equal
to the propeller diameter.
Terrestrial wind turbine power units generate 1.5-2.0 MW at
present. Taking them to sea out of sight makes possible and feasible to
increase the unit generating capacity up to 3.0-5.0 MW. Rotor diameter
and the height of wind turbine support towers reach 100-120 m. of Its
underwater base has the same size (in case of a semi-submersible
design) which is dictated by considerations of safety and wave stability
in heavy wind conditions.
Marine WPs with a total capacity of tens or hundreds of
megawatts, formed of a number of similar wind power modules each
equipped with autonomous semi-submersible basement tend to be
unprofitable. This problem is solved positively only when all WP wind
power modules are placed on a single semi-submersible pontoon
basement.
One of the first projects of multiple units floating wind farm
(MUFWF) of this design with a total generating capacity of 15-30 MW
was offered by Admiral Nevelskoy Maritime State University
researchers (2002) [1 , 2].
MUFWF is essentially a semi-submersible floating complex
structure ranked along the coastline in one or more parallel chains held
in position by anchors, one unit of which is shown in Fig. 2.
101
This unit includes an underwater pontoon structure 1 (Fig. 3),
Fig.2. Concept of complex floating semi-submersible wind park
(WEP) with anchored positioning.
Fig.3. Design of complex floating semi-submersible wind park (WEP)
102
with wind modules columns 2 basing on it and surface site 3 with
superstructure 4 located in the middle part.
Submersible pontoon 1 truss is formed by two polygonal, in this
particular case hexagonal, figures 5 and 5’ and one, in this particular
case triangular figure 6. Diameter of the circles described around these
figures, and the distance between the centers of the circles are measured
in few hundred meters. The tops of polygonal and triangular shapes of
pontoon are made in the form of the angular displacing floats,
respectively 7, 7’, connected along the perimeter by hollow stiffening
plates 8, 8’, called perimetric. The distance between the centers of
displacing floats is set considering the necessity to restore the wind flow
structure before wind modules located in the wind shadow of other
modules. Empirically determined distance should be approximately two
to three diameters of the wind turbine.
Angle floats of adjacent polygonal and triangular shapes are
connected by linear stiffening plates 9. To stiffen the entire truss the
central floats, respectively 12, 12’ are positioned at the center of each
polygonal and triangular shapes and connected by radial stiffening plates
14, 14’:
- at the polygonal figures 5 and 5’ with angular floats 7 and 7’;
- at the triangular shape with its perimetric stiffeners (not shown).
To reduce weight and material expenses of the pontoon structure 1
the diameter of stiffening plates is one third to one half the height of its
angular 7, 7’
and central and 12, 12’ displacing floats. Linear and polygonal
perimeter stiffening plates are non-waterproof, and the radial edges of all
shapes and perimeter stiffeners of triangular shape are hermetic. Sealed
stiffeners serve as a means of communication between all MUFWF
floats in which the machinery is located.
Angular displacement floats 7, 7 are the foundation sites for
supporting towers 16 of wind modules 2, and the central floats 12, 12’
accommodate auxiliary machinery and systems of MUFWP. Central
float (not shown) to a triangular shape 6 is both a reference foundation
for surface site 3 with superstructure 4. Wind module (wind-to-electricity converter) 2 (Fig. 3) is a wind
turbine 17 with a vertical axis of rotation (shown in simplified form),
103
supported by low cylindrical cone tower 16 on the pontoon float 7. The
following arguments are in favor of a vertical axis of rotation for wind
modules. Firstly, Vertical Axis Wind Turbines (VAWT) have
moderately high rise towers that are a compromise decision between
system performance and MUFWP stability in stormy weather.
Additionally this design creates a moderate weight loads on the pontoon
base comparing to wind turbines with horizontal rotation axis.
Secondly, the low level location of wind turbines in VAWT
support tower increases stability and allows you to select slow-speed
generators with the highly reliable non-multiplicative transmission gear,
as well as to exclude the highly problematic issues of servicing
equipment located within the nacelle erected at an altitude of 70-120 m
in marine environment.
Thirdly, VAWT can operate at wind speeds up to 40 m / s, while
the horizontal axis systems must be turned off already at wing speeds of
24-25 m / s .
Fourth, VAWT have lower maximum speed of rotation compared
to its opponents, which makes them less dangerous to birds, reduces
aerodynamic noise, the impact on television, radio and cellular
communications. Additionally at the design stage of VAWT systems the
input safety margins for load limits estimation are lower that provides
capability for material economy. Appearance of MUFWF of this design
in the operational condition is shown in Fig. 4b.
A) B)
Fig. 4. Marine wind park equipped with vertical axis wind turbines and rotors: A) “squirrel cage” type B) with profiled blades.
104
Wind turbine generator shaft of vertical design is connected to a
turbine shaft 17 ( Fig. 3) by means of an intermediate shaft directly,
without the use of a multiplying gear. Simple kinematics in combination
with a synchronous generator equipped with permanent magnets provide
high reliability, increase wind modules efficiency and reduce operating
costs. Low-speed wind turbine is equipped with a system of forced air
cooling.
To improve ice protection of entire structure during the freeze and
ice drift periods (when WP is placed in frozen waters) pontoon float - 7,
7' has the shape of an inverted truncated pyramid. This pontoon shape
enables ice splintering forces during unstable ice condition. [1] The
same effect is produced by offsetting all inter-pontoon stiffeners -
perimetric, radial, linear – to the top edges of angular 7, 7’ and central
12, 12’ floats - pontoons. Before ice freezing MUFWP pops up to winter
waterline which corresponds to half the height of the floats itself. In this
position MUFWP is sticking into ice, and all stiffening ribs happen to be
above the surface of the ice cover. As a result the total surface of the ice
frozen parts of wind farm is significantly reduced, respectively the
pressure of the ice fields to the farm - pontoon 1 during the ice drift will
also decrease.
On the upper deck of individual pontoon floats 7, 7’ close to its
external board the sealed cabins with electrically driven windlass inside
are located. Their drive shafts are connected with anchor asterisks
installed outside the cabin, through a watertight seal. When using the
dead anchor windlass is not used.
Central pontoon floats 12, 12’ of polygonal and triangular shapes
which constitute pontoon farm 1 and superstructure 4 are divided into
industrial and service spaces. The industrial compartments host
electronic and transformers equipment, the main switchboard for own
electricity consumers, the central control station (CCU) , mechanical and
electro-mechanical workshops, etc. The helicopter platform is situated
on the roof of the superstructure.
A surface area is protected by perimeter guard rail, equipped with
docking and cargo handling devices (not shown) for heavy lift
operations.
105
At night and in poor visibility MUFWP can present danger to ships
and aircraft. For this reason, wind farm must be equipped with a set of signal and identification means. These devices are considered to be the
top priority electricity consumers. The means of re-entering MUFWP
into service, in particular a comprehensive system of automatic control,
monitoring and emergency alarm for MUFWP technical equipment are
rated the same way. This power-consuming equipment is backed with
emergency source of energy - the batteries.
MUFWP is used as follows.
After completion of constructing individual polygonal 5, 5’ and
triangular 1 pontoons at the shipyard (Fig. 3) they are towed separately
with tug assistance to the working position where the underwater power
cable has already been arranged. There the elements of the farm are
connected to each other by joints with multiple degree of freedom. Then
tugs perform the precision positioning of the assembled MUFWF over
the underwater cable, and after coupling with cable the MUFWF gets
fixed with anchors.
Flexible connection of several MUFWF units with joints allows
them to make some movement relative to each other in heavy waves
when surfaced, as well as in the process of dipping - surfacing if
different ballast tanks are filled or drained unevenly. It excludes the
possibility of harmful strains in connecting nodes of MUFWF elements.
At this stage the assembling operations are completed and
MUFWP is transferred to the operational position in automatic or
manual mode. To do this, on CCU command the kingstons and its
equalizing air valves in all corner 7, 7’ and central 12, 12’ pontoon floats
are simultaneously opened. Seawater by gravity fills these floats ballast
tanks. Pitch and roll control subsystem automatically monitors this
process. In case of non-equal flooding of pontoon floats this subsystem
adjusts the kingstons throughput strictly maintaining the horizontal position of MUFWF. This prevents the occurrence of local overstrains in
nodes connecting polygonal shapes, and provides the strictly
perpendicular position of wind turbines blades 17 to the direction of
wind flow in which the best performance can be guaranteed. After
dipping of pontoons to ‘summer’ waterline the kingstons and receiving
equalizing damper valves are closed, permission to enter wind turbine
modules 2 to operating mode is granted.
106
When wind speed is increased to the lowest working level Vmin
the wind turbines 17 are released and begin to rotate the synchronous wind generators with variable frequency proportional to the current wind
speed. The latter when actuated with the fluxes of magnetic systems
induce an electromotive force of variable frequency in the armature
windings. Rated generator voltage at rated wind speed is set depending
on its unit power equal to one of the standard values ranging from 0.69
to 10.3 kV.
Electricity generated by each wind generator is served from anchor
coils to solid state rectifier. After rectification all produced electricity is
accumulated on DC bus assemblies of each polygonal figure 5, 5’ of
MUFWF pontoon farm 1. Summary DC from each polygonal and
triangular shape is inverted through independent direct in-phase bridge
inverter into alternating current of industrial frequency and supplied to
one of the three primary windings of the 4 – coil summing transformer.
Depending on the local coast power system the output voltage of the
transformer should be chosen equal to one of the standard values: 10; 35
or 110 kV.
Power is transmitted to boost transformer installed in the MUFWF
superstructure 4 by marine cables of conventional design attached to dry
foot section of pontoon farm-1. After boosting to higher output voltage
electricity is fed to the shore via the underwater cable of special design
which is laid on the seabed in trenches or protective pipes.
Estimated specifications of a single MUFWP unit:
- Working depth, meters - 700
- Operating wind speed, m / sec - 5-40
- Rated speed, m / sec - 15
- Maximum wind speed, m / sec - 55
- Rated power level for WEP, MW - 15-30
- Rated power of wind module, MW - 1-2
- Type of wind turbine - the vertical axis of rotation
- Type of wind generator - synchronous, permanent
magnets, low rotation speed
- Maximum draught at 5 m wave height, m - 7.5
- Positioning Method - anchor
107
- Method of transmitting energy to the shore - by
underwater cable
- Distance from shore, km - 2,0-30,0 - Control method - automatic
- Modes of operation - a) stand-alone; b) in parallel with shore
power grid
- Unit cost, $ / kW - 1500-1600
- Cost of wind energy, cents / (kW*H) - 5-6
- Cost-effectiveness - as shown in Fig. 5.
Worth noting is that in addition to its direct purpose - generation of
electricity - MUFWP has a significant ecological and health effects on
the environment of the region in which it is placed. First, reducing the
load on the local thermal power plant MUFWP helps to reduce pollution,
both air and water. Secondly, floating WEP can be used simultaneously
for the rehabilitation of degenerated coastal waters (bays, inlets)
poisoned by industry waste and sewage. For this purpose each WEP
wind module is additionally equipped with blowers feeding air into the
sea bottom oxygen-poor layers (Fig. 6).
Fig.5. Historical dynamics of WEP economic effectiveness (foreign
press data)
108
Fig.6. The principles of rehabilitation of degenerated water areas using clean air
pumping to bottom water levels: 4 – superstructure; 7, 13 – underwater pontoon;
16, 17 – wind turbine; 92 – bottom air dispenser; 93– corrugated air pipe
109
Thereby natural aerobic biological water treatment processes can
be activated. Improvement of its translucence under excess oxygen
conditions will cause rapid growth of underwater vegetation and create
conditions for development of mariculture. The abundance of food, in
turn, will cause the migration of marine animals and fish to the area.
Bactericidal capacity can be added to feed-entry air for destruction
of pathogens in the water. To do this, the air should be further processed
by passing through ozonizing plant included in the standard kit of the
aeration system. Alternately pumping a normal atmospheric and ozone-
rich air to the bottom water layers you can not only neutralize pathogens,
but also accelerate the oxidation process of organic cultures
mineralization since ozone also has catalytic properties. More details on
rehabilitative, recreational and reproductive capacity of WEP see [3].
Conclusion. Deploying WEP at sea removes a number of
obstacles to its wide industrial use. At offshore depths exceeding 20-30
meters floating WEPs have advantage over stationary ones. Its wave and
ice resistance and stability during the storm winds is provided through
the use of semi-submersible technology. Coastal floating semi-
submersible WEPs are fixed with anchors, convert wind energy into
electrical power and transmit it to shore by underwater cable. To
promote the positive environmental effect, it is expedient to use WEP as
a means of rehabilitation of degenerated reservoirs, recovery and
enhancement of its reproductive and recreational capacities.
REFERENCES
1. Патент 2258633, Россия, МПК6 B63 B 35/44, F03 D 9/00,
7/00. Многоагрегатная плавучая полупогружная ветроферма / П. М.
Радченко (Россия) – № 2002113470; Заявл. 23.05.2002; Опубл.
20.08.2005; Бюл. № 25 // Открытия, Изобр. – 2005. – № 25.
2. Радченко, П. М. Морской плавучий ветропарк // Малая
энергетика – 2011. – № 3–4. – С. 28–34.
3. Радченко, П. М., Радченко, И. П. Реабилитационные,
110
рекреационные и репродуктивные функции морских
ветроэнергетических установок / Матер. межд. науч.-техн. конф.
«Морская экология –2005». Т 1. – Владивосток: Мор. гос. ун-т. –
2005. – С. 156-162.
111
SATELLITE REMOTE SENSING USING FOR
ANALYSING OF CHLOROPHYLL – “A” CONCENTRATION
CHANGES DURING TROPICAL CYCLONES PASSING IN
NORTH-WESTERN PACIFIC.
P.A. Salyuk, I.A. Golik, I.E. Stepochkin
The satellite ocean color data of CZCS, OCTS, SeaWiFS, MODIS-
Aqua and data of the Japan Meteorological Agency about tropical
cyclones (TC) trajectories, wind speeds and area of TC influence were
used in the study. In the gross, the data allow to analyze the influence of
123 TC-s on the chlorophyll-“a” concentration in 1389 areas during
1979-1986 and 1996-2010, and influence of 135 TC-s on the sea surface
temperature (SST) in 1412 areas during 2002-2010. It was shown that
chlorophyll-“a” concentration increases in 81% of cases, SST decrease
in 76%. The most probable change of chlorophyll-“a” concentration is
+18%; of SST is -3%. Growth of phytoplankton cells is observed at the
2nd-4th day after TC passing and continues about 2 weeks. Specificity of
satellite data using in such chlorophyll-“a” analysis is also discussed in
the study.
Key words: chlorophyll-“a”, phytoplankton, tropical cyclones, typhoon,
hurricane, ocean color, satellite, Pacific ocean, remote sensing
Introduction
There are not many investigations about estimation of global
influence of tropical cyclones (TC) or hurricanes on phytoplankton
communities and primary production (PP). Also, all possible approaches
are not considered. In the paper [1] impact of 13 hurricanes on sea upper
water layer in Sargasso Sea during 1998-2001 were analyzed. It was
shown that chlorophyll-“a” concentration (chl-a) changes due to
hurricane passage has positive correlation with wind speed and negative
correlation with sea surface temperature. Global influence of hurricanes
on ocean color of North Atlantic from 1997 to 2005 was estimated in
112
[2]. The main result was the following, each hurricane has positive
significant effect on chlorophyll-“a” concentration but global
influence for whole analyzed region is insignificant because only 2.8% of phytoplankton cells affected by hurricanes. It is necessary
to note that exist estimations actual for current climate state while in the
case of possible global warming quantity of tropical cyclones should
increase [3].
Usually only global chl-a changes are analyzed and PP changes
are not considered. But PP increasing can be stronger because of
additional mineral substances from deep layers and upward of
phytoplankton layer generally lead to increase of photosynthesis
efficiency [4]. For example in [5,6] was shown that integrated by depth
chlorophyll-“a” concentration is increased at +20% due to tropical
cyclone influence but corresponded PP is increased at +200-600%.
The aim of the work is to estimate typical impact of north-
western Pacific tropical cyclones at chlorophyll-“a” concentration in the
upper ocean layer. Importance and actuality are determined by the
necessity of investigation interaction processes between different climate
formative factors.
Data and methods
In order to analyze chl-a and sea surface temperature (SST)
changes satellite ocean color data were used. It was level-3 data with 9
km resolution. Chl-a distributions were analyzed for 1979-1986 and
1996-2010 time periods by CZCS, OCTS, SeaWiFS, MODIS-Aqua
satellite scanners data. SST changes were analyzed from 2002 to 2010
with MODIS-Aqua data [7, 8].
Time-spatial distribution of tropical cyclones was obtained from
Japan meteorological agency dataset which includes trajectories and
wind speed of observed tropical cyclones from 1951 to 2010 years
[9]. All tropical cyclones trajectories from the dataset are plotted in the
Fig. 1.
So, only satellite data were used in the analysis. In that case the
following problem can be. First, accuracy of satellite data is low
especially in case 2 waters where big systematic errors are observed.
113
Besides, additional water atmosphere aerosol from TC activity can lead
to atmosphere correction algorithm errors. That’s why only relative
changes of chl-a in the same region should be analyzed to minimize systematic errors. Also chl-a should be accumulated strictly before and
strictly after TC passage with some lag to exclude days with increased
atmosphere aerosol concentrations.
Second, there are many clouds during TC passage. Ant it is
necessary to analyze the maximum possible database to accumulate
significant quantity of good satellite data. In the future, the data of
geostationary ocean color scanner, such as GOCI, will be very useful for
solving such problem.
Third, registered from satellite ocean color signal is formed in
upper ocean layer. That’s why one of the serious problems is the
interpretation of viewing chl-a increasing from satellite. Two
synchronous processes are worked: phytoplankton layer upward and
phytoplankton growth. To decide this problem it is necessary to analyze
time distribution of chl-a and SST changes and analyze ocean color at
different wavelengths.
Taking into account all listed above problems analysis was done
by the following steps.
1. Only those sea areas were considered where wind speed is
more than 15 m/s during TC passage. Each sea area should influenced
by single tropical cyclone.
2. SST and chl-a data were accumulated for -30 to +30 days from
TC passage. Seasonal changes were calculated for all selected sea areas.
3. Differences between mean value of chl-a and SST, C and
T , accumulated for 2-10 days after TC and 2-10 days before TC were
calculated. If final dataset were less than 33 pixels or 2673 km2 than
such sea area is excluded from the following analysis.
4. Time analysis of TC influence was done in floating window ±1
day with one day step. Differences, C~
and T~
, between the values
accumulated in the window and the values accumulated in 4-
10 days period before TC were calculated.
So 1389 sea areas were selected for correct analysis of chl-a
changes and 1412 regions for SST analysis. Total quantity of TC which
satisfies listed above conditions was 130.
114
[Figure 1 here]
Figure 1. Spatial distribution of tropical cyclones from 1951 to 2012
years in the north-western Pacific region.
Results and discussion
The results of chl-a and SST changes analysis are presented in
the Fig. 2 and the Fig. 3, corresponding. Significant increasing of chl-a
and decreasing of SST are observed. In 81% regions chl-a is increased,
in 76% SST is decreased. Most probable change of chl-a is +18%, SST
is -3%.
[Figure 2 here]
115
Figure 2. Relative changes of chl-a in the north-western Pacific
due to TC influence in 1979-1986 and 1996-2010 periods. (а)
Probability distribution function. (b) Cumulative distribution function.
[Figure 3 here]
Figure 3. Relative changes of SST in the north-western Pacific
due to TC influence in 2002-2010 periods. (а) Probability distribution
function. (b) Cumulative distribution function.
Chl-a and SST changes in time presented in Fig.4. Bloom of
phytoplankton is started at 2-4 day after TC passage and is continued
about 2 weeks.
[Figure 4 here]
116
Figure 4. Mean time series of chl-a in 1979-1986 and 1996-2010 (a) and
SST in 2002-2010 (b) in the north-western Pacific.
Thus increasing of chl-a and decreasing of SST is significant, but
there is still open the following question. Upward of phytoplankton or
phytoplankton growth is observed from satellite? Here it is necessary
take in mind that even if phytoplankton concentration not increased due
to cells growth, the efficiency of photosynthesis and CO2 uptake usually
should increase due to phytoplankton layer upward because of more
light utilized by phytoplankton except the cases when extra light can
have negative effects. So in any case TC should stimulate
bioproductivity of seawaters. In order to estimate what part of observed
increasing chl-a are caused by phytoplankton growth, the time series of
chlorophyll-“a” and temperature was analyzed in the Fig. 4. It is seen
that they quite similar. But temperature changes are observed a little
earlier, and the phytoplankton increasing more wide in time. So we use
difference between chlorophyll-»a» and temperature relative time series
to estimate the weight function characterize phytoplankton growth. The
result estimation of the increasing of phytoplankton due to cells growth
is presented in the Fig. 4a as black dashed line. The integral by time
gives +46% value.
So, estimation of mean chl-a changes influenced by TC is
obtained. Quantity, position, time and square of considered TC are also
known. If climate data for initial values of chl-a before TC and mixed
layer depth will be used, it is possible to estimate additional value of
chlorophyll-“a” which take part in photosynthesis in year due to TC in
117
the north-western Pacific. There is about 1 Pg of chlorophyll-“a”. Of
cause it is very roughly estimate.
Conclusion
Thus, chlorophyll-“a” concentration increase in 81% of analyzed
data, SST decreases in 76%. The most probable change of chlorophyll-
»a» concentration is +18% and of SST is -3%. Growth of phytoplankton
cells is observed at the 2nd-4th day after TC passage and continues
about 2 weeks. Total influence of TC on productivity of north-western
Pacific is additional phytoplankton cells with 1 Pg of chlorophyll-»a» in
a year.
Acknowledgements
The work was done with the support of Russian Foundation for
Basic Research, grant number № 12-05-31166 mol_a.
118
REFERENCES
1. Babin S.M., Carton J.A., Dickey T.D., Wiggert J.D. Satellite evidence of
hurricane-induced phytoplankton blooms in an oceanic desert // J.
Geophys. Res. 2004. V. 109. P. C03043. doi:10.1029/2003JC001938.
2. Hanshaw M.N., Lozier M.S., Palter J.B. Integrated impact of tropical
cyclones on sea surface chlorophyll in the North Atlantic // Geophysical
Research Letters. 2008. V. 35, № 1. P. L01601.
doi:10.1029/2007GL031862.
3. Emanual K.A. Increasing destructiveness of tropical cyclone over the
past 30 years // Nature. 2005. V. 436. P. 686-688.
4. Behrenfeld M.J., Falkowski P.G. A consumer's guide to phytoplankton
primary productivity models // Limnology and Oceanography. 1997. V.
42. P. 1479-1491.
5. Chen-Tung Arthur Chen, Cho-Teng Liu, Chuang W.S., Yang Y.J., Fuh-
Kwo Shiah, Tang T.Y., Chung S.W. Enhanced buoyancy and hence
upwelling of subsurface Kuroshio waters after a typhoon in the southern
East China Sea // Journal of Marine Systems. 2003. V. 42, № 1-2. P. 65-
79.
6. Shiah F.K., Chung S.Y., Kao S.J., Gong G.C., Liu K.K. Biological and
hydrographical responses to tropical cyclones (Typhoons) in the
continental shelf of the Taiwan Strait // Cont.Shelf Res. 2000. V. 20. P.
2029-2044.
7. Feldman G.C., McClain C.R. Ocean Color Web, Reprocessing 2011,
NASA Goddard Space Flight Center. 2011.
http://oceancolor.gsfc.nasa.gov/
8. McClain C.R., Feldman G.C. and S.B. Hooker. An overview of the
SeaWiFS project and strategies for producing a climate research quality
global ocean bio-optical time series // Deep Sea Res. II. 2004. V. 51. P.
5-42.
9. Yamaguchi M. and Komori T. Outline of the Typhoon Ensemble
Prediction System at the Japan Meteorological Agency. RSMC Tokyo-
Typhoon Center Technical Review. 2009. № 11. P. 14-24.
119
COMPARISON OF DOCKWORKERS ESTIMATE
METHODS
Lyubov V.Terentyeva, P.N. Fedoskova
Authors review some methods of dockworker quantity calculation
and their comparative analysis and give results of this calculation
depending on work scale and intensity of ships processing.
Key words: sea port, dock engineers, dockers-machine operators,
longshoremen, stevedores, docker quantity calculation methods
Dockers-machine operators or just dockers compose a basis of a
workforce of a seaport; a category of port workers, conducting mainline
work and affecting the results of a seaport operations. Dockers fulfill
loading-unloading operations on the transshipment facilities of a seaport
when processing vessels and adjacent types of transport, as well as some
auxiliary and inland (out of port) works.
There are various methods of dockers quantity calculation depending on
some criteria. One of the methods allows to make the dockers estimate,
depending on amount of work, both for uniform goods entry, and for
peak turnover of the port, i.e. for a month of maximum load [1].
In accordance with this method, the average annual listing quantity of
workers in composite teams Nсрбк necessary for development of scope of
freight operations during the even port workload is determined by the
formula:
Nсрбк = ∑(Qj×Kнп)/(F×Ppj), (1)
where Qj - annual cargo amount handling according to the jth process
scheme, t;
Kнп - coefficient taking into account the extraworks to the performance
standards made by the composite team workers; Kнп = 1.05 - 1.3 (for
further calculations Kнп =1.05);
F - standard annual working time fund per a worker of a composite team
or a shift (standard F=250 shifts) [1, p.205];
120
Ppj – worker’s output rate operating at the jth
process scheme,
t/employee-shift.
In accordance with this method, to ensure service package for
vessels handling at berths, the number of workers of the composite
teams need to be added the number of auxiliary personnel Nс всп. р (for
further calculations it is Nс всп. р = 0.15 x Nсрбк), as well as ones working
outport, including the labour pool to ensure the operation of the port in
the month of maximum load.
The second method shows the calculation of the number of
dockers for ship works depending on mentioned intensity of ships
processing (for specified number of process lines Nтл) and for railcar
works. When calculating the estimate of dockers for the railcar works it
is necessary to take into account the warehousing operations, not related
to vessels processing, as well as outport and auxiliary works that
dockers-machine operators may be involved to.
The quantity of dockers for the ship work is determined by the
equation [2]:
Eрсуд
= Nпр×Nтл×nр×nсм×Kсп, (2)
where Nпр – number of berths, which are interchangeable in terms of
workforce variation;
Nтл – estimated number of process lines for the ship processing;
nр – number of workers in the process line for vessel processing, average
weighted by the goods share and the transit coefficient (Ктр);
nсм – the number of working shifts in the port;
Kсп – workers list factor taking into account the excess of the authorized
quantity of workers over the one without preliminary arrangement
(workers list factor is defined as ratio of the port navigation period in
days, Тн to the working time of one docker F (for calculations Kсп =
1.46).
The quantity of dockers for ship works is to be increased by the
number of dockworkers for railcar works (not related to the vessels
processing), calculated with the volumes of works and including a
coefficient Kвс (accepted that Kвс =1.2), providing the increased amount
121
of works in connection with the fulfilment of the outport and auxiliary
works (see the Equation 3), [2]:
Eрваг
=∑(Qj ×прj ×Kсп× Kвс)/(Тн×Pсмj), (3)
where прj – is the quantity of workers in the process line for the jth
process scheme, pers.;
Pсмj – shift productivity of a process line for the jth
process scheme,
t/shift. Value Pсмj is equal to the complex production rate (CPRj).
There are also optimization methods to determine necessity in
dockers such as grapho-analytical ones [2] or queueing theory based
methods that allow to estimate the specified amount of dockers in which
total losses from vessels idle time caused by lack of dockers and from
idle dockers due to lack of vessels at berths are minimized.
Dockers quantity optimization can be also done using in the
Equation 2 the optimal amount of process lines for vessels processing. In
turn, the optimum number of process lines for vessels processing is
determined by solving an operational task, which in brief is as follows.
Arriving ships can be processed in the port by different number of
process lines, which amount can vary from a minimum value that is
necessary for fulfillment of vessel processing in fixed time limits, upto a
maximum possible value that counting some restrictions imposed by
ships and shore. Increasing number of process lines causes the growth of
vessel processing intensity and berth cargo capacity. This, in turn,
reduces the berthage space needs, specifically allows to decrease berths
occupancy and a coefficient of berth time usage. And, therefore, it
creates preconditions for attraction of additional cargo traffic with the
same production capacity. Growth of vessels processing intensity leads
to reduction of their idle time and cost reductions for the fleet. On the
other hand, during the same quantity of berths (without regard to the
time coefficient of berth use for limited purpose or ad-hoc berths) the
growth of vessel processing lines causes increase of the port costs. The
task is that for a given amount of cargo works, expected type of vessel
and current traffic pattern to determine the optimal quantity of vessels
processing lines that would ensure cargo transshipment with minimum
costs for the "port - fleet"complex. The objective function of the task is
122
the minimum of the total overhead costs for the both port and fleet
related to a certain amount of work, which are calculated by the
following equation:
П = Пп + Пф ―> min (4)
where Пп – is the overhead costs shown for the port and associated
with the development of a given cargotraffic in thousand rubles;
Пф – is the overhead costs for fleet for the time of vessels moorage in the
port in thousand rubles
The quantity of the process lines corresponding to the minimum of
the overhead costs is the basis for determination of the optimal technical
resources of the transshipment complex such as berths, cargo-handling
equipment, and also for calculation of the optimum docker needs.
Numerous calculation results in the term projects show that the
optimal number of the process lines is usually equal to their maximum
possible value, calculated with the restrictions imposed by ships and
shore. This value is generally equal to or even exceeds the number of
ship’s hatches considering their appropriate sises. Quantity of dockers,
calculated on basis of process lines optimal amount required for vessel
processing, considerably exceeds the required number of dockforce
calculated for the defined scope of work. Moreover, practice of vessels
processing in seaports usually provides 1-2 cargo handling process lines
organization that is sufficient for vessel processing within specified time
limits.
The purpose of this article is to compare the specific example of the
dockers estimate to fulfil the specified scale of works (the first method)
with the number of dockworkers assigned to the ship and railcar
handling works (the second method), to find out an amount of the
process lines, which particularly corresponds to the number of
dockworkers, calculated in accordance with the specified amount of
work.
Conformity verification of the dockworkers quantity, calculated by
different methods, was performed using the particular example for the
specified amount of cargo handling of 275 thousand f-t, Ктр = 0.2, two
categories of goods and their share in cargo handling I-30 (30%) and K-
250 (70 %), as well as technological process parameters for the selected process schemes of cargo transshipment and the specified ship “Rostok”
(Table 1).
Table 1
123
Initial data for docker quantity calculation
Cargo
classification
rating
Process schemes
CPR,
t/shift
Arrangement
and quantity of
dockers
Processing
rate,
t/pers-shift
Я-30 Hold-crane-
railcar (погр.2)
115 5+2+2/2=11 10.4
Hold-crane-
berth-погр.(2)-
warehouse by
pallets
160 6+2+1+2+1= 12 13.3
Warehouse by
pallets - loader
(2) - railcar
101 1+2+5=8 12.6
К-250 Hold-crane-
railcar (погр.2)
125 5+2+2/2=11 11.4
Hold-crane-
berth-погр.(2)-
warehouse by
pallets
162 5+2+2+2+1=12 13.5
Warehouse by
pallets - loader
(2) - railcar
106 1+2+4=7 15.1
Parameters for the process schemes are selected from the collection
«The common complex production rates and time limits for loading-
unloading works performing in ports».
As shown in the Table 2 for a different number of process lines Nтл
from 1 to 5 we calculated the values of the pure intensity of vessel processing Mc (t/ship-hr), the daily berth capacity Псут (t/day), the
necessary quantity of berths for the specified scopes of cargo works Nпр
and the number of dockers on ship works Ерсуд
and railcar works Ерваг
, as
well as their total value Eр .
Table 2
The number of dockers for the ship and railcar works
124
Nтл Мс Псут Nпр Кисп Eрсуд
Eрваг
Eр Eрксуд
Eрк=0,7
1 18,9 442,9 3,34 0,835 173 75 248 122 197
2 37,9 863,8 1,71 0,855 177 75 252 124 199
3 56,8 1264,0 1,17 0,585 181 75 256 127 202
4 72,0 1570,9 0,94 0,94 194 75 269 136 211
5 80,8 1744,5 0,85 0,85 219 75 294 154 229
The number of dockworkers for the ship works Eрсуд
is calculated
in accordance with the coefficient of berths time occupancy Кисп,, which
is the ratio of the fractional calculated value of the required number of
berths to the round integer value.
The average annual listing dockers strength, calculated for the
specified scope of works, includes longshoremen from composite teams
required for the defined scale of work Nсрбк =155 persons, auxiliary
workers (Nс всп. р = 24 persons) and outport workers including the reserve
of workers in peak periods. It should be noted that the outport workers
estimate Nр вп depends on the coefficient, counting the share of the
outport works attributable to the vessels processing operations Квп = 0.2
– 0.5. For this problem the value of Nр вп may be from 9 to 14 persons.
Then the total average annual listing dockers strength, calculated for the
specified scope of works Nсрб is from 188 to 193 persons.
Comparison of the obtained calculation values of Eр and Nсрб,
which are within 248 – 294 and 188 – 193 persons respectively, as well
as analysis of the formulae suppose that considerable difference in the
number of dockers, obtained by various methods is explained by the fact
that in accordance with the Equation 2 the number of dockworkers is
counted for continuous round-the-clock vessels processing on the
defined amount of process lines. Actually, busy condition of universal
berths for vessels processing is to be 60-70 % of the berth time budget
and in design calculations is regulated by a coefficient of berths engaged
in vessels processing within a month Кзан =0.6-0.7. Estimating the
quantity of berths necessary for evaluation of the dockworkers amount
for ship works according Equation 2, Кзан is accepted as 0.7.
125
The last column of Table 2 presents the number of dockworkers on
ship and railcar works Eрк =0.7 that calculated with regard to the ship
work dockers amount factor Кзан = 0.7. Comparison of the value Nсрб
=188-193 persons (the first method of calculation) with the values of Eрк
=197-229 persons, found out by the second calculation method, shows
the highest compliance with 1-2 vessel processing lines (Figure 1.)
Thus, when comparing the results of dockers quantity estimation
made by two abovementioned methods, it is possible to make the
following conclusion. The number of dockers, calculated from Equation
2, 3 (for ship and railcar works), particularly corresponds to the average
annual amount of dockworkers, calculated for the specified scale of
works (Equation 1) for vessels handling at one to two process lines and
if additionally using in the Equation 2 the such coefficients as berth time
occupancy Кисп and berths engagement in vessels processing Кзан. With
the correction coefficients for dockers quantity calculation for ship work
Equation 5 may be used:
Eрсуд
= Nпр×Nтл×nр×nсм×Kсп × Кисп ×Кзан (5)
170
180
190
200
210
220
230
240
1 2 3 4 5
Число технологических линий
Чи
сл
ен
но
сть
ра
бо
чи
х
N
E
Figure 1. Dependence of the dockers’ quantity from the amount of
process lines (E) and scale of works (N).
REFERENCES
126
1. Руководство по технологическому проектированию
морских портов, ч. I и II. РД 31.3.01.01-93. – М., 1993. (Russian.)
[Rukovodstvo po tekhnologicheskomu proyektirovaniyu morskikh
portov, ch. 1 i 2. RD 31.3.01.01-93. – M., 1993.] Guide for seaports
technological design in 2 parts. 1993. Moscow.
2. Фролов, А. С. Организация, планирование и технология
перегрузочных работ в морских портах [Текст]: учебник / А. С.
Фролов, П. В. Кузьмин, А.В. Степанец. – М.: Транспорт, 1979.
(Russian.) [Frolov, A. S. Organizatsiya, planirovaniye i tekhnologiya
peregruzochnykh rabot v morskikh portakh [Tekst]: uchebnik / A. S.
Frolov, P. V. Kuzmin, A.V. Stepanets. – M.: Transport, 1979.] Frolov,
A.S. 1979. Organization, planning and technology of transshipment
operations at seaports: a tutorial. Moscow: Transport.
127
HISTORIC ORIGIN OF EAST SEA OF KOREA
AND CRIMINAL CHARACTER OF YAVING
MARKED “SEA OF JAPAN”
Dr. Hwang Myong Chol,
The article explains on the basis of some historical documents that
designation of East Sea of Korea as “Sea of Japan” is the criminal
product of the Japanese invasion and colonial rule over Korea in the
past and a violent distortion of the historical facts.
The text of article is published unchanged as it was compiled by the
Author with expressions, citations and English variants of geographical
names used in Democratic People’s Republic of Korea. So, the most
widely known form of “Tok Islet” is “Dokdo Island”.
Keywords: East sea of Korea, Japan, maps, Europe, history and
geography, Pacific Ocean
The East Sea of Korea was marked as the East Sea by the Korean
people from the earliest period and called by them for several thousands
of years. After the “Meiji Restoration,” Japan’s policy to occupy Korea
was accelerated step by step. Coincided with it, Japan distorted and
fabricated the East Sea of Korea into “Sea of Japan.” In 1929 it enlisted
“Sea of Japan” instead of the East Sea of Korea on the International
Hydrographic Organization by abusing the position as a suzerain
country. As a result, the East Sea of Korea was unreasonably changed
into the “Sea of Japan.”
Nevertheless, after the World War II Japan who availed itself of
the US imperialists’ aggressive policy against Korea ceaselessly moved
to deprive the Tok Islet with ambition for territory while resorting to
anti-Republic hostile policy instead of apology and reparation for its
128
colonial rule in Korea, and at the same time insisted on marking the East
Sea of Korea as the “Sea of Japan.”
1. “East Sea” has a long history
President Kim Il Sung said.
“The Japanese imperialists had a monopoly over scientific,
educational and cultural establishments, through which they tried to
destroy our national traditions, language, consciousness and pride.”
The Korean people who had a high art of navigation from early
period pioneered the East Sea of Korea and actively developed it. In this
process they possessed the Ullung Island and the Tok Islet and launched
out to the islands of Japan.
“East Sea” is a name of Korea’s sea which was marked by the
Korean people in the earliest period and called for several thousand
years.
The Korean nation and other several nations lived in the coastal
areas and islands around the East Sea of Korea. However, the Korean
nation, the Korean people exploited the sea in their region and marked it.
While exploiting the East Sea of Korea from the ancient period,
the first period of human civilization the Korean people massively
launched out to the islands of Japan, giving big influence to the
development of her history, built dolmen on the Ullung Island and
before the beginning of the 6th
century established a country called
Usanguk whose ruling realm was the Ullung Island and the Tok Islet.
In this process the Korean people had deep knowledge and
understanding of the East Sea of Korea and marked it as the “East Sea.”
The mark of the “East Sea” which had begun to be called from the
period before the Three Kingdoms was fixed and continuously used as
the name of Korea’s east sea until the end of the Korean feudal dynasty.
“Samguksagi” (real records of three kingdoms), the oldest
history book of Korea (Total 50 vols, edited in 1145) carries an episode
about the building of Koguryo.
According to it, there was a kingdom of Puyo, the predecessor of
Koguryo. Aranbul, vassal of Puyo’s king, received a divine message. It
says. …I will get my descendants to build a country here in the future.
So you must escape this place. There is a land on the coast of the East
Sea and it is called Kasopwon. The soil is fertile for cereals and it is
129
possibly deserved to select it as a capital. … He advised the king to move the capital into Kasopwon and called it the kingdom of East Puyo.
The episode of building East Puyo is immediately the one of
building Koguryo. Koguryo was built in 277 B.C. It means that Korean
people called today’s East Sea of Korea the “East Sea” from over two
thousand years ago.
“Samguksagi” carries over 10 articles about the East Sea such as
the facts that Kojuri, a man who lives in the East Sea coast presented a
whale in 47, that the head of a valley on the coast of the East Sea
presented a red tiger in 107 and that, a man from the coastal area of the
East Sea presented a beautiful lady in 245, etc.
Mark of the East Sea was found not only in “Samguksagi” but also
in “Samgukyusa.” “Samgukyusa” is a history book of three kingdoms
with 5 vols and 9 chapters written by Koryo monk Il Yon (1206-1289) in
the 13th
century. It is one of the oldest and precious heritages among the
documents existing in Korea along with “Samguksagi.”
“Samgukyusa” carries an article. According to it, Yonorang and
Seonyo went to Japan in 157, 4 years after Adalla, the 8th
king of Silla
had come to throne. The article began with a sentence which writes that
a couple, Yonorang and Seonyo lived on the coast of the East Sea.
“Samgukyusa” also carried over 10 articles about the East Sea.
There are words “East Sea” also on 8th
line of the 3rd
side of the
monument to the tomb of famous Koguryo king Kwanggaetho (built in
412).
It proves that the Koguryo people called the eastern sea of their
country the East Sea in 412.
The East Sea of Korea was pioneered by the Korean people from
the ancient period. They discovered the Ullung Island and the Tok Islet
while pioneering the East Sea by freely using developed ships and high
art of navigation.
The fact that the Korean people pioneered the East Sea can be
known in the remains of the ancient Korea and the old documents and
data discovered in Japan. It is clear that it was impossible for Korea to
launch out to Japan without pioneering the East Sea. It is well known
that lots of remains of the Koguryo, Kaya and Silla period were
distributed in Ismo (today’s Simane Prefecture), Hokki (today’s Tottori
Prefecture) and the Noto peninsula. Like this, the Korean people
pioneered the East Sea and disseminated their culture in Japan. The
130
typical is the episode on “Yonorang and Seonyo” written on ‘Samgukyusa” (Vol. 1). The episode tells that the Korean people went to
Japan across the East Sea of Korea.
As mentioned above, the East Sea had been called by the people of
ancient Korea from several thousand years ago.
The East Sea is the mark of geological name of the eastern sea of
Korea.
Mark of the East Sea was used by the Korean people in the periods
of ancient and the Three Kingdoms and in the whole period of the
Middle Ages. It was proved by “History of Koryo”, “Real Records of
King Sejong”, “Sinjungdonggukyojisungram” (geography of Korea
feudal dynasty edited in the 16th
century), “Jungbomunhonbigo” (history
and geography of Korea feudal dynasty edited at the beginning of the
20th
century), successive real records of Korean feudal dynasty and other
history and geography books edited by the Korean feudal government.
All of them have marks of the East Sea.
In his book “Jibongryusol” (Jibong’s Theory-Jibong is Ri’s pen
name), Ri Su Gwang, a realist scholar wrote in the 17th
century that the
Ullung Island and the Sambong Island are located in the middle of the
East Sea. In his book “Thaekriji” Ri Jung Hwan, a realist scholar wrote
in the middle of the 18th
century that 9 sub-counties of Ryongdong are
on the East Sea. “Jungbomunhonbigo” edited in 1908 has mark of the
East Sea on several pages. It names the seas of the peninsula on three
sides as the East Sea, the West Sea and the South Sea and explains them
independently.
So is the case of the maps.
“Phaldochongdo” carried in “Sinjungdonggukyojisungram” edited
and published in the 16th
century has marks of the East Sea as well as the
West Sea, the South Sea and “Josonilbonryukyugukdo”, a map which
was published in the end of the 18th
century also marked the East Sea on
the correct position.
“Sea of Japan” appeared several thousands of years after the
appearance of the “East Sea”. It was not the name of the today’s East
Sea of Korea but the name of the sea on the coast of the Pacific Ocean.
By nature, the name “Japan” was appeared in the 7th
century.
“Samguksagi” of Korea and successive history books of China
called the islands of Japan Wae meaning dwarf and the people who live
in them Waein meaning dwarfs.
131
They called their country Wae meaning dwarf for a long time even
after they established a unified country in the 6th
-7th
century.
In 670 they changed Wae into Japan. “Samguksagi” (Vol. 6, in
King Munmu 10, 670) said Wae changes its name into Japan because,
according to it, it is located near the place where the sun rises. The
Chinese history book “Kudangso” has many chapters. Title of one
chapter among them is “the east is Wae.” According to its record, Japan
means a country near the sun or some people say that Wae sounded not
beautiful and they disliked their name, so changed it itself.
As seen above, the name “Japan” appeared in 670, that is the 7th
century. There is a considerable difference between the name “Japan”
and the names “Korea”, that has 5 000-year long history, “Koguryo” and
“Koryo.” Though the name “Japan” appeared in 670 instead of “Wae,”
Korea and China had never called it ‘Japan” but still called it Wae. The
fact that there were Waegu meaning Japanese pirates in history is the
example. Mark of “Sea of Japan” appeared from the beginning of the
19th
century and its location was not the East Sea of Korea but the
coastal waters of the Pacific Ocean of the islands of Japan.
The maps of Japan made in 1727 by Kemper, a man of the
Netherlands and others and in 1752 by Bering marked the coastal waters
of the Pacific Ocean, the eastern side of the islands of Japan as the “Sea
of Japan” and the sea, the western side of the islands of Japan as the
“Sea of Korea.” A book “Sea of Great Japan” which was published in
1942 introduced 15 pieces of map which marked the “Sea of Japan” on
the coast of the Pacific Ocean. It wrote that today’s Pacific Ocean was
marked as the “Sea of Great Japan”, “Sea of Japan” and “East Sea of
Japan” in the period of the Edo shogunate period and it was a fashion
to mark today’s “East Sea of Korea” as the “Sea of Korea” at the
beginning of the Meiji period. The beginning of the Meiji period was
from 1868 to the 1870s. It was because the then Japanese people
considered the East Sea of Korea as Korea’s sea and the waters on the
coast of the Pacific Ocean as Japan’s sea.
2. “Sea of Japan” is a criminal product of Japan’s policy to
occupy Korea and colonial rule
132
The East Sea of Korea was widely used as the “Sea of Korea”
when the capitalist powers in Europe and the US began to make inroads
into the East Sea of Korea in the modern period.
Japanese astronomer Kakeyas Takahashi (1785-1829) marked the
eastern sea of Korea as the “Sea of Korea” on the map
“Ilbonbyongyeryakdo” published in 1809. Hoshyu Katsragawa (1751-
1809) did the same on the “Asian Map” published in 1794.
“Sinjongmangukjondo”, a bronze map published on the basis of
the map of Europe in 1810 by the authority of the Tokukawa shogunate
also marked the eastern sea of Korea as the “Sea of Korea” and the sea
on the side of the islands of Japan of the Pacific Ocean as the “Sea of
Great Japan.” In addition, “Daeilbon yonhaeyogangjondo” published in
1854 with a map published in foreign countries as a reference and
“Mangukjondowongi”, a globe manufactured by Japanese geologist
Pokushen Numajiri (1774-1856) marked the eastern sea of Korea as the
“Sea of Korea.”
Not only Japan but also several countries of the world including
Europe marked the eastern sea of Korea as the “East Sea” or the “Sea of
Korea.”
“Barand Map” in the “Records of Visit to Mongolia” written in
1247 by Karperni, Italian and the “World Map” published in 1507 by
Marenwald Simuilli marked the eastern sea of Korea as the “Sea of the
Orient.” Because the south eastern sea of China was also called as the
East Sea, it seemed to mark the eastern sea of Korea as the “Sea of the
Orient” in order to distinguish from the former.
The world including Europe gradually called the eastern sea of
Korea as the “Sea of Korea” or the “Sea of Koryo” since around the
beginning of the 17th
century.
The “Asia Map” published in 1615 by Portugal and other maps
published before the 20th
century by many countries of the world such as
Italy, UK, France, the Netherlands, Russia and US marked it as the “Sea
of Korea” or the “Sea of the Orient.”
“Gulliver’s Travels”, the famous book of Swift marked the eastern
sea of Korea as the “Sea of Korea” and “Britanica” edited by the UK in
1771 also made it clear as the “Sea of Korea.
In 1870 after the “Meiji Restoration” Japan began to exploit the
sea. Before that, in the Medieval Ages, the Kurils (Tsishima in Japanese) and Sakhalin were explored by Tokunai Mogami (1754-1836)
133
in 1786 that is the Edo shogunate and the so-called Mamiya Straits was
explored on the basis of data on Sakhalin and the Siberian Province,
Russia explored by in 1808 by Rinjo Mamiya (1775-1844). Accordingly,
the Japanese people who had no deep knowledge on the eastern sea of
Korea customarily called it the “Sea of Korea.”
However, after the “Meiji Restoration” Japan’s ambition for
aggression and policy to occupy Korea became naked step by step.
Coincided with it the “Sea of Japan” gradually began to move towards
the west.
As is well known, Japan’s invasion of Korea started in the latter
half of the 19th
century when the “theory of the conquest of Korea” came
to the fore and after the “Kanghwado Treaty” was fabricated by Japan.
Japan’s invasion of Korea entered on an active stage with the Sino-Japan
war in 1894 and Russia-Japan War in 1904 as an opportunity. Korea was
colonized by the “Ulsa 5 Treaty” in 1905 and its territory annexed to
Japan completely in 1910.
After the end of the 19th
century Japan changed the mark of the
East Sea into the “West Sea of Japan”, “Sea of Korea and Japan” and
“Sea of Japan”. Mark of the country was also changed from the
traditional “Corea” into “Korea” and the latter was fixed in 1910. The
Tok Islet was changed into “Takeshima.” Japan decided to possess the
islet as her territory in 1905 when the “Ulsa 5 Treaty” was fabricated by
force.
When the Japanese imperialists began to invade and occupy
Korea, they changed the mark of the “Sea of Korea”, which had been
traditional in the old maps of Japan, into the “Sea of Japan,” the words
“Sea of Korea” were disappeared and only the mark of the “Sea of
Japan” was allowed in all maps and publications of Japan.
The Japanese militarists themselves recognized it.
In the “Japan Marine Magazine” issued in 1893, militarist
Sekizawa insisted the active launch into the East Sea of Korea while
saying that, since Japan had already had such official mark as the “Sea
of Japan,” she could have the marine authority over it. In the Pacific war
period the Japanese political and military authorities insisted to rename
the Pacific Ocean into the “Sea of Great Japan” and clamoured that it
was also possible to mark the Pacific Ocean and the Indian Ocean as the
“Sea of New Japan” in accordance with her occupying of the broad areas
of the Pacific Ocean.
134
It clearly shows the details and real intention of Japan who moved
the “Sea of Japan” toward the territorial waters of the East Sea of Korea.
Entering the 1920s when the marking of seas was standardized on
an international scale, Japan officially enlisted the “Sea of Japan”
instead of the East Sea of Korea by abusing her position as a suzerain
country. As a result, the “Sea of Japan” became the international
standardized mark of the East Sea of Korea, which was an absolutely
unjust and abnormal event.
Since the occupation of Korea and colonial rule by Japan was
completely illegal and criminal, it is of no need to talk about the mark of
the “Sea of Japan.” Historical facts tell that the “Sea of Japan” was
fabricated by the colonialists and began to use when Japanese
imperialists began to invade Korea and forced to use it in their colonial
rule, which is a criminal result of expansion policy by Japanese
militarists.
That is why the “Sea of Japan” becomes not only a cursed name
where the bloody and criminal history of colonization that forced big
misfortunes and miseries to the Korean and Asian people was condensed
but a synonym of aggression that indicates a breathing ghost of
militarism.
Nevertheless, the Japanese reactionaries are saying that the “Sea of
Japan” is a historical mark used for more than 200 years and that if it is
changed, big confusion will be caused because the “Sea of Japan” is
marked on almost all of the maps which are being used in the world at
present. They rejected even the proposal on marking as the “East Sea-
Sea of Japan.” They only insisted the single mark of the “Sea of Japan.”
Mark of the East Sea of Korea should have been restored when
Korea was liberated but it is still used even now when far more than half
a century passed since the Japanese imperialists were defeated. It is a
tragedy of history, an unbearable mockery for the fair public opinion of
the world and conscience of humankind and an indelible double crime
for the Korean people who suffered from indescribable miseries and
pains due to the colonial rule by the Japanese imperialists.
Japan should immediately get rid of the anachronistic mode of
thinking with the correct stand and attitude toward the history of her past
crimes and stop at once her move to insist the mark of the “Sea of
Japan.”
135
REFERENCES
1.삼국사기
Samguksagi (the history of the Three Kingdoms-Kokuryo,
Paekje, Silla), 50 volumes, 1145 A.D.
2.삼국유사
Samgukyusa (the history of the Three Kingdoms and anecdotes of
Buddhist Monks), 5 volumes, 13C A.D
3.고려사
Koryosa (the chronological history of the Feudal Koryo Dynasty),
written by Kim Jong So and Jong Rin Ji
4.세종실록
Sejongsilok (the true records of the Sejong Dynasty)
5.조선봉건왕조실록
Josonbongonwangjosilok (the true records of Feudal Joson
Dynasty)
※ Joson = Korea
6.세계지도
ATLAS / World Map, written by Mazenwalde Simily, 1507 A.D
7.대영백과사전
Encyclopedia of Great Britain, 1771 A.D.
8.일본수산잡지
Japanese Magazine of Marine Production, 1893 A.D.,
Japan
1.로동신문: Rodong Sinmun, 11 July 1997 / 02 August 2000
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136
ARTICLE ABSTRACTS IN RUSSIAN
Аннотации и ключевые слова
Анисимова Галина Васильевна
ПРИНЦИПЫ ФОРМИРОВАНИЯ КОРПОРАТИВНОЙ
КУЛЬТУРЫ МОРСКОГО ЭКИПАЖА
Статья посвящена вопросам корпоративной культуры. В
статье говорится об изменениях во внешней и внутренней среде
организаций, которые вызвали интерес к такому явлению, как
корпоративная культура. Перечислены общие принципы
формирования корпоративной культуры, которые являются
базовыми и для культуры морского экипажа, деятельность которого
определена специфическими условиями. Подчеркивается
необходимость воспитания корпоративного духа как важного
фактора эффективной работы экипажа. Рассматривается несколько
направлений в работе капитана и его помощников,
способствующих созданию корпоративного духа: формирование
видения (философии) экипажа и благоприятного социально-
психологического климата на судне, создание и совершенствование
языка коммуникаций.
Ключевые слова: корпоративная культура, внешняя среда
организации, внутренняя среда организации, философия (видение)
морского экипажа, корпоративный дух, социально-
психологический климат, язык коммуникаций
Баранникова, Анастасия Олеговна
200-я годовщина Адмирала Г.И. Невельского
В данной статье рассматриваются события из области
культуры и патриотизма, посвященные отмечаемой 5 декабря 2013
года 200-й годовщине со дня рождения Адмирала Геннадия
Ивановича Невельского. Адмирал Невельской был знаменитым
исследователем российского Дальнего Востока, доказал, что
Сахалин является островом, открыл вход в устье реки Амур и
основал здесь военный пост. В результате его исследований к
137
России была присоединена обширная и важная в стратегическом
отношении территория. Публикуются также поздравительные
письма от А.Н. Кукель-Краевского, праправнука Адмирала
Невельского и Патриции Полански, библиографа по русскому
направлению, Библиотека им. Гамильтона, Гавайского
университета
Ключевые слова: Адмирал Г.И. Невельской, годовщина,
события из области культуры, Морской государственный
университет им. Адмирала Невельского, Федеральное агентство
морского и речного транспорта
Губенко Татьяна Алексеевна
Эффективность управления судовыми экипажами
Статья рассказывает о принципах формирования и
особенностях функционирования коллектива, действующего в
экстремальных условиях и ограниченном пространстве. Примером
такого коллектива является экипаж морского судна. Раскрываются
способы повышения эффективности работы экипажа, роль его
рядовых членов и руководителей в процессе осуществления
поставленных задач.
Ключевые слова: управление, эффективность, сплоченность,
результативность, потенциал, взаимоотношения, судовой экипаж,
взаимодействие, взамозаменяемость, взаимодополняемость,
взаимоподдержка
И Сан Гюн,
Морская геополитика и картография в наименованиях
морей: название «Японское море» как отражение
империалистической идеологии.
В статье рассказывается об истории и причинах
возникновения географических названий «Восточное Корейское
море» и «Японское море», а также о том, почему второе из них
стало международным стандартным наименованием для водного
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пространства между Кореей и Японией. В настоящее время
Республикой Корея предпринимаются на международном уровне
усилия для восстановления названия «Восточное море», которое
считается там справедливым и обоснованным.
Ключевые слова: геополитика, картография, Корей ское
мор, Японское море, Восточное море Кореи, Mer Orientale, Eastern
Sea, империалистическая идеология, Тихоокеанская война, карты
мира, двойное наименование, Японская империя, экспансионизм,
милитаризм, Dai Nippon
Дыда Александр Александрович
Оськин Дмитрий Александрович
Интеллектуальный контроль с помощью подводных
роботов на основе многоуровневой нейросети
Статья посвящена рассмотрению конструкции систем
управления подводных роботов на основе интеллектуальной
нейросети. Новый алгоритм изучения с помощью
интеллектуального контроллера выводится с помощью метода
определения градиента скорости. Предлагаемые системы
обеспечивают движущую силу робота, близкую к референтным
значениям. Результаты моделирования систем управления
подводных роботов на основе нейросети с показателями и
частичной структурной неопределенностью подтверждают
перспективы и эффективность предложенных подходов.
Ключевые слова: подводный робот, контроль, неустойчивая
динамика, скоростной градиентный метод многоуровневой
нейросети.
Пазовский Владимир Михайлович
Российский морской полгодовой информационный
бюллетень
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Обзор российских печатных и электронных средств
информации, пишущих на морскую тематику, рассказывает об
основных событиях и тенденциях, появившихся и случившихся во
второй половине 2013 года. Представляет интерес для специалистов
и аналитиков, отслеживающих ситуацию в отрасли и готовящих
прогнозы ее развития.
Кузьменко Георгий Васильевич, Панасенко Андрей
Александрович
Дозировка цилиндрового масла в судовых малооборотных
дизелях
Для правильного решения вопроса об оптимальном уровне
подачи цилиндрового масла в судовых МОД необходимы глубокие
и всесторонние инженерные знания всех аспектов большой и
важной проблемы, которые могут повлиять на трение и износ в
цилиндрах. В статье предлагается учитывать в более полной мере
утяжеление и облегчение винтовой характеристики.
Ключевые слова: Малооборотный дизель, лубрикаторы,
частичные нагрузки, нормы расхода цилиндрового масла, винтовая
характеристика, относительный коэффициент пропульсивного
комплекса
Радченко Петр Михайлович
Морской плавучий ветропарк
Прибрежная морская акватория, прилегающая к
промышленно развитым приморским городам, а также районы
шельфовых нефтегазоразработок являются идеальными
площадками для размещения морских промышленных
электростанций, основанных на использовании возобновляемых
источников энергии разной физической природы – ветра, волн,
морских и приливных течений, солнца, разности температур
морской воды.
В статье рассматривается эскизный проект многоагрегатного
плавучего ветропарка на одном общем полупогружном основании-
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понтоне суммарной мощностью 15–30 МВт, разработанный
учеными МГУ им. адм. Г.И.Невельского. Такой вариант
размещения ветроэлектростанции обладает рядом преимуществ, в
том числе по диапазону приемлемых погодно-климатических
условий, удобству обслуживания и по критерию стоимость –
эффективность.
Keywords: энергия ветра, полупогружная ветроферма,
ветровые установки, защита ото льда, понтонные поплавки,
подводный кабель
Салюк Павел Анатольевич, Голик (Ластовская) Ирина
Анатольевна, Стёпочкин Игорь Евгеньевич
Использование средств спутникового дистанционного
зондирования для анализа изменений концентрации
хлорофилла – «а» во время прохождения тропических циклонов
в северо-западной части Тихого океана.
Для исследований использованы спутниковые данные по
цвету морской поверхности сканеров CZCS, OCTS, SeaWiFS,
MODIS-Aqua и данные Японского метеорологического агентства,
содержащие траектории тропических циклонов (ТЦ), скорости
ветра и радиусы воздействия на верхний слой океана. Всего данные
позволили проанализировать воздействие 123 ТЦ на изменение
концентрации хлорофилла – «а» на 1389 акваториях в период 1979-
1986 и 1996-2010 гг. и воздействие 135 ТЦ на изменение
температуры поверхности моря в 1412 акваториях в период 2002-
2010 гг. Показано, что повышение концентрации хлорофилла - «а»
зафиксировано в 81% случаев, понижение температуры в 76%.
Наиболее вероятное изменение концентрации хлорофилла - «а»
составило +18%, температуры -3%. Рост клеток фитопланктона
начинается на 2-4 день после прохождения тропического циклона и
продолжается около двух недель. В работе проанализирована
специфика использования спутниковых данных при анализе
изменения концентрации хлорофилла - «а».
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Ключевые слова: хлорофилл-«а», фитопланктон, тропический
циклон, тайфун, ураган, цвет океана, спутник, Тихий океан,
дистанционное зондирование
Терентьева Любовь Васильевна, Федоскова Полина
Николаевна
Сравнение методов расчета численности докеров-
механизаторов
Рассмотрены методы расчета численности докеров-
механизаторов, приведены результаты расчета численности
докеров-механизаторов в зависимости от объемов работ и в
зависимости от интенсивности обработки судов, дан их
сравнительный анализ.
Ключевые слова: морской порт, докеры-механизаторы, методы
расчета численности докеров-механизаторов
Хван Мен Чхоль
«Историческое происхождение названия Восточное море
Кореи и преступный характер его обозначения как Японское
море»
На основании исторических документов статья обосновывает
точку зрения о том, что обозначение «Восточного Корейского
моря» как «Японского» является преступным следствием японского
вторжения и колониального господства над Кореей
Kлючевые слова: Восточное море Кореи, Япония, карты,
Европа, история и география, Тихий океан
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Asia-Pacific Journal of Marine Science & Education
VOLUME 4, No.1 2014
ISSN 2221-9935 (Print)
ISSN 2306-8000 (Online)
Website: http://marinejournal.msun.ru
Registered with the Federal Service for Supervision in the Sphere of Telecom,
Information
Technologies and Mass Communications. Registration certificate PI № FS 77-
44105 of March 09, 2011.
(Свидетельство о регистрации ПИ № ФС 77-44105)
Executive Editor
Vadim Y. Isayev
Published semiannually by
Adm. Neleskoy Maritime State University
(MSUN)
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