The World Maritime University in Malmö, Sweden, is a postgraduate maritime university founded by the International Maritime Organization , a specialized agency of the United Nations. Established by an IMO Assembly Resolution in 1983, the aim of WMU is to further enhance the objectives and goals of IMO and IMO member states around the world through education, research, and capacity building to ensure safe, secure, and efficient shipping on clean oceans.WMU is considered an international university and has been granted the status of a UN institution by its host country, the Government of Sweden. Serving as a center for people of many nationalities to participate in teaching and learning, WMU encourages international co-operation to address international maritime problems and coordinate international action. Programs offered include Ph.D. and M.Sc. degrees in Maritime Affairs. Post-graduate diplomas are offered via distance education in Marine Insurance and Maritime Energy Management. Professional Development Courses and international conferences and events cater to the professional maritime community, as well as the expanding research portfolio.As part of IMO, WMU is an education provider that is independent of any individual national education system, and is not a Swedish institution. WMU is operated for all IMO Member States and is entitled to conduct activities in Sweden under the agreement concluded between IMO and the Government of Sweden and the provisions of the Charter of WMU adopted by IMO for WMU activities in Sweden . Under the provisions of this Charter, WMU has the power to confer degrees in Sweden. It is not on the list of accredited institutions of higher education institutions in Sweden.Alumni of WMU represent 165 countries and numerous graduates hold senior maritime positions as ministers of transport, directors of shipping companies and ports, heads of maritime academies and naval organizations, and many serve as representatives of their home countries at international forums and organizations such as the IMO. With its unique connection to IMO, WMU is an international educational organization for the maritime community, promoting the international exchange and transfer of maritime ideas and knowledge. Wikipedia.
Kitada M.,World Maritime University
Advances in Intelligent Systems and Computing | Year: 2017
Seafaring has been traditionally seen as a male-dominated occupation where women’s participation is extremely low in many parts of the world. In particular, Captains on merchant ships are often found to be men who tend to project a certain authoritative figure in the context of a ship hierarchy. Nevertheless, the representation of women in seafaring jobs has been recently more accepted though still a few. This paper discusses how the notion of leadership on board a ship can be challenged by female Captains and how they have learned leadership and applied in ship operations. Gender issues are an important part of human factors, impacting on crew’s relationship and teamwork under the leadership of a Captain. In this research, seven female and three male Captains were individually interviewed. An inquiry to female Captains and leadership will provide a new source of data for re-thinking human factors in the shipping industry. © Springer International Publishing Switzerland 2017.
News Article | May 23, 2017
The Regional Maritime University (RMU) has chosen REDAVIA, a global market leader of cost-effective rental solar power for businesses and communities, to implement a state-of-the-art solution supplementing the existing power grid and reducing the dependency on diesel generators. This win marks a major milestone for REDAVIA entering Ghana as the first of its West African markets. The seven year contract consists of five containers to be manufactured and commissioned by REDAVIA within the next few months. Each container will deliver 87 kWp and comes as a pre-configured, pre-assembled and fully operational solar farm in an easy to deploy ground-mounted, tent-shaped structure. It will connect into the existing energy infrastructure that currently consists of the national grid and supporting diesel generators. “We have been dependent on diesel generators to supplement an on-grid connection for our campus and this has doubled the cost of electricity tariffs, putting significant strain on our utility budget,” said Prof. Elvis K. Nyarko, Vice Chancellor of RMU. “We have now turned to REDAVIA rental solar power to help reduce the cost of the electricity tariffs and provide the best possible university setting for our students at an affordable cost.” Thanks to REDAVIA solar power RMU is expected to experience significant overall reductions in energy consumption and cost, whilst achieving efficiency gains throughout. The cost for REDAVIA solar power are transparent and affordable, eschewing upfront investment and just basing cost on a monthly rental fee. Once expanded with on-site energy storage, the solar farm will eliminate power grid outages that are currently impacting the University’s operations on a regular basis. In addition, the solar farm also leads to a notable reduction in carbon emissions from a lower consumption of grid power and on-site diesel power. Last but not least, additional cost benefits will stem from net-metering where the solar farm is feeding the electricity surplus back into the national grid. Over and beyond the solar farm implementation, REDAVIA will also support the introduction and establishment of a new educational track around renewable energy, by setting up a Renewable Energy Institute in collaboration with the RMU in Ghana. REDAVIA’s involvement will see ongoing knowledge transfer and staff support to help build the curriculum and practice lab with the aim to educate and prepare African students for engineering jobs in this sector, ensuring an ongoing sustainable development in Ghana. “REDAVIA’s decision to enter the Ghanaian market is based on an ambitious strategy and vision of long-term involvement in the country with the aim to open a local office, hire a local team and transfer German knowledge and technology to Ghana,” said Erwin Spolders, CEO at REDAVIA. Following the initial deployment, the RMU is planning to add energy storage and additional solar containers to their energy mix - now easily scalable - with the aim to become fully grid-independent in the not so distant future. Also, RMU will use the solar farm as a best practice example for other organizations, both within Ghana and within the global World Maritime University structure. The Regional Maritime University (RMU) is an international tertiary institution in Accra, Ghana owned by the Republics of Cameroon, The Gambia, Ghana, Sierra Leone and Liberia. She attained full university status in October 2007 and was launched as such by John Agyekum Kuffour, former President of the Republic of Ghana. The overall objective for its establishment was to promote regional cooperation in the maritime industry focusing on the training to ensure the sustained growth and development of this industry. The RMU is a branch of the World Maritime University, Malmö, Sweden and an affiliate of the University of Ghana in Legon. Find out more on www.rmu.edu.gh. REDAVIA offers rental solar power for businesses and communities – with a regional focus on East and West Africa. The REDAVIA system is based on a pre-configured container model, including high-performance solar modules and high-quality electrical components. It is easy to ship, set up, scale and redeploy. Businesses and communities benefit from a cost-effective clean energy solution without the need for upfront investment or technical skills, supporting the reduction of carbon emissions and increasing the impact on a sustainable society. Find out more on www.redaviasolar.com.
Agency: European Commission | Branch: FP7 | Program: BSG-SME-AG | Phase: SME-2 | Award Amount: 2.89M | Year: 2010
The aim of this project is to design a 3D virtual and interactive team-training software platform to serve the seafarers safety training needs and to meet ECs recent safety requirements, set up for the various maritime industries. The prototype to be delivered will be a distributed, scalable, collaborative interactive simulation environment that will enable training of seafarers. The proposed system will avoid the simulation paradigm where the trainee selects one of a number of pre-set drill-oriented choices at a predictable decision point. Instead, using an interactive games paradigm, the trainees will be able to practice situation and cue assessment, problem diagnosis, decision making and action coordination, proactive response to a critical incident. The realistic 3D virtual replica would enable trainees to act, see, issue commands, cooperate and communicate as if they were physically onsite. The proposed training platform will increase the proper emergency preparedness of the ship crew and will create a highly increased level of safety consciousness. The system will provide maritime training centres with the opportunity to train more efficiently seafarers from the various maritime sectors, thus enabling various stakeholders, i.e. European Shipowners, to meet the strict legislative requirements adopted by EU in regards to maritime safety e.g. the ISM Code. Developing advanced skills and competences among seafarers in relation to emergency responses will enable them to prevent unsafe situations, and prepare for effective actions when incidents occur. This will not only minimize the possibility of business interruption and loss of property, thus reducing the economic loss, but will also have a massive impact on preserving the European marine environment by reducing the oil spills in the sea and most importantly decreasing significantly the chances of sustaining injuries and loss of human life.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2012.4.1-1. | Award Amount: 4.21M | Year: 2012
The CyClaDes project is designed to promote the increased impact of the human element in shipping across the design and operational lifecycle. The project brings together a multi-disciplinary team to focus on all the key steps in the lifecycle; the stakeholders; where the barriers to human element integration occur; and how to best locate, produce, disseminate, and apply human element knowledge within the overall context of shipping. The advantage is realized by supporting the integration of the human element in the design and operational life-cycle from appreciation, to concept, to design, to application, to evaluation and approval, to maintenance. The outcome will directly address pressing needs identified in the shipping industry and specifically by this call. The concepts for human element integration are there but the challenge that remains is to develop, apply, and evaluate these concepts in a way that produces tangible results for multiple key stakeholders involved in the design and operation of a variety of shipboard areas and processes. The CyClaDes project plan accepts this challenge by introducing a user-centered perspective for key stakeholders (i.e., designers, operators, authorities, end-users), through a framework that captures, translates, and disseminates usable tools, methods, and information to provide maximum support for the human element across all stages of design and operation. The outcome of the project will help to increase the safety for ship, crew, cargo and consequently the environment by: 1. Increasing researchers understanding of stakeholders, including when human element input can best be applied, in what format, and what the barriers are. 2. Assembling existing applicable knowledge (i.e., guidelines, tools and methodologies) from maritime and other domains into an easy to use format for the end user. 3. Developing and applying selected methodologies in order to demonstrate their use and impact in the shipping context.
Agency: European Commission | Branch: FP7 | Program: MC-ITN | Phase: FP7-PEOPLE-2012-ITN | Award Amount: 3.82M | Year: 2012
One of the strategic objectives of the industrial initiative of the SET Plan on wind energy is to reduce cost of energy by improving reliability of wind turbines and their components and optimizing operation and maintenance (O&M) strategies. Increasing reliability and optimizing O&M have a direct impact on the availability of wind turbines and thus reduce cost and increase energy output. This strategy considerably contributes to making wind energy fully competitive. This is particularly evident in the offshore sector, where O&M represents a high percentage of total costs. MARE-WINT will contribute to the achievement of this goal by proving training in the context of doctoral programmes for 14 researchers in multi-disciplinary area of future generation of Offshore Wind Turbines (OWT) engineering focusing on issues having a major impact on the mechanical loading of OWT and which are still not sufficiently understood. OWT is a complex energy conversion fluid flow machine which entails coupled hydro-aero-mechanical issues. To design, built and operate a reliable OWT knowledge from disciplines like mechanical engineering, material science, metrology, fluid mechanics, condition monitoring, and computer simulation need to be combined. It is the ambition of MARE-WINT network to bring together specific partners capabilities and know-how to realize tailored training trajectories, focusing on increased reliability OWT design. Balanced industry-academia network consortium includes 6 Universities, 7 Research Institutes, 4 SMEs and 7 Large Industry Partners. The participation of 13 private sector Partners active in off-shore developments is essential to achieving the full impact of the project. Industrial partners are involved in hosting, training and defining the training needs of the researchers. Strong involvement of the industry will give PhD students the widest possible employment prospects. There are 4 Industrial PhD programmes identified within MARE-WINT
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SEC-2013.2.4-2 | Award Amount: 3.13M | Year: 2014
There is a bewildering array of ongoing actions in the field of countering pirate assaults and there are a large number of options available to shipping companies to mitigate the risk of piracy and to deter pirates. However there is scant information regarding their operational effectiveness or the cost benefits of their use, particularly when employed in combination as part of a holistic approach addressing; the particular vulnerabilities of each vessel, non-lethal response measures and armed security guards, crew training and abilities, shipping business practices and pressures, pirate tactics and the impact of environmental factors (visibility, currents, waves and wind speed) on all. The users need tools to assess the available counter-measures, the current and future threat situations, identify and quantify the risks and aid their decisions before and during their voyages. PROMERC aims to reduce the vulnerability of EU merchant fleets and maritime supply lines to criminal abduction and extortion and thereby reduce risk to mariners, shipping, and the environment, while also reducing costs. This will be delivered through the provision of: - Independent review and recommendations about non-lethal technologies for pirate avoidance and opposing the boarding of vessels by pirates. - An automated voyage planning support tool to aid shore based authorities, which will balance routeing to mitigate risk against incurring additional fuel costs due to re-routeing and increased speed. - An automated decision support tool to provide seafarers with real time threat assessment, evaluation of possible courses of action and a recommended course of action. A manual to aid in the selection and use of appropriate counter piracy measures in a layered holistic defence. - Recommendations on the further development of counter piracy measures.
News Article | September 1, 2016
Ships are a safe means of transport. When something happens, human error is usually the cause – according to the latest studies, in 80 percent of the accidents. Economic and technical aspects are often the primary focus when ships are being planned and designed. How the crew can be included in the on-board procedures then either takes second chair or gets left out completely. "Established ergonomic concepts that improve the interaction between man and machine have, up to now, scarcely been implemented in the maritime industry. The reason often lies in the lack of communication or understanding between crews and engineers, who build the vessels and approve them. Even when there is a transfer of available knowledge, there are often still barriers to implementing it, such as extra costs and inherent risk in changes to a technically proven design," says Dr. Eric Holder of the Human-Machine System's Department of the Fraunhofer Institute for Communication, Information Processing and Ergonomics FKIE in Wachtberg near Bonn. The maritime industry at one table In the EU-sponsored CyClaDes (Crew-Centered Design and Operation of Ships and Ship Systems) project, the FKIE sat at one table with universities, professional organizations, shipbuilders, ship owners, government agencies and ship crews. The goal of the collaboration: To better integrate the "human factor" in the development phase and the life cycle of a ship – to make shipping even safer. The interdisciplinary team extensively analyzed the places on ships where human needs have been neglected up to now, discovered potential areas where processes could be improved and sent the latest research findings to the relevant parties involved. The project resulted in an e-learning platform, guidelines, checklists and a book for naval architects, which can be put to use immediately by the maritime industry. Among other things, in cooperation with the World Maritime University, the FKIE scientists defined, planned and conceived several modules for an e-learning platform: The platform provides training scenarios for each stakeholder group. Regardless of whether they were a crew member, ship owner, regulatory agency, systems designer or naval architect, each can find information and instructions here on the topic of user-friendly design. The book "Improving ship operational design", published by the Nautical Institute and written by CyClaDes members and experts in the field, provides naval architects with concrete requirements that crews face at sea. This knowledge is critical since these days architects and engineers seldom go to sea and sailors hardly have any opportunities to meet with them and exchange ideas. Government agencies can use the guidelines and checklists developed during CyClaDes in regulatory standards and design guidelines or directly in the ship design audit. "However, the industry only produces the concepts if they have practical uses," explains Holder. The FKIE examined the navigation bridge and the machine room more closely. "Both of these places play a decisive role in the safety on ships. If something goes wrong here, it can quickly become critical," emphasizes Holder. Communication here often takes place via signals or the ship's telephone. The perspectives from each department on the moving ship can be very different: the clear view from the bridge or an isolated room inside the ship; above the captain wants to move ahead as quickly as possible, below the engineers see the safety and durability of their engines first. The FKIE methodologically analyzed the communication processes and overlapping tasks between the two departmets and spoke in depth with all of those involved. Then, the scientists developed the concept for a touch-screen planning table, which demonstrates the potential of the user-oriented approach in concrete terms. In this concept the bridge and engineers come together in person, have all the information they need at one glance and can plan and discuss together how to proceed.
Cariou P.,World Maritime University |
Wolff F.-C.,University of Nantes
Journal of Transport Economics and Policy | Year: 2011
The flag of registry and classification society are an integral part of the target factors used by Port State Control (PSC) authorities when deciding on vessels to select for inspection. A shipowner may then have an interest in changing the flag of registry (flag-hopping) and classification society (class-hopping) to avoid future controls. Using data on PSCs collected over six years from 7,500 vessels, we study the relevance of this assumption using bivariate Probit models. Our estimates show that vessels in relatively bad condition are more likely to be subject to flag-and class-hopping and that these phenomena are more likely among vessels which have changed flag and class in the past.
Woo J.-K.,World Maritime University |
Moon D.S.-H.,World Maritime University
Maritime Policy and Management | Year: 2014
The environment issue is one of the significant challenges that the liner shipping industry has to face. The International Maritime Organization (IMO) has set a goal to reduce greenhouse gas (GHG) emissions from existing vessels by 20-50% by 2050 and develop the Energy Efficiency Operational Indicator (EEOI) as a measure for energy efficiency. To achieve this goal, IMO has suggested three basic approaches: the enlargement of vessel size, the reduction of voyage speed, and the application of new technologies. In recent times, liners have adopted slow steaming and decelerated the voyage speed to 15-18 knots on major routes. This is because slow steaming is helpful in reducing operating costs and GHG emissions. However, it also creates negative effects that influence the operating costs and the amount of GHG emissions at the same time.This study started with the basic question: Is it true that as voyage speed reduces, the operating costs and CO2 emissions can be reduced at the same time? If this is true, liners will definitely decelerate their voyage speed themselves as much as possible so that they can increase their profits and improve the level of environmental performance. However, if this is not true, then liners will concentrate just on increasing their profits by not considering environmental factors. This led the authors to set out three objectives: (1) to analyze the relationship between voyage speed and the amount of CO2 emissions and to estimate the changes by slow steaming in liner shipping; (2) to analyze the relationship between voyage speed and the operating costs on a loop; and (3) to find the optimal voyage speed as a solution to maximize the reduction of CO2 emissions at the lowest operating cost, thus satisfying the reduction target of IMO. © 2013 © 2013 Taylor & Francis.
Vousden D.,World Maritime University
Environmental Development | Year: 2015
Interactive and stepwise governance processes are commonly replacing the more traditional approaches to managing coastal and marine environments. The ecosystem-based management approach itself recognises the many levels and sectors that need to interact and negotiate in order to provide effective management of all interests within the ecosystem(s), including socioeconomic interests and the need for sustainable use of goods and services. Polycentric Governance offers examples and case studies of more effective interactive participation at both the horizontal (between equal entities and/or institutions) and vertical (top-down, bottom-up) levels. This sort of governance approach is essential at both the national and regional levels to ensure full engagement between as many appropriate and involved stakeholders as possible if ecosystem-based management is to be effective and sustainable. This is particularly important to the governance of Large Marine Ecosystems that are transboundary between a number of countries and are also influenced and impacted across sovereign and high seas boundaries. The Agulhas Current and Somali Coastal Current Large Marine Ecosystems of the western Indian Ocean provide an example of how such polycentric governance mechanisms have evolved naturally through a process of interactive management of specific project activities leading to an overall Strategic Action Programme for effective governance. © 2015 Elsevier B.V.