Proposal of an Enhanced Safety System on Board of the Inland Vessel

Abstract

Abstract. The share of human factor in the occurrence of navigation accidents represents a high proportion of the total accident rate. Elimination of the human factor responsible for the occurrence of navigational accidents would contribute to the overall safety of navigation on inland waterways. The main causes of human-induced navigation accidents include inattention, fatigue or poor concentration on vessel control. The design of the system for increasing navigation safety consists of a system for monitoring the life functions of a crew member as well as a position of the vessel towards the fairway / shore. The first level focuses on tracking the life function of the vessel's crew / boat master. The second level addresses the position of the vessel and the possibility of increasing safety by cooperating with the data provided by Automatic Identification System -AIS. The proposal of the system represents interconnection of both levels and brings high degree of control of the vessel in extraordinary situations.

Unlawful Acts in Maritime Transport & Civil Aviation

“…In the case of an emergency landing, the fl ight last until the competent parties assume responsibility for the aircraft and for the persons and property on board. 16 If the pilot-in-command is convinced that a person has committed or intends to commit a criminal off ense, he or she may take measures against that person, including any restrictions necessary: -to protect the security of the aircraft, persons or property onboard, -to sustain order and discipline onboard, -to be able to transfer such a person to the competent parties or to remove him / her. It is important to apply the individual conventions -and therefore whether the competent authorities can be held responsible for the aircraft before and after the fl ight.…”

“…Due to the insuffi ciently eff ective provisions for battling the illegal hijacking of aircraft in the Convention on Off ences and Certain Other Acts Committed on Board Aircraft (1963) this issue was addressed by the Convention for the Suppression of Unlawful Seizure of Aircraft (Hijacking / Hague Convention) and Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation. The issue of resolving infringements in civil aviation was resolved by the ICAO Legal Committee in 1970, in accordance with the London Convention, the off ense being committed by persons who illegally: -intentionally commit an armed attack against a person while fl ight, -intentionally destroy or seriously damage the aircraft in service, -intentionally damage the aircraft in service, where in-fl ight 16 Defi nitions of an in-fl ight aircraft are also included in the Convention on Off ences and Certain Other Acts Committed on Board Aircraft, but only for the purpose of defi ning a period of time for the pilot-in-command's special authorization against off ender of illegal acts on board an aircraft or acts endangering the safety. 17 The need to introduce this concept arose from the commission of diversionary acts against aircraft during their stay at airports or other places on the ground.…”

Proposal of Conversion the Tugboat Engines to Diesel - LNG Operation

“…will be about 2 hours, and the bunkering capacity of about 100 m 3 for the ship would represent the LNG flow rate of about 50 m 3 /h. A diameter of filler opening of 80 to 100 mm would be sufficient for this amount [18,28].…”

Environmental Comparison of Different Transport Modes

“…To calculate the total energy consumption and GHG production of water transport, the amount of consumed fuel by vessel should be multiplied by energy factor and emission factor for that fuel from Appendix A of the standard. These are similar process of calculation to the road transport operation with small diversions -values from water transport operator are in the absolute amount of fuel (total volume of consumed fuel per shipping) and it is not necessary to multiple the FC km and L [19][20][21][22].…”