ASIA-PACIFIC JOURNAL of MARINE SCIENCE&EDUCATION

ISSN 2221-9935

VOLUME 4, No.1 2014

Vladivostok, Russia

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)

Asia-Pacific Journal of Marine Science & Education

CONTENTS

------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......

______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: [email protected]

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

______

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: [email protected]

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

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.

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)

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.

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

10 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

(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.

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.

- 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.

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

15 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

16 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

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

18 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.

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

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.

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

22 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.

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.

* 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).

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.

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.

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

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.

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. 30

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

17C - Late The first half Latter half of Period 19C of 20C (Japanese the 20C - Present Occupation Period)

Mer Orientale Sea of Korea Mer Orientale Name Mer Orientale Eastern Sea Sea of Japan

Dual name Sea of Japan usage (East Sea/Sea of Japan) Dual name Sea of Japan usage (Sea of No name Korea/Sea of Japan; Eastern Sea/Sea of Korea, etc.)

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

Figure 2. "Eastern Sea" Expressed in Old Western Maps

Guillaume Delisle, 1700, Emanuel Bowen, 1744, France 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

Gilles Robert de Vaugondy, John Senex, 1725, England 1750, France

Figure 4. Separate Designation in "Sea of Korea" and "Sea of Japan"

Emmanuel Bowen, 1747, Jacques Nicolas Bellin, 1752, England France

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)

"Chikyu bankoku hozu" "Shintei bankoku zenzu" (地球萬國方圖), 1852, 1871, (新訂萬國全圖), 1810, Japan 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.

"Chikyu bankoku hozu" "Chikyu bankoku hozu" (地球萬國方圖), 1871, Japan (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.

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

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.

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)

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.

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.

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

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

45 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.

8.2 Underwater robot model

UR mathematical model traditionally consists of differential equations of kinematics

q1 J(q1)q2 (8.1) and dynamics

D(q1)q2 B(q1,q2)q2 G(q1,q2) U, (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

e2 qd2 q2 (8.3) and introduce the function Q as measure of difference between desirable and real trajectories: 1 Q eTDe , (8.4) 2 2 2 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:

1 Q eTDe eTDe (8.5) 2 2 2 2 2

q2 qd2 e2 , (8.6) one has

D(q1)q 2 D(q1)q d2 D(q1)e 2 . (8.7)

Using expression of first term from dynamics equation (8.2), one can get the following:

D(q1)e 2 D(q1)q d2 B(q1,q2 )qd2 (8.8) B(q1,q2 )e2 G(q1,q2 ) U and time derivative of function Q can be written in the form  T Q e2 (D(q1)q d2 B(q1,q2 )qd2 1 (8.9) B(q ,q )e G(q ,q ) U) eTD e . 1 2 2 1 2 2 2 2

After terms reorganization, one get  T Q e2 (D(q1)q d2 B(q1,q2 )qd2 G(q1,q2 ) U) 1 eTB(q ,q )e eTD(q )e 2 1 2 2 2 2 1 2

T e2 (D(q1)q d2 B(q1,q2 )qd2 G(q1,q2 ) U) 1 eT( D(q ) B(q ,q )e ). 2 2 1 1 2 2

As known, the matrix in last term is skew-symmetric, hence, this term is equal to zero and we have simplified expression:

 T Q e2 (D(q1)q d2 B(q1,q2 )qd2 G(q1,q2 ) U). (8.10)

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 1

Y1 X1 f1 … … … Yk Xi fj

… … … Ym

fL Xn Wkj wij k = 1…m i = 0…n j = 1…L Hidden layer Output layer Input layer 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

w11 w12 ... w1N w w ... w w 21 22 2N . (8.11) ......

wH1 wH2 ... wHN

As result of nonlinear transformation f(.), hidden layer output vector can be written in the form T f1(w1 x) f(w,x) ... , (8.12) T fH(wHx)

49 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:

U y(W,w,x) Wf(w,x) (8.13)

Substitution of this control into (8.10) let us to get

Q eT(D(q )q B(q ,q )q 2 1 d2 1 2 d2 (8.14) G(q1,q2 ) Wf(w,x)).

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 Q e f T(w,x). (8.15) W 2

It is easy to demonstrate that choosing of all activation functions in the usual form x f x 1/(1 e ) (8.16)

Implies property T T T fi(wi x) fi(wi x)[1 fi(wi x)]xj (8.17) wij

Introduce additional functions T T T i(wi x) fi(wi x)[1 fi(wi x)] (8.18) and matrix

T T (w,x) diag( 1(w1 x)... H(wH x)) (8.19)

Direct calculation gives Q WTe xT (8.20) w 2

As a final stage, one can write the NN learning algorithm in following form: (k 1) (k) T W W e2f (w,x).

(k 1) (k) T T w w W e2x (8.21)

( is learning step, k is number of iteration). Continuous form of this learning algorithm can be presented as . T W e2f (w.x), . (8.22) T w We2x (w.x).

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: . T W e2f (w.x) W, . (8.23) T w We2x (w.x) w, 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

q2(t) qd2(t) (8.24)

If UR trajectory is given by qd1(t), one can choose

1 qd2(t) J (q1)(qd1(t) k(qd1(t) q1(t)) (8.25)

(k is positive constant). As follows from kinematics equation (8.1),

q1(t) q d1(t) k(qd1(t) q1(t)) (8.26) and

e1(t) ke1(t) 0, (8.27) where

e1(t) qd1(t) q1(t) (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:

D DRB DA , where the inertia matrix of the UR the rigid body

1000 0 200

DRB 0 1000 0 , 200 0 11000

52 the inertia matrix of the hydrodynamic added mass,

1000 0 100

DA 0 1100 80 . 100 80 9000

Matrices B and G are

210 20 30 B 25 200 70 , 15 33 150

G=[0 0 0]T .

Vector q2 consists of following components (linear and angular UR velocities): T q2 vx vz y (8.29)

The NN input is composed of q2 and e2. The NN output (control forces and torque) is vector T U Fx Fz My (8.30)

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:

vxd 0.75m/ sec,

vzd 0.5m/ sec, 0 t 250sec

yd 0.15rad/ sec,

vxd 0.5m/ sec,

vzd 0.75m/ sec, 250 t 500sec

yd 0.15rad/ sec, 0.8

0.7 Vx, m/sec 0.6 Vz, m/sec Wy, rad/sec 0.5

0.4

0.3

0.2

0.1

-0.1 0 50 100 150 200 250 300 350 400 450 500 t, sec Fig. 8.2. Transient processes in NN control system (α = 0.01, γ = 250)

200

150

100

-50

Fx, N -100 Fz, N My, Nm

-150 0 50 100 150 200 250 300 350 400 450 500 t, sec Fig. 8.3. Forces ant torque in NN control system (α = 0.01, γ = 250)

w 16

-2

-4 0 50 100 150 200 250 300 350 400 450 500

Fig. 8.4. Evolution of first layer weight coefficients (α = 0.01, γ = 250)

W 200

150

100

-50

-100

-150 0 50 100 150 200 250 300 350 400 450 500 Fig. 8.5. Evolution of second layer weight coefficients (α = 0.01, γ = 250)

0.8

0.7

Vx, m/sec 0.6 Vz, m/sec Wy, rad/sec 0.5

0.4

0.3

0.2

0.1

-0.1 0 50 100 150 200 250 300 350 400 450 500 t, sec Fig. 8.6. Transient processes in NN control system (α = 0.01, γ = 200)

200

150

100

-50

Fx, N -100 Fz, N My, Nm

-150 0 50 100 150 200 250 300 350 400 450 500 t, sec Fig. 8.7. Forces ant torque in NN control system (α = 0.01, γ = 200)

w 14

-2

-4 0 50 100 150 200 250 300 350 400 450 500 Fig. 8.8. Evolution of first layer weight coefficients (α = 0.01, γ = 200)

W 200

150

100

-50

-100

-150 0 50 100 150 200 250 300 350 400 450 500

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

58 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

 T Q e2 (D0(q1)q d2 B0(q1,q2 )qd2 G0(q1,q2 ) (8.30) D(q1)q d2 B(q1,q2 )qd2 G(q1,q2 ) U). Now choose the control law in the form:

U=U0+UNN, (8.31) where U D (q )q B (q ,q )q G (q ,q ) e , 0 0 1 d2 0 1 2 d2 0 1 2 2 (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.

U0 qd (t) q(t) Program Nominal Model Underwater trajectory Based Robot Controller NN UNN Controller

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

 T Q e2 e2 0. (8.33)

Evidently, functions Q (t) and e2(t) tends to zero with t→∞. In general case, as follows from (8.30) - (8.32), one has

 T Q e2 ( D(q1)q d2 B(q1,q2 )qd2 G(q1,q2 ) UNN ). ( 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,

1000 0 0

DRB0 0 1000 0 . 0 0 11000

1000 0 0

DA0 0 1100 0 , 0 0 9000

210 0 0

B0 0 200 0 , 0 0 150 T G0=[0 0 0] .

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

60 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.

0.8

0.7 Vx, m/sec Vz, m/sec 0.6 Wy, rad/sec 0.5

0.4

0.3

0.2

0.1

-0.1

-0.2 0 50 100 150 200 250 300 350 400 450 500 t, 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.

300

200

100

-100

Fx, N -200 Fz, N My, Nm

-300 0 50 100 150 200 250 300 350 400 450 500 t, sec Fig. 8.12. Forces ant torque with modified NN control (α = 0, γ = 200)

w 8

-1

-2 0 50 100 150 200 250 300 350 400 450 500

Fig. 8.13. Evolution of first layer weight coefficients (α = 0, γ = 200)

W 50

-10 0 50 100 150 200 250 300 350 400 450 500

Fig. 8.14. Evolution of second layer weight coefficients (α = 0, γ = 200)

0.8

0.7 Vx, m/sec Vz, m/sec 0.6 Wy, rad/sec 0.5

0.4

0.3

0.2

0.1

-0.1

-0.2 0 50 100 150 200 250 300 350 400 450 500 t, sec

Fig.8.15. Transient processes with modified NN control (α =0.001, γ= 200)

300

200

100

-100

Fx, N -200 Fz, N My, Nm

-300 0 50 100 150 200 250 300 350 400 450 500 t, sec Fig. 8.16. Forces ant torque with modified NN control (α = 0.001, γ = 200)

w 8

-1

-2 0 50 100 150 200 250 300 350 400 450 500

Fig. 8.17. Evolution of first layer weight coefficients (α = 0.001, γ = 200)

W 50

-10 0 50 100 150 200 250 300 350 400 450 500 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.

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.

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.

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.

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,

69 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

70 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

71 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.

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.

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).

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

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

“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

77 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.

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

79 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 icebreaker 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

80 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

81 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.

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

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

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)

85 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.

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

87 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».

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

89 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:

nA NA QpartQnominal0,7 0,3 kg/24hr, load nMRNMR (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.

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 NA nMR KN . NMR nA (2) This paper proposes to introduce a change into MOL-formula (1) allowing for more complete accounting coefficient KN , as follows:

n A NA Qpart = K N QMR 0,7 0,3 load n MR NMR kg/24hr. (3) The part load feed rate for actual specific lube oil consumption q part load (as norma for qA) may be obtain on the basis of formula (3), as follows: Q n N MR A K A qpart 0,7 0,N3 g/kW·hr, load N A nMR NMR

qpart qMR 0,7 0,3KN , load (4)

2 n where MR . n A

Specific consumption at MCR load (marked by index qMR 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:

Q 1 qMR A , NMR n A NA KN 0,7 0,3 n MR NMR or 1 qMRqA0,70,3KN. (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:

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.

q 350 % q MR

300 RPM, KN = 0,8

RPM, K = 1,0 250 N

200 RPM, KN = 1,15

150

100 60 70 80 90 100

nA % MEP nMR

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

300 q % q MR

MOL, KN = 0,8

250

MOL, KN = 1,0

200

MOL, KN = 1,15

150

nA % MEP n MR 100 60 70 80 90 100

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

q300 % q MR

250

MOL - corrected, KN = 1,15

200 MOL, KN = 1,0

150 MOL - corrected, KN = 0,8

100 60 70 80 90 100

MEP nA % Fig. 3. Change in the relative rates for specific cylinder oil n MR consumption in dependence of engine speed ratio under

MOL-adjusted and MEP regulation for КN =0,8; КN =1; КN =1,15

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

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.

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)

d e f b c

Fig.1. Effect of sea depths on selecting the mode of wind power plant deployment and positioning. 99

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.

100

Fig.2. Concept of complex floating semi-submersible wind park (WEP) with anchored positioning.

This unit includes an underwater pontoon structure 1 (Fig. 3),

Fig.3. Design of complex floating semi-submersible wind park (WEP) 101

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),

102 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.

B) A)

Fig. 4. Marine wind park equipped with vertical axis wind turbines and rotors: A) “squirrel cage” type B) with profiled blades. 103

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.

104

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.

105

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

106

- 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.

Fig.5. Historical dynamics of WEP economic effectiveness (foreign press data)

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).

107

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

108

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,

109

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.

110

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

111

[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.

112

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.

113

[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]

114

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]

115

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

116 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.

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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.

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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 к workers in composite teams Nсрб necessary for development of scope of freight operations during the even port workload is determined by the formula: к Nсрб = ∑(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];

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th Ppj – worker’s output rate operating at the j 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 к further calculations it is Nс всп. р = 0.15 x Nсрб ), 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]: суд Eр = 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

120 of works in connection with the fulfilment of the outport and auxiliary works (see the Equation 3), [2]: ваг Eр =∑(Qj ×прj ×Kсп× Kвс)/(Тн×Pсмj), (3) th where прj – is the quantity of workers in the process line for the j process scheme, pers.; th Pсмj – shift productivity of a process line for the j 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

121 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

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Initial data for docker quantity calculation

Cargo Process schemes CPR, Arrangement Processing classification t/shift and quantity of rate, rating dockers t/pers-shift Я-30 Hold-crane- 115 5+2+2/2=11 10.4 railcar (погр.2) Hold-crane- 160 6+2+1+2+1= 12 13.3 berth-погр.(2)- warehouse by pallets Warehouse by 101 1+2+5=8 12.6 pallets - loader (2) - railcar К-250 Hold-crane- 125 5+2+2/2=11 11.4 railcar (погр.2) Hold-crane- 162 5+2+2+2+1=12 13.5 berth-погр.(2)- warehouse by pallets Warehouse by 106 1+2+4=7 15.1 pallets - loader (2) - railcar

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 суд ваг and the number of dockers on ship works Ер and railcar works Ер , as well as their total value Eр .

Table 2 The number of dockers for the ship and railcar works

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суд ваг суд Nтл Мс Псут Nпр Кисп Eр Eр Eр Eрк 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

суд The number of dockworkers for the ship works Eр 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 к required for the defined scale of work Nсрб =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.

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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: суд Eр = Nпр×Nтл×nр×nсм×Kсп × Кисп ×Кзан (5)

240

230

220

210 N E 200

Численность рабочих 190

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170 1 2 3 4 5 Число технологических линий

Figure 1. Dependence of the dockers’ quantity from the amount of process lines (E) and scale of works (N). REFERENCES

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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.

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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

127 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

128 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

129 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.

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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

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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)

132 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.

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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.”

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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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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

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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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