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MINISTRY OF NATIONAL EDUCATION
CONSTANTA MARITIME UNIVERSITY
CONSTANTA MARITIME UNIVERSITY
ANNALS
YEAR XX, 29th issue
CONSTANŢA
2020
Publishing House
Chief Editor
Assoc. Prof. PhD. Gabriel RAICU
Copyediting
Dobre Bianca-Georgiana
Web Design
Popescu George
SCIENTIFIC COMMITTEE
Scientific Advisory Board:
Cornel Panait Prof. PhD, Rector, Constanta Maritime University, Romania

Eliodor Constantinescu Prof. PhD, Vice-rector, Constanta Maritime University,
Romania
Violeta Ciucur Prof. PhD, Vice-rector, Constanta Maritime University,
Romania
Gabriel Raicu Assoc. Prof. PhD, Vice-rector, Constanta Maritime
University, Romania
Lucian Băluț Prof. PhD, Constanta Maritime University, Romania
Nicolae Buzbuchi Prof. PhD, Constanta Maritime University, Romania
Felicia Surugiu Assoc. Prof. PhD, Constanta Maritime University, Romania
Simona Mina Assoc. Prof. PhD, Constanta Maritime University, Romania
Grațiela Brânză Lect. PhD, Constanta Maritime University, Romania
Dănuț Argintaru Lect. PhD, Constanta Maritime University, Romania
Ghiorghe Bătrînca Assoc. Prof. PhD, Constanta Maritime University, Romania
Claudia Laurenția Popescu Prof. PhD, Polytechnics University of Bucharest, Romania
Mihai Octavian Ghiță Assoc. Prof. PhD, Polytechnics University of Bucharest,
Romania
Constantin Ghiţă Prof. PhD, Polytechnics University of Bucharest, Romania
Aurel Sturzu Prof. PhD, Polytechnics University of Bucharest, Romania
Marian Gheorghe Prof. PhD, Polytechnics University of Bucharest, Romania
Constantin Opran Prof. PhD, Polytechnics University of Bucharest, Romania
Mihail Alexandrescu Prof. PhD, Polytechnics University of Bucharest, Romania
Alexandru Jipa Prof. PhD, University of Bucharest, Romania
Toader Munteanu Prof. PhD, The “Lower Danube” University of Galați,
Romania
Boian Mednikarov Prof. PhD, Nikola Vaptsarov Naval Academy Varna, Bulgaria
Kalin Kalinov Prof. PhD, Nikola Vaptsarov Naval Academy Varna, Bulgaria
Miroslav Tsvetkov Assoc. Prof. PhD, Nikola Vaptsarov Naval Academy Varna,
Bulgaria
Levent Kirval Prof. PhD, Istanbul Technical University, Turkey
Kristofor Lapa Prof. PhD, University of Vlora, Albania
Wang Zuwen Prof. PhD, Dalian Maritime University, China
Hisashi Yamamoto Prof. PhD, Istanbul Technical University, Turkey
CONTENTS
SECTION I – NAVIGATION AND MARITIME TRANSPORT
1. ALGORITHM FOR COMPOSING A SHIP'S PASSAGE PLAN

1
BLAGOVEST BELEV, 2DILYAN DIMITRANOV
12
Nikola Vaptsarov Naval Academy,Bulgaria
…………………………………………………………………………………………………
SECTION V – ENGLISH FOR SPECIFIC PURPOSES
2. ON MARITIME ENGLISH PHRASEMES THAT RECEIVED A WARM

WELCOME ASHORE
1
MIRCEA GEORGESCU
1
Constanta Maritime University, Romania
…………………………………………………………………………………………………
SECTION VI – MARITIME ECONOMICS, LOGISTICS AND SOCIAL SCIENCES
3. THE DELIMITATION BETWEEN THE INTERNATIONAL CONTRACT OF

TRANSPORTING CARGO ON THE SEA AND THE CHARTER – PARTY
CONTRACT
1
CRISTIAN DRĂGAN, 2GRIGORE-VALENTIN BELENIUC
1
2
Ovidius University Constanta, Romania
…………………………………………………………………………………………………
4. AN ANALYTICAL MODEL FOR THE RENTAL RATE IN A PORT
1
LUCIAN BALUT
1
…………………………………………………………………………………………………
5. ANALYSIS OF THE IMPACT OF THE COVID-19 PANDEMIC ON THE
ACTIVITY OF CREWING COMPANIES IN ROMANIA
1
LILIANA-VIORICA POPA
1
…………………………………………………………………………………………………
SECTION VII – MARITIME CYBER SECURITY AND EMERGENT

TECHNOLOGIES
6. RISK IN DATA ANALYSIS MANAGEMENT AND MOVEMENT ANTICIPATION

1
ANDREI-MIHAI LUCHIAN
1
“Transilvania” University, Brasov, Romania
……………………………………………………………………………………………………………………..
SECTION VIII – FUTURE TRENDS AND MARITIME SUSTAINABLE GROWTH
7. MET DIGITAL EVOLUTION IN THE NEXT DECADE

1
ALEXANDRA RAICU, 2BIANCA-NICOLETA AVRAM, 3
ANDREEA-MARIA
UNGUREANU
123
…………………………………………………………………………………………………
SECTION I – NAVIGATION AND
MARITIME TRANSPORT
Constanta Maritime University Annals Year XX, Vol.29
ALGORITHM FOR COMPOSING A SHIP'S PASSAGE PLAN
Prof. Blagovest Belevx, Asist. Prof. Dilyan Dimitranovy

Nikola Vaptsarov Naval Academy, Varna, Bulgariaxy
ABSTRACT
With the advent of the 21st century, the shipping business and especially the ship route planning, are passing
through serious transformations. It was a rare sight not long ago, when a mariner would use some form of digital
appliances to plan and plot the course of a ship. And yet, nowadays digital appliances have become an indispensable
part from the route planning process. Even so, the electronic devices themselves would become useless, without the
elaborate algorithms embedded in them. The algorithms are the true driving power behind the rise of the digital
revolution in the maritime world. But the advent of technologies does not solely affect the ships. Many companies,
which provide routing and weather-routing services are established ashore. With each passing year the algorithms used
ashore and on board are continuously becoming better. Their development is further fuelled by the idea of crewless and
autonomous ships. One of the successfully applied mathematical methods in this development is the linear
programming. The article presents a brief theory in this regard and an example for the implementation of the algorithm.
Index Terms: Ship’s passage plan, Linear programming, autonomous ships.
1. INTRODUCTION a successful application also when compiling transport

schedules [15, 16]. In general, this method is very
Over the past three decades, shipping technology successful for solving transport problems. In the
has become increasingly important in terms of algorithm proposed by the authors, the linear
automating routine activities and ensuring that programming method is used in an innovative way.
multivariate solutions are at hand. Planning the passage
of a ship is a task in which many of the activities follow 2. BACKGROUND
a well-established protocol. However, despite all that,
planning remains a creative process, and its automation The beginning of each ship's voyage between two
is viewed rather as an aid to the ship's Master regarding ports is preceded by the development of a plan, which is
his choice for the best option in terms of the safety, then approved by the Master. The purpose of the plan is
economy and commercial benefit. The problems to establish the shortest and safest route for the ship. The
associated with route planning have been studied by a practice shows that there is a multivariate solution to the
number of scientists [1, 3, 4, 11]. In the cited task, which depends on the location of the navigational
publications some algorithms for automating the process hazards, the distance between the ports of departure and
are proposed, which fully correspond to the current arrival, the conditions during the voyage, the human
trends for the complete automation of shipping. factor, etc. At present, the criteria for the shortest total
The effectiveness of a ship's ocean route plan is distance and the different demands of the ship’s master
mainly determined by three aspects [10, 12]: are used as reference points in the options for drawing up
 the accuracy of the hydrodynamic behaviour the plan [13, 14].
prognosis for the ship under different weather Ever since the researchers of ocean route planning
conditions; switched their focus over to the wider geographical
 the meteorological forecast accuracy; regions, most commonly in the Atlantic and the Pacific
 the quality and the utility of the optimization Oceans, the proper prediction of waves' height and
algorithm. direction has been prioritized due to the significance it
In this article the focus of the research is directed on holds to both the speed of the ship and the time required
the third aspect - the optimization of the ship's route. to traverse between ports, thus reducing overall fuel
A balance between the navigational safety and the consumption [2, 18]. Following the emergence of
economic efficiency of the ship is needed because Hansen and James's innovative work in the 1960’s, their
optimal road mapping is based on a number of non- research followers presented several methods to solve
linear criteria and has a series of constraints. In other the problem of minimizing voyage time. The more
words, the approved framework of the plan should not noteworthy methods are:
only take into account and assess the risks to  тhe isochrone method;
navigational safety but must also help reduce the ship's  calculation of variation;
overall costs of exploitation.  dynamic programming;
In this article, the authors present a solution to the  the web (network-data) model.
problems of automated computation and mapping of the The isochrone method, proposed by Hansen and
ship's route so it can pass a fixed navigational hazard. James, has been used for a long time because it allows
Elements of the theory of linear programming and their for making calculations by hand. The isochrone line is
practical application are used. The linear programming used as the outer boundary of the area where a moving
method is a widespread mathematical method that finds point has to arrive after a certain time. Later on, in his
8
article Tang and al. offer a modified isochrone method 3. PURPOSE OF LINEAR PROGRAMMING
more suited for computer calculation and programming. AND ITS GEOMETRIC INTERPRETATION
A drawback in his work is the inability to show whether
the route of the ship crosses land regions [20]. To solve Linear programming deals with tasks, where the
these problems, Taguchi and al. [19] combine the optimum criterion and the restrictive conditions are
isochrone method with evolutionary theory and they expressed through a linear function of independent
present it in that form to navigation. The disadvantage of variables. The mathematical formula of the common
their suggestions is that they are not applicable to vector- problem is to find a vector 𝑋 = (𝑥1 , 𝑥2 , … , 𝑥𝑛 ), which
based naval charts, which serve as the basis for ECDIS. will result in the minimum value of the linear function
Calculation of variation method is mainly designed
to optimize the voyage plan in terms of fuel 𝐿(𝑋) = 𝑐1 𝑥1 + 𝑐2 𝑥2 + … + 𝑐𝑛 𝑥𝑛 (1)
consumption. The groundwork research on the method
lies in the works of S. Bijlsma [5, 6, 7] which set out at the following restrictive conditions of the unknowns:
ideas to find the optimum path by adhering to the criteria
of the minimum time, the minimum fuel, the safety of 𝑎11 𝑥1 + 𝑎12 𝑥2 + ⋯ + 𝑎1𝑛 𝑥𝑛 = 𝑏1
crew and cargo. This method has been tested during the 𝑎21 𝑥1 + 𝑎22 𝑥2 + ⋯ + 𝑎2𝑛 𝑥𝑛 = 𝑏2
70's with the main objective being to achieve transition ………………………………………… (2)
in the least time. Later, critics of the method [21, 22] …………………………………………
claim that its main disadvantage is the lack of evidence {𝑎𝑚1 𝑥1 + 𝑎𝑚2 𝑥2 + ⋯ + 𝑎𝑚𝑛 𝑥𝑛 = 𝑏𝑚
for optimality.
Dynamic programming uses a network system that 𝑥1 ≥ 0; 𝑥2 ≥ 0; … ; 𝑥𝑛 ≥ 0 (3)
divides a navigational region into multiple sections. Each
intersecting point within the boundary of the section is The restrictive conditions from (2) can represent not
delegated as a primary point. The solution to the problem only equations but also inequalities of the type:
of optimal transition using dynamic programming,
attempts to calculate the ship's trajectory, chosen 𝑎𝑖1 𝑥1 + 𝑎𝑖2 𝑥2 + ⋯ + 𝑎𝑖𝑛 𝑥𝑛 ≤ 𝑏𝑖 (4)
according to the prevailing meteorological conditions in
the voyage area, marine data on sea surface roughness in or
the area and the ship's reaction to such conditions [24]. 𝑎𝑖1 𝑥1 + 𝑎𝑖2 𝑥2 + ⋯ + 𝑎𝑖𝑛 𝑥𝑛 ≥ 𝑏𝑖
Several researchers have used the method for the same
purpose and under the same conditions [9, 15]. The The canonical form of the linear programming equations
development of this method has become more serious is described as:
over the years, but its drawbacks, such as the huge
amount of nodes, the large volume of data storage, the 𝑛
lack of flexibility and the low speed of calculation have 𝐿(𝑋) = ∑ 𝑐𝑗 𝑥𝑗

not allowed for its widespread application. 𝑗=1
The web is a special form of a graph that contains
nodes and arcs. It contains numerical parameters such as with the following restrictive conditions
distance, cost, and length (time) of voyage. In [8, 17] we
see a proposed model, which, through an optimal 𝑛
Internet-based system, defines the route of the ship. ∑ 𝑎𝑖𝑗 𝑥𝑗 = 𝑏𝑖

Wang and Jia in [23] have modelled an optimal routing 𝑗=1
system for US warships using network graphics in the
western Pacific. The method is similar to the dynamic For 𝑖 = 1, 2, … , 𝑚; 𝑥𝑗 ≥ 0 for 𝑗 = 1, 2, … , 𝑛
programming method, but the calculations are inefficient The coefficients 𝑐𝑗 are called value coeficients and the
because a large number of nodes are used. linear function 𝐿(𝑋) is called target function.
The entry of ECDIS Bridge Systems allows for the If 𝑥1 and 𝑥2 , are two unknowns, then the restrictive
collection and analysis of a larger volume of information conditions from (2) or (4) will define a line, which will
for a given passage. An assessment of the passage divide the plane in two halfplanes. The points from one
efficiency according to the shortest total distance of the halfplanes satisfies the inequality 𝑎𝑖1 𝑥1 + 𝑎𝑖2 𝑥2 <
criterion is performed by the operator, in this case by the 𝑏𝑖 , and the points from the other halfplane satisfies the
navigational officer. The inability to have a complete inequality 𝑎𝑖1 𝑥1 + 𝑎𝑖2 𝑥2 > 𝑏𝑖 .
view of the layout is the main reason why it is often not At different values of 𝐿(𝑋) = 𝑐𝑜𝑛𝑠𝑡, the equation
possible to choose the optimal option whilst keeping up
𝐿(𝑋) = 𝑐1 𝑥1 + 𝑐2 𝑥2 defines a family of parallel lines,
with safety and shortest distance requirements. However,
perpendicular to the vector C with coordinates (𝐶1 , 𝐶2 ).
with a long voyage between remote ports, it is
The vector C is called a gradient-vector of the family of
impossible to carry out an effective planning analysis
lines. Its direction shows the direction of the vallue
without the use of an electronic computing technique
increasement of 𝐿(𝑋).
that implements a suitable evaluation algorithm. Such an
The geometric interpretation of the linear
algorithm can be presented by the theory of linear
programming problem is precisely the one that can be
programming through the geometric interpretation of the
used in maritime navigation during the development of
task, which with the appropriate software can be
the passage plan. Furthermore, the linear programming
implemented in ECDIS.
9
theory allows for the basic plan to be checked and If a danger to navigation exists along the route, the
replaced with another if needed, until an optimum coordinates of its end points must be entered in the
passage plan is achieved. The process can easily be algorithm. The danger to navigation, can be of the
programmed and automated with the creation of an following type (figure 1):
appropriate algorithm, due to the linear disposition of the The ends are then connected, and the figure will
mathematical dependencies. look like this (figure 2):
3.1 Example graphs for algorithm application
Implementation of the described above algorithm

would reduce the mariners’ workload in the area of
passage planning between ports and checking that same
plan, considerably. Its automation is further simplified
by the fact that all dependencies are linear.
The development of the passage plan requires an
appraisal of the route and particularly – identifying the
dangers to navigation and their location. Each course
line should pass at a predetermined safe distance from
the dangers to navigation. The course lines can be altered
to optimize the distance between the ports.
The developed plan is presented in a Cartesian
coordinate system, but the axes x and y are replaced with Fig. 2. A danger to navigation with its ends
the axes φ and λ. This way the Cartesian coordinate connected
system is presented as a geographical system.
Point A with coordinates (𝜑1 𝜆1 ) is assumed to be The equations of all the lines are then determined
𝜆−𝜆11 𝜑−𝜑11
the departure port and point B with coordinates (𝜑2 𝜆2 ) is using equation (5) 𝑔: = . After the
𝜆12 −𝜆11 𝜑12 −𝜑11
assumed to be the arrival port. It is also assumed that following tranformation:
between these two ports there are no dangers to
navigation. The course line between these ports will 𝜆 − 𝜆11 𝜑12 − 𝜑11 𝜑 − 𝜑11 𝜆12 − 𝜆11
have the following canonical equation: ×( )= ×( )
𝜆12 − 𝜆11 𝜑12 − 𝜑11 𝜑12 − 𝜑11 𝜆12 − 𝜆11
𝜑−𝜑1 𝜆−𝜆1
𝑔: = (5) (𝜆 − 𝜆11 ) × (𝜑12 − 𝜑11 ) − [(𝜑 − 𝜑11 ) × (𝜆12 − 𝜆11 )]
𝜑2 −𝜑1 𝜆2 −𝜆1
=0
Equation (5) can be transformed in the common line
equation: 𝜑12 𝜑 − 𝜑11 𝜑 − 𝜆11 𝜑12 + 𝜆11 𝜑11
− (𝜆12 𝜆 − 𝜆11 𝜆 − 𝜑11 𝜆12 + 𝜑11 𝜆11 )
𝑔: 𝑎𝜑 + 𝑏𝜆 + 𝑐 = 0 (6) =0
The vessel’s course α from point A to point B will 𝜑12 𝜑 − 𝜑11 𝜑 − 𝜆11 𝜑12 + 𝜆11 𝜑11 − 𝜆12 𝜆 + 𝜆11 𝜆
be: + 𝜑11 𝜆12 − 𝜑11 𝜆11 = 0
𝑎
tan 𝛼 = − (7) Equation (9) is developed:
𝑏
𝑎 𝜑(𝜑12 − 𝜑11 ) − 𝜆(𝜆12 − 𝜆11 ) − (𝜆11 𝜑12 −

𝛼 = arctan − (8)
𝑏 𝜑11 𝜆12 ) = 0 (9)
Equation (9) is the equation for a straight line. A

system of equations (10) can then be formed:
𝑔2 : 𝜑(𝜑22 − 𝜑21 ) − 𝜆(𝜆22 − 𝜆21 ) − (𝜆21 𝜑22 − 𝜑21 𝜆22 ) = 0

{ …………………………………………………………………
𝑔𝑛 : 𝜑(𝜑𝑛2 − 𝜑𝑛1 ) − 𝜆(𝜆𝑛2 − 𝜆𝑛1 ) − (𝜆𝑛1 𝜑𝑛2 − 𝜑𝑛1 𝜆𝑛2 ) = 0
(10)
The equations in system (10) are used to form the

avoidance problem. As these equations describe the
danger to navigation itself, for the purpose of collision
avoidance, some other lines, parallel to the lines in (10)
must be determined. These alternative lines, being
parallel to the original lines from (10) can be located
Fig. 1. A danger to navigation with its ends from either side to the original lines at a predetermined
distance d. The equation to determine these lines is:
10
|𝑎𝑥1 +𝑏𝑦1 +𝑐|

±𝑑 = (11)
√𝑎2 +𝑏 2
The equation of each pair of alternative lines,

parallel to the original line will be:
𝜑(𝜑𝑛2 −𝜑𝑛1 )−𝜆(𝜆𝑛2 −𝜆𝑛1 )−(𝜆𝑛1 𝜑𝑛2 −𝜑𝑛1 𝜆𝑛2 )

𝑘′𝑛 : ± 𝑑 =
√(𝜑𝑛2 −𝜑𝑛1 )2 +(𝜆𝑛2 −𝜆𝑛1 )2
(12)
𝑘 ′ 𝑛 : 𝜑(𝜑𝑛2 − 𝜑𝑛1 ) − 𝜆(𝜆𝑛2 − 𝜆𝑛1 )

− (𝜆𝑛1 𝜑𝑛2 − 𝜑𝑛1 𝜆𝑛2 )
∓ 𝑑 [√(𝜑𝑛2 − 𝜑𝑛1 )2 + (𝜆𝑛2 − 𝜆𝑛1 )2 ]
=0 Fig. 4. Alternative lines around the danger to
navigation
After drawing the parallel lines around the danger to
navigation, the danger itself will look like fig. 3: To check the above statement, for every alternative
line 𝑘′𝑛 the following system of equations is solved:
𝑘 ′ 𝑛 : 𝜑(𝜑𝑛2 − 𝜑𝑛1 ) − 𝜆(𝜆𝑛2 − 𝜆𝑛1 ) − (𝜆𝑛1 𝜑𝑛2 − 𝜑𝑛1 𝜆𝑛2 )

∓𝑑[√(𝜑𝑛2 − 𝜑𝑛1 )2 + (𝜆𝑛2 − 𝜆𝑛1 )2 ] = 0
𝑔1 : 𝜑(𝜑𝑛2 − 𝜑𝑛1 ) − 𝜆(𝜆𝑛2 − 𝜆𝑛1 ) − (𝜆𝑛1 𝜑𝑛2 − 𝜑𝑛1 𝜆𝑛2 )
{ =0
(13)
Fig. 3. A danger to navigation with alternative parallel

lines from either side to the original at a distance d
where: Fig. 5. Disposition of the initial route and the danger

- k’ - are the alternative lines, parallel to the to navigation
original lines, which connect the end points of
the danger; If the two equations have a common solution, then
- gi – are the original lines connecting the end the alternative line 𝑘′𝑛 will be excluded from the
points of the danger; calculations of the algorithm. The alternative lines, or
- 2d – is the double distance between k’ and gi. borderlines, as they represent borders, define the figure
For the purposes of passage planning, the allowable to which the vessel’s route must be tangent (fig. 4).
distances to the danger to navigation must be drawn. At the next stage – the initial and the final points of
From the pair of lines parallel to each original, this the passage plan are input, along with their coordinates
alternative line which crosses one or more of the original (fig. 5).
lines must be eliminated. The line AB represents the shortest distance between
Therefore the equation of each line 𝑘′𝑛 is compared the two ports. As this is the line which connects the
to each equation of the lines 𝑔1 , 𝑔2 , 𝑔3 … 𝑔𝑛 . points A (𝜑𝐴 , 𝜆𝐴 ) and B(𝜑𝐵 , 𝜆𝐵 ), its equation will be:
If the line 𝑘′𝑛 has any common points with any of
the lines 𝑔1 , 𝑔2 , 𝑔3 … 𝑔𝑛 , or in other words – their 𝜑−𝜑𝐴 𝜆−𝜆𝐴
𝑝: = (14)
equations have common solutions, then this line will not 𝜑𝐵 −𝜑𝐴 𝜆𝐵 −𝜆𝐴
be included in the calculations of the algorithm to
follow. In that case, only the exterior alternative lines or:
will remain. They will be located at the safe distance d
from the original lines. 𝑝: 𝜑(𝜑𝐵 − 𝜑𝐴 ) − 𝜆(𝜆𝐵 − 𝜆𝐴 ) − (𝜆𝐴 𝜑𝐵 − 𝜑𝐴 𝜆𝐵 ) = 0
(15)
Equation (15) is the equation of the line connecting
port A with port B.
11
At the next stage, the algorithm checks whether the which side of the danger, the route will be shorter. These
line AB crosses any of the border lines 𝑘′𝑛 by looking for points shall be named M and N and their coordinates are
common solutions between them. M (𝜑𝑀𝐴𝑋 , 𝜆𝑀𝐴𝑋 ) and N (𝜑𝑀𝐼𝑁 , 𝜆𝑀𝐼𝑁 ) respectively.
The equations of the new course lines are
𝑝: 𝜑(𝜑𝐵 − 𝜑𝐴 ) − 𝜆(𝜆𝐵 − 𝜆𝐴 ) − (𝜆𝐴 𝜑𝐵 − 𝜑𝐴 𝜆𝐵 ) = 0 determined – AM, BM, AN, and BN (fig. 7).
′
{𝑘 𝑛 : 𝜑(𝜑𝑛2 − 𝜑𝑛1 ) − 𝜆(𝜆𝑛2 − 𝜆𝑛1 ) − (𝜆𝑛1 𝜑𝑛2 − 𝜑𝑛1 𝜆𝑛2 ) ∓
∓𝑑[√(𝜑𝑛2 − 𝜑𝑛1 )2 + (𝜆𝑛2 − 𝜆𝑛1 )2 ] = 0
(16)
If such common solutions between the line AB and

the border lines 𝑘′𝑛 are found, then the line AB crosses
some of the border lines and does not pass at the
predetermined safe distance from the danger to
navigation.
The border lines 𝑘′𝑛 represent the conditions, which
restrict an area in the coordinate system:
𝑘 ′ 𝑛 : 𝜑(𝜑12 − 𝜑11 ) − 𝜆(𝜆12 − 𝜆11 ) − (𝜆11 𝜑12 − 𝜑11 𝜆12 ) Fig. 7. Course lines around the danger to navigation
∓𝑑 [√(𝜑12 − 𝜑11 )2 + (𝜆12 − 𝜆11 )2 ] = 0
The algorithm then checks if the new course lines
𝑘 ′ 𝑛 : 𝜑(𝜑22 − 𝜑21 ) − 𝜆(𝜆22 − 𝜆21 ) − (𝜆21 𝜑22 − 𝜑21 𝜆22 ) cross the border lines around the danger to navigation,
∓𝑑 [√(𝜑22 − 𝜑21 )2 + (𝜆22 − 𝜆21 )2 ] = 0 by looking for common solutions between the course
𝑘 ′ 𝑛 : 𝜑(𝜑32 − 𝜑31 ) − 𝜆(𝜆32 − 𝜆31 ) − (𝜆31 𝜑32 − 𝜑31 𝜆32 ) lines and the border lines. There are two possible
outcomes after that:
∓𝑑 [√(𝜑32 − 𝜑31 )2 + (𝜆32 − 𝜆31 )2 ] = 0
…………………………………………………………………
𝑘 ′ 𝑛 : 𝜑(𝜑𝑛2 − 𝜑𝑛1 ) − 𝜆(𝜆𝑛2 − 𝜆𝑛1 ) − (𝜆𝑛1 𝜑𝑛2 − 𝜑𝑛1 𝜆𝑛2 )
{ ∓𝑑 [√(𝜑𝑛2 − 𝜑𝑛1 )2 + (𝜆𝑛2 − 𝜆𝑛1 )2 ] = 0
(17)
The algorithm will look for the minimum and

maximum value of the linear function in relation to the
restrictive conditions above.
Fig. 8. Drawing of course lines passing at a safe

distance from a danger to navigation
 No common solutions exist – it is assumed that the

course lines pass at a safe distance away from the danger
to navigation and they can be used in the passage plan
between ports A and B.
 Common solutions exist – this means that one of the
course lines AM, BM, AN and BN crosses the area of the
danger to navigation once more. In that case the steps of
the linear programming algorithm are repeated only for
Fig. 6. Disposition of the initial route, the danger to the course line that crosses the area of the danger. At this
navigation and the vector-gradients stage however, if the course line was derived from the
maximum or minimum value of the of the previous
The coordinates of the vector-gradient C are linear function, only the new maximum or minimum
(𝜑𝐴 , 𝜆𝐵 ). This is the way to determine the minimum value respectively is determined. For example, if the
and maximum border vallue of the area D, which course line AN crosses the area of the danger, the
represents the danger itslef and the safe distance around coordinates of the vector gradient are (𝜑𝐴 , 𝜆𝑁 ) and only
it. The maximum vallue and the minimum vallue of the a new minimum vallue will be determined. After the new
linear function are the points through which the new minimum value of the function is determined, which will
course line of the vessel should pass, in order to achieve be the point N’, the course lines NN’ and AN’ are drawn
the goal of passing the danger at a safe distance (fig. 6). (fig. 8).
The coordinates of these two points represent the The algorithm developed in this article can be used
common sollutions of the border lines’ equations which in passage planning to improve the energy efficiency of
cross each other. Minimum and maximum vallue of the the vessel by selecting the shortest safe path available.
linear function must be found in order to determine from However, it must be noted that the shortest path,
sometimes fails the safety criteria in all its dimensions.
12
Similar algorithms have been and are being developed, Importance Analysis applied to a Complex Marine
using different mathematical solutions. System. Naše more 63 (4), pp. 264-270.
[10] ] Dachev Y., (2015) The Satellite Navigation
4. CONCLUSION Systems - Status, Problems, Future, Journal of Marine
Technology and Environment, Constanta, Vol. 1, pp. 23-
The research performed presents a review of the 28, ISSN 1844-6116.
known methods for passage planning optimization. Their
[11] Drachev V., (2007) Passage planning, Maritime
advantages and disadvantages will be analysed in
University Admiral Nevelski, Vladivostok, p. 95 (in
another publication. The goal of this article is to propose
an alternative method for an automatic passage planning Russian).
using linear programming. [12] Frisk M., (2015) On-ship Power Management and
The linear programming method provides a good Voyage Planning Interaction, Uppsala Universitet.
result for optimizing the vessel’s route when taking into [13] Ilieva G., Fuzzy (2010) Algorithms for Selection of
account the time factor. The method was examined Bidding Strategies, Cybernetics and Information
taking into account different criteria such as weather Technologies • Volume 10, No 1, Sofia, pp. 25-36.
conditions, minimum fuel consumption etc. The [14] Kampf, R. (2018) Optimization of Delivery Routes
proposed example for the use of the method for using the Little´s Algorithm. Our Sea, International
calculation of the optimum sailing path between two Journal of Maritime Science & Technology. 65 (4). pp.
points, with a danger to navigation in between is the 237-239
practical implementation of the formula apparatus. The [15] Krile, S.,(2013) 'Efficient Heuristic for Non-linear
final structure of the algorithm will be complete when an
Transportation Problem on the Route with Multiple
additional algorithm for selection of the navigational
information according to the vessel’s priorities is Ports', Polish Maritime Research, Gdansk, Vol. 20, No
introduced. 4, pp. 80-86, (ISSN: 1233-2585) DOI:10.2478/pomr-
2013-0044
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stop Routing of Small Islands, Scientific Journals Of The
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Energy Efficiency by Using EEOI, Procedia - Social and 9-16, (p-ISSN: 1733-8670, e-ISSN: 2392-0378) DOI:
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[2] Acomi, O., Аcomi, N., Stanca, C. (2015) The [17] Mašće, I., Singolo, R., Jurišić, I. (2018) Network
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IMAM 2015. International Maritime Association of the [18] Nikolov E., Nikolova N., (2015) Traffic Flow
Mediterranean, Pula, Croatia. pp. 755-761 Control in the Class of Distributed Parameters Systems,
[3] Belev B., (2004) Navigation in complicated Cybernetics and Information Technologies • Volume 15,
scircumstances, Sofia, p. 198, (in Bulgarian). No 5, Sofia, 2015, pp. 98-109.
[4] Bijlsma, S. J., (2002) On the Application of Optimal [19] Taguchi H., H. Sawada and K. Tanizawa, (2003) A
Control Theory and Dynamic Programming in Ship study on complicated roll motion of a ship equipped with
Routing. NAVIGATION, Journal of the Institute of an anti-rolling tank, 8th International Conference on the
Navigation, Vol. 49, pp. 71-80, Stability of Ships and Ocean Vehicles,.
[5] Bijlsma, S. (2001) .A Computational Method for [20] Tang, X.-T., Fen, G.-S., Zhao, W.-F., (2009)
the Solution of Optimal Control Problems in Ship Application of Dynamic Programming in Designing
Routing. NAVIGATION, Journal of the Institute of Ship’s Optimum Route, Journal of Guangzhou Maritime
Navigation, Vol. 48, pp. 145-154, College, Vol. 17, No. 2, pp. 18-20, (in Chinese).
[6] Bijlsma, S. (2002) On the Application of Optimal [21] UNCTAD, (2015) Key Statistics and Trends in
Control Theory and Dynamic Programming in Ship International Trade, United Nations publication,
Routing. NAVIGATION, Journal of the Institute of Geneva, URL: http://unctad.org/en/
Navigation, Vol. 49, pp. 71-80. PublicationsLibrary/ditctab2015d1_en.pdf, (Used:
[7] Bijlsma, S. (2008) Minimal Time Route 14.12.2016).
Computation for Ships with Pre-Specified Voyage Fuel [22] Vessel efficiency, (2016) NSB, Presented at the
Consumption. The Journal of Navigation, Vol. 61, pp. European Marine Engineering Conference, Amsterdam,
723-733. 13–14 April.
[8] Bogdanova V., (2010) Image Enhancement Using [23] Wang, F., Jia, C. (1998) The Study on the Optimal
Retinex Algorithms and Epitomic Representation, Ship Routing. Journal of Dalian Maritime University,
Cybernetics and Information Technologies. Volume 10, Vol. 24, No. 2, pp. 61-64, (in Chinese).
No 3, Sofia, pp. 10-19. [24] Woud, H., Stapersma, D., (2008) Design of
[9] Chybowski, L., Twardochleb, M., Wiśnicki, B. propulsion and electric power generation systems.
(2016) Multi-criteria Decision making in Components IMarEST Publications, London, UK.
13
SECTION V – ENGLISH FOR SPECIFIC
PURPOSES
ON MARITIME ENGLISH PHRASEMES THAT RECEIVED

A WARM WELCOME ASHORE
Senior Lecturer PhD, Mircea Georgescux

Constanta Maritime University, Romaniax
ABSTRACT
Phrasemes are not simple structures as they have syntactically complex features and are strongly lexicalized and
that extends considerably the area of research and makes it challenging. The study of a large array of phrasemes
provides ways that can lead to revealing the various degrees of their conformity with the rest of the grammar. Also
important for the phraseological research is to find out the connectivity between literal and nonliteral meanings. The
study of phrasemes is like a Herculean deed, and this is why this paper points to some of the multiword units that are
stored and retrieved from memory as lexical units, which are also known as ‘formulaic sequences’ (Wray 2000) types
of phrasemes: pragmateme, collocation, cliché, and idioms taken from common English and maritime English, as well
as ‘twins’ in English and Romanian.
Keywords: fixed expressions, formulaic language, phrasemes, collocations, clichés, pragmatemes, and idioms.
1. INTRODUCTION
2. MAJOR TYPES OF PHRASEME
Amazing as it may seem, after years of hot debate
on phraseological issues, neither formal definitions of
Phrasemes can be classified according to the amount of
the relevant concepts nor a formal typology of
their encoded parts, which determines a gap between the
phrasemes has been established. There is not even a
elements and the sum of these elements and the kind of
universally accepted name. A phraseme, also known as a relational constraints that govern the choice of
set expression, set phrase, fixed multiword idiomatic compulsory groups. “Compositional phrasemes can be
phrase, extended expression, “solidarity expressions”
divided into collocations, clichés and pragmatemes,
(Coseriu 1967) or idiom, “which is a multi-word or
while non-compositional phrasemes are commonly
multi-morphemic utterance at least one of whose
referred to as idioms.” (Beck and Mel’čuk 2011)
components is selectionally constrained or restricted by
linguistic convention such that it is not freely chosen.”
(Mel’čuk 1995). pragmateme
On the one hand, there are collocations such as compositional collocation
dangerous course, routine message, or inshore radar cliché
stations where one of the words is a non-restricted weak idiom
choice (course, message, and radar station, respectively) noncompositional semi-idiom
depending on the speaker’s way to express facts that are
strong idiom
on his mind at a given time or place, where he meets
(Beck and Mel’čuk 2011)
with no constraints, and then the free choice is replaced
by the defining words (dangerous, routine, inshore)
2.1 Non-compositional phrasemes: idioms
which are imposed by the limitations of the English
A phraseme is an idiom if its meaning differs from
language.
the sum of the meanings of its elements, i.e. a two-word
A completely different situation is when we come
compound (a, b) does not reveal its meaning if we look
across expressions such as X swallowed the anchor,
at it as a+b. The result is c, therefore it belongs to the
‘sailor X gave up sailing’, where the unit is taken as a
non-compositional group. Generally speaking, idioms
whole and expresses a new meaning that is miles away
will confuse and frustrate people, especially young non-
from the meanings of its parts. All of the words in this
natives, but natives as well. Syntactically the structure of
expression are a string that gives you no liberty of
idioms is more or less fixed and cannot be much altered.
manoeuvre. These expressions, called idioms, are very
This means that not all grammatical transformations can
widely used, in all languages, Romanian included.
be applied to idioms. Consider the following examples:
Idioms are phrases or groups of words, which have only
all at sea ’confused, bewildered
a metaphorical meaning, that are “stored as a single big
as the crow flies ’the shortest distance’
word” (Wray 2000). The same author gives two reasons
even keel ’one who walks straight’
for the intensive use of idioms. “Both kinds of
maiden trip ‘first time at sea’
expression are phrasemes, and can be contrasted with
the game is up ‘your deceit is exposed’
’free phrases’, expressions where all of the members
put smth. on the map ‘make smth. well-known’
(barring grammatical elements whose choice is forced by
It is quite obvious that in the examples above the
the morphosyntax of the language) are chosen freely,
equation is a+b=c, i.e. there is an abyss between the
based exclusively on their meaning and the message that
parts and the whole.
the speaker wishes to communicate.”
The criterion of transparency leads to three
categories of idioms: semi-transparent, semi-opaque
16
and opaque (Fernando and Flavell, 1981 :28), weak Non-native speakers, like native speakers in many cases,
idiom, semi-idiom, strong idiom (Beck and Mel’čuk, have a certain difficulty in the selection of the
2011), as well as full idioms, semi-idioms, and quasi- appropriate expression for given situations, for example,
idioms (Mel’čuk, 1995). what to say at a wedding party - Congratulations on
a. Full idioms finding each other!, how to start a formal letter - Dear
As mentioned before, their meanings are miles away Mr./Mrs, how to greet a Nobel Prize winner - I knew it
from the meaning of any of their lexical components: was only a matter of time. Well done!, etc.
bilge water ‘nonsense’ All these ready-made greetings and warnings,
dragging anchor ‘dangerous situation’ standard phrases used in letters, conversational formulas,
by heart ‘remembering verbatim’ texts on official signs, etc. are semantically and formally
go overboard ‘be excited’ fully compositional and are called pragmatemes (
make waves’ to be very active so that other people Mel’čuk 1998).
notice you, or be too active and disliked by others. A lexicographical approach of pragmatemes should
Idioms have both literal and figurative structures start from the fact that ‘pragmatemes are not lexical units
syntactically. Some idioms can be interpreted literally, -although they are linguistic signs disposed of a
but then the meaning changes, and the speaker will avoid signified, because they present an internal argumental
it, while the idiomatic meaning is familiar to him. As structure’ (Blanco 2010). Thus, pragmatemes cannot
regards this issue, Cowie (1998) argues that many constitute entries in a dictionary of lexical units but
idioms do not have a literal counterpart at all. entries of an inventory of textual units.
A main characteristic of pragmatemes is that they
b. Semi-idioms often present multimodality. There are pragmatemes,
An idiom is a semi-idiom when its overall especially those that appear on official signs, that can be
meaning: accompanied or totally replaced by an icon, as in the
1) includes the meaning of one of its elements, but pragmatism: Right turn forbidden.
from a semantic point of view not as its key carrier,
2) does not involve the meaning of the other
elements and
3) comprises an additional meaning as its relevant
semantic sign:
book a ship –‘ hire a ship’
Let’s also consider the translation of pragmatemes
float a company – ‘form a company’
in English and Romanian. Specialized literature provides
laid-up – ‘under repair’
a classification of equivalence into three categories:
miss the boat - ‘miss the train’
(Kromann, Riiber, & Rosbach, 1991):
monkey bridge – ‘punte etalon’
- full (Christ is risen! – Christos a înviat)
muddy the waters – ‘make a situation more
complicated/confusing’ (Truly he is risen! – Adevărat a înviat!
The more important semantic carrier of an idiom - partial (Have a smooth journey! – Voiaj plăcut!)
is definitely the part of the meaning that supplies - zero equivalence (Don’t mention it! - Cu plăcere!)
information about the time, place, of the event it refers
to. b. Collocation
c. Weak idiom Collocations are very common and in large number
An idiom is a weak or quasi-idiom, if its meaning in English, and competence in handling them is
1) includes the meaning of one of its parts, but from important. A collocation consists of two or more words
a semantic point of view not as its key carrier, and that often make a pair, like ’deep sea’ or ‘operate a ship’.
2) includes also a new meaning that can be Collocations are music to native speakers’ ears, so the
considered the key carrier of meaning: more collocations you know and use, you will ‘gain a
make waves ‘be very active’ few centimetres in height’ for using an elevated English.
old salt ‘old or old-fashioned’ Or, in other words, ‘while in Rome speak as the Romans
on an even keel ’move along steady’ do.’
sail right by ’walk past people’ Collocations are widely used both in general
show your true colours ’be yourself’ language and in the languages for specific purposes,
maritime English to be more specific. Such word
2.2 Compositional combinations are the first to reflect the specificity of
a. Pragmateme language. Thus, learners of English need to get familiar
A definition of pragmatemes is that ‘a phraseme is with them, from simple word combinations to patterns of
called a pragmatic phraseme or a pragmateme, if it is idiomacity, i.e. among them, idiomatic collocations.
“restricted to its signified and its signifier by the Hence, to follow the collocational conventions of a
extralinguistic situation in which a phraseme is used, that foreign language means to contribute to one’s idiomacity
is, by pragmatic factors “ (Mel'cuk, 1998). and nativelikeness, whereas not doing so, signals one’s
Everyone knows how to thank someone for a favor, foreignness (Vişan & Croitoru 2009: 132).
a gift, send good wishes, or how to introduce themselves When trying to place the right parts in the puzzle,
or greet someone they meet, while diplomats, tourists Maritime English learners feel like walking on moving
and seafarers can do that in other languages as well.
17
sands because they have to match a large number of He threw himself at her feet…
elements – noun and verb, verb and noun, noun and He sneered in my direction
noun, etc. and to find the appropriate ones from each Crushing her slander finger within his…
category. Here are some examples: She turned a little pale…
above average - more than average She flung herself out of the room…
accept a challenge - to agree to do something In every day speech, one can come across clichés
difficult or dangerous that are known as small-talk, which are meant to show
ache inside - desparately want something that the speaker is busy or that he isn’t in the mood for a
aches and pains - mild pains that come and go long conversation..
against all odds – despite differences (between Following is a short list of English ways to cut a
persons) conversation short:
call a meeting - invite people to hold a meeting I’ll call you.
call in sick - to telephone your place of work and You win some, you lose some.
say you're not coming because you're sick It’s just common sense.
change/alter course - to go in a different direction There’s no time to explain.
clean energy - energy or power supply that doesn't Life is unfair.
endanger the environment Shot in the shoulder.
come to smby’s rescue - to save from danger or We already had this conversation.
failure Oh, it’s going to rain.
draw bridge – bridge that may be raised It’s the neighbour’s cat.
get up in age – get old We all have to do things we don’t like.
get creamed - beaten up, hurt There’s a storm coming..
Interpretation of metaphorical collocations often Whatever will be, will be.
require reference to language-specific cultural It’s all relative.
patterns”, but a multi lingual approach will show The religious literature proposes clichés that combine
common idioms for English and Romanian. An example people and biblical famous names, or even God, all of
that fits well in the context of the article is ‘life like a them trying to draw a line between good and evil, or
jail.’ Jail should not be taken literally, but as places or holiness and irreverence.
situations that are conﬁning or unpleasant. Sailors The Lord gives, and the Lord takes away
sometimes use it when they need a screen to send some God never gives you more suffering than you can
drinks ‘down the hatch.’ bear.
The similarities can go even further, ‘there are cases Adam and Eve, not Adam and Steve!” (opposing
in which they can be found in most if not all languages.’ same-sex marriage)
(Visan & Croitoru, 2009). God moves/works in mysterious ways
A separate group of clichés is made by lexical
c. Cliché doublets (sometimes called twins or binomials) and
Clichés are overused expressions that have been triplets – “trinomials”) that are joined by conjunctions
said so many times, by so many people, that they’ve and, or, neither …nor, or by omitting of conjunctions
rather lost their meaning and don’t always say very from constructions in which they would normally be
much. British people use phrases like this so often that used, like in: Should’ve, would’ve, and could’ve.
they don’t even realise it; some like to spout clichéd Most of these elements have and obvious meaning.
advice such as time heals all wounds because they Their use should be restricted to informal speech. There
aren’t sure what else to say. is a challenge, though, with those units that are not self-
The following examples are not only clichés but revealing at first sight. That is why the following
also twins in English and Romanian. binomials will come with short explanations and even a
At the last minute context:
Better late than never give and take: a spirit of compromise
Rome wasn’t built in a day odds and ends: small, unimportant things.
Time heals all wounds maiden voyage : first voyage of a ship
Time and time again short and sweet: very quick and to-the-point speech
Avoid like the plague education and training: background
The light at the end of the tunnel part and parcel (part of / belong to)
His bark is bigger than his bite rant and rave. (shouting / very angry)
Your place or mine prim and proper, (rather formal and fussy)
Some clichés have an obvious literary rough and ready, (poor standard)
backgroound, mostrly famous characters in novels, wine and dine, (feed and entertain)
movies and plays, that may bring about a certain Other times, the unit consists of words that are
degree of sarcasm, which make us think of parodies. near-synonyms.
Let’s think of a number of imitations of sentimental pick and choose/pack; (have a wide choice)
literary prose that were so popular one or two centuries in leaps and bounds, (obviously)
ago in all European literatures: peace and quiet, (calm)
Tossing her head in the air she swept past him… rest and recreation, (relaxation)
A cloud was hanging on her fair brow… First and foremost, (most importantly)
18
down and out. (without a home or money) [2] Beck, D., Melchuk, I. (2011). Morphological
Some binomials borrowed from maritime English phrasemes and Totonacan verbal morphology,
are: Linguistics 49, 175–228. Clarendon Press, Oxford
fore and aft [3] Blanco, X. (2010). “Subjectification and
wear and tear intersubjectification”. In Historical pragmatics, ed. by
over and out Andreas H. Jucker & Irma Taavitsainen. (Handbooks of
Pragmatics, Vol. 8). Berlin: Mouton de Gruyter, pp. 127-
3. CONCLUSION 163.
[4] Carter, R. (1998), Vocabulary: Applied linguistic
There is no independent linguistic discipline perspectives published by Routledge
phraseology similar to semantics, syntax, or [5] Coseriu, E. (1967). Lexikalische Solidaritäten
morphology, each of which focusing on a particular [Lexical Solidarities]," Poetica 1, 293-303.
component of the language. Phraseology is rather a [6] Cowie, A. P. (1998). Phraseology: Theory, analysis,
particular field of interest that concentrates on a and applications. Oxford: ClarendonPress
particular type of linguistic signs and has to deal with [7] Fernando, C. and Flavell, R (1981) On Idiom:
everything, starting with semantics and ending with Critical Reviews and Perspectives (Exeter Linguistic
phonetics. That is why phraseology is so difficult, but so Studies, 5)
appealing. [8] Gibbs, R. Jr (2010) Idioms and Formulaic Language
Clichés are often idioms – that is, a figurative the Oxford Handbook of Cognitive Linguistics, Edited
phrase that has an implied meaning rather than a literal by Dirk Geeraerts and Hubert Cuyckens
one. George Orwell said of such expressions: “Never use [9] Granger, S., Meunier, F. (2008). Phraseology: An
a metaphor, simile, or other figure of speech which you interdisciplinary perspective, John Benjamins Publishing
are used to seeing in print.” In other words, don’t rehash Company
the same phrases everyone else does – it usually doesn’t [10] Hartley, A. H. (2002). Words That Have Made
add anything to what you’re saying! And yet, some of Their Way from Nautical Language into Everyday
them are the products of learned men who took the task English;
of mixing poetry and wisdom and modelling the result [11] Kromann, H. P., Riiber, T., & Rosbach, P. (1991).
over centuries. An example is every cloud has a silver Principles of Bilingual Lexicography. In O. R. F. J.
lining - A cloud (sadness or difficulty) may block out the Hausmann, Dictionaries /. An International
sun (happiness), but its hidden silver lining will show Encyclopedia of Lexicography. Berlin-New York.
some light. The “silver lining” bit came from a poem by [12] Mel’čuk I. (1995). Phrasemes in language and
John Milton, Comus, presented in 1634, “there does a phraseology in linguistics, in Martin Everaert, Erik-Jan
sable cloud / Turn forth her silver lining on the night”. It van der Linden, André Schenk & Rob Schreuder (eds.)
wasn’t until the Victorian period that its modern usage Psychology Press
came about. [13] Mel’čuk, I. (1998). Collocations and Lexical
The use of idioms has a twofold effect: they can put Functions. In: Cowie, Ed. 23-53.
a cloud on the communication process, but once you [14] Milton, J. (1634) Comus, London
learn them, they give rhythm and automaticity and [15] Orwell, G. (1946) Politics and the English
qualify you for a higher level in the social interaction. Language
Why fluency, because fixed language provides shortcuts [16] Vişan, I. & Croitoru E. (2009). Verbal Collocations
and thus acts as communication time buyers. in Translating Maritime Language. In the Proceedings
To conclude with, the use of set form of words is of the 4th Conference Translation Studies: Retrospective
extensively used in any language and covers a wide and Prospective Views, Year 2, Issue 6, Croitoru, E. &
range of labels, which, following Carter (1998) and Popescu, F. (eds.), pp. 132-138, Galati University Press
Wray (2008), “includes idioms, collocations, proverbs, [17] Visan, I., Georgescu, M., Collocational
catchphrases, quotations, idiomatic similes, and Competence in Maritime English for Better
discoursal expressions.” A traditional view of idioms Communication on Board (2011), in Proceedings of the
and related speech formulas regards such phrases as bits 23rd International Maritime English Conference, pp.
and pieces of fossilized language (Gibbs 2010). Yet 230-242, IMEC 23, 10 -15 Oct., Constanta, Romania,
idiomatic phrases are not mere linguistic ornaments, that ISBN 978-606-8105-61-1.
can only give a shine to a person's speech style, but are a [18] Wray, A. (2000) Formulaic Sequences in Second
useful component of the language since they enhance Language Teaching: Principle and Practice , in Applied
textual consistency, facilitate social interaction, and Linguistics, Vol. 21/4, 463–489.
mirror the borderless creations of the human thought. [19] Wray, A. (2008) Formulaic Language: Pushing the
That is why each of them requires further ‘dredging.’ boundaries. Oxford Applied Linguistics. Oxford
University Press.
REFERENCES
[1] Ansted, A. (1977) A Dictionary of Sea Terms,

Glasgow
19
SECTION VI – MARITIME ECONOMICS,
LOGISTICS AND SOCIAL SCIENCES
THE DELIMITATION BETWEEN THE INTERNATIONAL CONTRACT OF

TRANSPORTING CARGO ON THE SEA AND THE CHARTER – PARTY CONTRACT
Lecturer PhD. Cristian Draganx, Grigore-Valentin Beleniucy

Constanta Maritime Universityx, Ovidius University Constantay, Romania
ABSTRACT
The layout of the juridical contractual relationships in the field of maritime law is very complex and also intriguing
at the same time. The complexity results in how the contract is legally born. Because approving a contract can be made
in one state while implementing one can be done in another one, therefor the contract can be legally born in one place,
while the cargo is to be shipped to third-party recipients from other states.
These are some of the reasons for which we consider this paper to be scientifically useful, knowing that the
maritime law is spectacular, but must receive the worthy importance from both the juridical doctrine and to the
practitioners of law.
Index Terms: maritime contract, bill of lading, charter-party, cargo transport
1. TERMINOLOGICAL ASPECTS REGARDING traditional acceptance of the contract of transporting

THE INTERNATIONAL CONTRACT OF THE cargo on the sea, because after the appearance in the
TRANSPORTING OF CARGO ON THE SEA AND 19th century of the freight transport at sea at regular
THE INTERNATIONAL CHARTER-PARTY
intervals of time (5) by the liner ships, under the bills of
CONTRACT
lading, the charterer's place could also been taken by the
In the present regulations in the Romanian law person who is loading the cargo (the loader).
system, there is no set of rules to be exclusively After this mark in the time axis, in the foreign
applicable to the contract of transporting cargo on the juridical literature (16) it was appreciated that the
sea. Before the New Civil Code had entered into force, transport of goods, in the mentioned case, was followed
the legal provisions from the Old Commercial Code, to be carried out under a contract for the transport of
respectively the articles 565-570, regulated the „policy goods by sea, this being defined as that contract under
of loading” (bill of lading) as a core element of such which a party known as the carrier undertakes the
operations. obligations to transport the cargo with a seagoing ship in
De lege lata, the provisions from the article 1955 the exchange for a price known as freight, and
and the following from the New Civil Code constitute afterwards the cargo to be handed over by the loader
the common law for the contract of transport, regardless (shipper) to the receiver (consignee) in the determined
of the transport modality which had been chosen (on the port (which is to be on one of the routes to have in
road, by railway, by sea, by air or combined) (2), regard by the carrier).
following that in regard to the operations of transport From another perspective, it must be highlighted
with a foreign element to be applicable the international that in the juridical literature (6) it is considered that the
conventions (11). contract of the transporting of the cargo by fluvial means
The doctrine does not contain a crystallized is to be considered as a species of the charter contract,
definition of the contract of transporting cargo on the being distinguished by the fact that the last contract is to
sea, being demarcated on the one hand between the be concluded with a fluvial waterway bill of lading, its
charter contract which is considered to be a contract of object being the cargo transport on the international
ship-related lease, and contract for the carriage of goods rivers.
by sea, on the other hand. As such, regarding the delimitation between the
From a point of view (15) the charter-party contract contracts for the transport of goods by sea from the
is defined to be as that convention by which the ship- contract of chartering, it could be taken into account first
owner (the shipowner is defined as the enterprise or of all, the regular nature of transport in the case of the
person who owns and operates a ship) (7) makes first mentioned contract, and on the other hand, the
available to the charterer a ship or part of the ship (or a occasional character of the transport in the situation
certain load capacity) (6) for one or more voyages (from charter contract.
one port to another) (6) or for a certain amount of time in A second aspect which must be taken into
return for a certain price called freight. consideration when distinguishing between the two
In the speciality literature (15) it is appreciated that contracts relates to the object (9) of the contract. From
the definition previous mentioned also represents the this perspective, the two contracts cannot be assimilated
22
to each other. Thus, the charter contract has the ship as a loading of a cargo on board a ship or the reception by the
juridical object, respectively making available to the master of the ship or by the ship owner (the shipping
charterer, by the charter, in a state of seaworthiness and company) of the specified cargo for transport to the
maintaining it in this state throughout the entire destination.
execution of the contract. On the other hand, the contract From a conventional perspective, considering the
for the transport of goods by sea has as its material provisions from art. 1 point 7 of the Rules of Hamburg,
object the movement of goods on the sea by the carrier. the bill of lading is defined as a document proving a
A third delimitation may involve the proof of the contract for transport by sea and also the taking or
two contracts. Thus, proving the charter contract is done loading of the goods by the carrier, by which this last
by charter party, while the proof of the existence of the person commits to deliver the cargo.
maritime transport contract is achieved through the bill Historically (31), until the eleventh century, the bill
of lading. of lading was not used in international maritime trade.
In explaining the concept of the "charter-party" (29) After this moment, when the international maritime trade
several aspects of historic order must be considered. In began to develop significantly, it became necessary to
this regard, it should be highlighted that international adopt a way to register the goods on board the ship. In
transport on the sea has begun with the Phoenicians (14) order to meet this need, there was a register on board of
when the merchants of this ancient people-chartered most of the maritime vessels which was completed by a
ships for the transport of goods on the Mediterranean responsible crew member. Initially, this register was kept
Sea. Later, in ancient Rome, the foundations of a charter in order informally but later, considering its usefulness,
market were laid for regularizing the price of cereals more and more ports have laid the legal basis of the
brought from ancient Egypt to the port of Ostia (the port obligation to use it.
of ancient Rome). In relation to these aspects, the In the fourteenth century, the bill of lading became
chartering of maritime vessels cannot be considered as a the document attesting that the cargo has been received.
new concept. Later in the sixteenth and seventeenth centuries, when it
However, it must be emphasized that by the end of ceased to be possible to continue to conclude chartering
the 19th century, some ship captains also had the power contracts with each sender of the cargo separately, the
to fix the weight of all the ship’s cargo in order to bill of lading begun to represent that document which
maximize the income for the owner of the merchandise, also contained the transport contract and also represented
in exchange for a share of the profit, since some ship the right of the holder to hand over the cargo taking into
captains often had also the quality of a ship owner (as is account the traders practice as a source of law.
the case today with some barges on the Rhine). In these Finally, the bill of lading has become a
situations, the ship's master also had the obligation to representative title of the merchandise, having in
negotiate with the merchants from the ports where the addition a transmissible character. Currently, in equal
ship was moored and at the same time to prepare the measure, there is both the technology needed to make the
necessary contract, in double copy, on a single piece of bill of lading in electronic form, as well as the risk of
paper, which was subsequently broken in two, a copy computer fraud (12). „The risk of fraud is reduced by
being remitted to the trader. audit trails, electronic signature and PIN numbers which
The term "charter-party" represents the anglicised make it more difficult to forge an E-bill. However,
form of the Latin words "Charter party", an expression electronic systems are exposed to new risks, such as the
that designates a document, act or contract (Carta), risk from hackers (as highlighted in MSC Mediterranean
which has been divided into two parts (partita). Shipping Company v Glencore [2017] EWCA Civ 365,
In this case, one copy was to be delivered to the where the PIN for an electronic delivery system appears
loader and the other copy was kept on board the ship to have been misappropriated by a cyber-attack)” (36).
until the ship reached its destination. After this time, the Also, with reference to this aspect, we also mention
master of the ship was to deliver to the consignee the the fact that, among other things, a bill of lading in
document that was held on board the ship, so that the electronic form would also have the advantage of
latter could prove that he owned the goods. reducing the considerable expenses (3) involved in paper
The development of international trade in the support. At the present time there is the necessary
nineteenth and twentieth centuries led to the creation of conventional background, respectively the "Rotterdam
faster vessels used on voyages much further away from Rules" (38), which are not implemented.
the port of departure, so the ships masters could no Indeed, the "Rotterdam Rules" sought to replace
longer conduct their own negotiations. (13) "The Hague Visby Rules" but without success, since
In the juridical literature (6), the bill of lading is September 2009, out of the 25 countries that signed the
defined as representing the formal document used in the convention (including United States, Netherlands,
transport of goods by water, by which it is proven the Greece, France, Denmark, Sweden and Norway), only a
23
few countries have ratified it (for example, Spain and As a general rule, the law of the background of the
Togo), which means that this normative act remains contract is "lex voluntatis" (8) (law of the will of the
inapplicable until after the year the twentieth UN parties) thus, in the relations of private international law,
signatory state will ratify it. as opposed to those of Romanian domestic law, the
Fourthly, from a different perspective, in juridical parties implicitly choose the law applicable to the
literature (4) there is a distinction between the prescription extinguishing, as an effect of the right to
obligations on which generates the two categories of choose the law applicable to the contract. Lex voluntatis
contracts, in the sense that the charterer (the ship owner) (or the law of the will of the parties) is the law of the
has as a general rule an obligation of prudence and background of the contract and also the rule according to
diligence, while the obligation of the carriage, in the case which whenever a rule of an international convention is
of the contract of transport, is the result: to deliver to the applicable, it is to apply with priority over any rule of an
destination the goods to be picked up from the shipper. internal legal system.
Fifthly, the delimitation (10) of the two contracts A fortiori, parties, by their will, may agree that the
can also be marked by the fact that, as opposed to the extinguishing prescription may apply to another law than
charter-party contract for which there are no uniform the one they chose to regulate the contract on the merits.
rules, the international contract for the carriage of goods In regard to these aspects, in the case of the charter
by sea, concluded for the transport of shipping lines, is party contract, the extinctive prescription of the material
regulated by international conventions. right to the action born from not executing of a
contractual obligation is subject to the law applicable to
2. THE DELIMITATION BETWEEN THE the background of the contract (6). “Lex voluntatis” is
CONTRACT FOR THE TRANSPORT OF GOODS the law chosen by the parties, by virtue of the principle
BY SEA AND THE CHARTER-PARTY
of autonomy of will, to govern the international trade
CONTRACT, HAVING IN REGARD THE
EXTINCTIVE PRESCRIPTION OF APPLICABLE contact between them.
RULES Also, as per the provisions of art. 11 paragraph 2 of
the Romanian Constitution, the treaties ratified by the
Considering the delimitation of the two contracts Parliament according to the law are part of the national
regarding the rules applicable in matter of extinctive law, and it can be argued that in the situation in which it
prescription, a number of elements specific to these legal would be incidental to an international convention, it
acts must be considered. Thus, taking into account the would apply with priority to any system of national law,
Romanian private international law, the extinctive taking into account the principle of specialia generalibus
prescription in the case of the charter-party contract is derogant, considering that in this case the international
considered an institution of material law, subject to lex convention meets all the characteristics of a special law.
causae (8) and not to the lex fori (30), which refers to the Therefore, whenever there are no international
law of the court before which action was brought. In regulations, our internal law will apply as lex causae.
case an action is filed before a court and is international The internal rules regarding the prescription of the law
in nature, the court must consider the law applicable to material to the action, regardless of their specific source,
that case. Under certain circumstances, lex fori will respectively the New Civil Code or special normative
apply. Traditionally, lex fori regulates procedural issues, acts.„Lex causae” (30) refer to the law governing the
regardless of lex causae. foundation of the case, designated by the rules on
It should be noted that according to art. 230 letter q conflict of laws.
of Law no. 71 from June 3, 2011 for implementation of It must be emphasized that, at present, the
Law no. 287/2009 regarding the Civil Code, art. 1-33 extinctive prescription is no longer regulated separately
and art. 36-147 from the Law no. 105/1992 regarding the (8) in the case of the maritime contract of cargo transport
regulation of the relations of private international law against the charter-party contract, as it happened under
were expressly repealed, so that the New Civil Code is the empire of the Old Commercial Code.
currently the common law in the matter of private In this regard, we remind that according to the
international law relations. provisions of art. 954 from the Old Commercial Code
According to art. 2263 of the New Civil Code (32), the actions which result from the lease of a ship
provisions, the extinctive prescription applicable to the were extinctive prescribed by the passing of one year
right to action is subject to the law that applies to the which begins to start from the fulfilment of the voyage,
subjective right itself. As a consequence, in the and those deriving from the enrolment contract by
Romanian international private law, the prescription of passing a term of one year from the expiration of the
the material right to action is a fundamental problem, term agreed between the parties, or from the fulfilment
being subject to the law which governs the background of the latter voyage, if the contract was extended.
of the legal relation.
24
Also, according to the provisions from art. 956 of of 1 year of prescription will not be applied to those
the Old Commercial Code, the actions against the legal relationships that exceed the sphere of the transport
carriers deriving from the transport contract were to be contract. As such, it would apply the general term of
applied under the extinctive prescription clause: by the extinctive prescription of 3 years in the case of those
passing of a period of six months, if the transport was derived from legal relationships, for example from civil
made in Europe, outside Iceland and the Faroe Islands, delinquency liability or a lawful civil legal act
in a maritime market in Asia or from the Mediterranean (management of another person’s interests, undue
African coast, the Black Sea, the Suez Canal or the Red payment or enrichment without a just cause).
Sea, or in a land market connected by a road railway, Like the extinctive prescription, neither the decay as
with a maritime market in the above-mentioned areas, or a civil law sanction does not know de lege lata a
by the passing of a period of one year, if the transport differentiated applicability in relation to the maritime
was effected somewhere else. transport contract or, as the case may be, in relation to
In the event of total loss, the clause comes into charter-party contract. However, the texts should be
force from the day the transported items had to reach mentioned with an exemplification title, the text law
their destination; and in case of partial loss, damage or from the Old Commercial Code that regulated the decay
delay, the term starts from the day the goods are handed in the matter of sea transport.
over to the consignee. Thus, we specify that the art. 671 regulated the
De lege lata, the extinctive prescription clause for decay in case of common failure, art. 677 regulates
the transport contract, as according to the second decay in the case of the approach, while art. 684
paragraph of the art. 2521 from the New Civil Code, is 1 regulates decay for non-exercise privilege within 15
year, unless otherwise provided by law, and is days. The colision (1) is synthetically defined in the
prescribed by the fulfilment of a term of one year, also doctrine as existing when a physical contact between two
the right to action arising from a contract for the ships takes place.
transport of goods by land, air or on the water, against From the international law perspective, in matters
the carrier (extinctive prescription term of 1 year). which are linked exclusively to the maritime transport, it
According to the provisions of the third paragraph must be specified that the decay is more often
from art. 2521 of the New Civil Code, if the contract of encountered, as opposed to the extinctive prescription.
transport was completed or executed successively or, as Thus, the extinctive prescription, in the form of the 2
the case may be, combined, with the same means of years term, is applicable more often in the case of
transport or with different means of transport, the term collisions between ships, respectively in the field of
extends to 3 years. assistance and rescue at sea, while decay, in the form of
With regard to the domain of applicability (2) of the term of 3 days or 60 days, it is applicable in the case
these prescription terms, it should be noted that their of transports founded on the bill of lading.
object is only the transport of goods, not the transport of The Convention for the Unification of Certain
persons, considering the applicability of the principle Rules of Law with respect to Collisions between Vessels
exceptio est strictissimae interpretationis, so that the rule (Brussels 23 September 1910), in the 10th paragraph
cannot be extended by analogy. provides an extinctive prescription period of 2 years in
Another aspect of the domain of applicability of the respect of the action of establishing and requesting the
prescription terms concerns the two requirements which remuneration of rescue, term that begins to run from the
must be met cumulatively (8) for the applicability of the day when assistance or rescue operations are completed.
1-year term. The Hague-Visby Rules (33) from 1968
Thus, on the one hand, in the judicial (or, as the (International Convention for the unification of certain
case may be, arbitrary) action the passive procedural rules of law relating to bills of lading), at point 6 from
quality must belong to the carrier. As a consequence, third paragraph, establish a three-day term, which begins
from the per a contrario interpretation of the text of law, to flow from the moment the cargo is picked up, if
it follows that the term of 1 year prescription remains defects were not visible when taked by the receiver. For
inapplicable in the case of actions that the carrier could the goods whose defects were visible ("prima facie"), but
bring against to the consignor or consignee or to the they were taken without protest or mentions, a relative
contracting party, following that these actions will be presumption will function that they were delivered by
subject to the general term of prescription of 3 years. the ship in the state and the quantity in which the ship
On the other hand, the judicial or arbitration action took them from the loader.
must be based on the transport contract. Thus, as The Hamburg Rules provide in point 5 from
highlighted in the juridical literature (8), from the per a paragraph 19 that no compensation will be due for the
contrario interpretation to the law text of the third damage resulted from the delay in delivery, if no written
paragraph of art. 2521 of the New Civil Code, the term notification was given to the shipper within 60
25
consecutive days from the day after the goods were [5] Căpăţînă Octavian, Dreptul transporturilor, Partea
delivered to the receiver. specială, publishing house Lumina Lex, Bucharest, 2002
We consider that the reason for which the decay is [6] Costin N. Mircea, Drept comercial internațional.
more common than the extinctive prescription, can relate Ghid alfabetic, publishing house Dacia, Cluj-Napoca,
to the speed and safety with which the commercial 1987
transport is carried out, thus ensuring the security of the [7] Ionescu Gheorghe, Ilie Manole, A. B. C.-ul
international trade circuit. marinarului, publishing house Tehnică, București, 1976
De lege ferenda, taking into account those [8] Grigore Gabriel, Prescripția extinctivă în materia
mentioned, for the protection of the commercial circuit transportului internațional de mărfuri pe mare în
we propose the elimination of the deadlines for reglementarea Noului Cod Civil și a unor convenții
extinctive prescription in the field of maritime transport internaționale, in Revista română de drept maritim nr.
and the introduction of the decay deadlines, at most 1/2017, publishing house Universul Juridic, 2017
equal to a quarter from the former mentioned terms. [9] Grigore Gabriel, Contractul internațional de navlosire
charter-party, in Revista română de drept maritim nr.
3. SOME CONCLUDING CONSIDERATIONS 2/2017, publishing house Universul Juridic, 2017
[10] Grigore Gabriel, Cadrul juridic uniform al
It was pointed out in the specialized literature (8)
contractului internațional de transport de mărfuri pe
that the execution of the international contract of cargo
mare pe bază de conosament, in Revista română de drept
transport on sea is a complex activity that involves both
maritim nr. 2/2016, publishing house Universul Juridic,
legal relationships between the parties of the transport
2016
contract or of the charter party contract with third
[11] Grigore Gabriel, Contractul internațional de
parties, (which have as a purpose the commercial
navlosire charter-party, Doctoral thesis, Bucharest, 2011
exploitation of the ship), as well as force majeure events
[12] Gouilloud Martine Remonde, Droit maritime,
(shipwrecks, engine failures, collisions).
publishing house A. Pedone, Paris, 1998
The conclusion that emerges from all the aspects
[13] Fuglevåg Ingar, The Rotterdam Rules – yet another
presented above is that an overlap between the
failed attempt of replacing the Hague-Visby Rules?
international contract of cargo transport at sea and the
https://svw.no/en/news/news/2018/march/the-rotterdam-
charter-party contract cannot exist, these contracts being
rules--yet-another-failed-attempt-of-replacing-the-hague-
delimited by the frequency of their actual use in
visby-rules/
maritime transport, the object, the evidence, the nature
[14] Ryan Schleeter, First rulers of the Mediterranean,
and the content of the obligations generated, the
article publicated on
applicable regulations and last but not least, as we stated
https://www.nationalgeographic.org/news/first-rulers-
at the end of our paper, in relation to the applicability of
mediterranean/
the sanction of the decay or the prescription.
[15] Sitaru Dragoș Alexandru, Stănescu Şerban-
Alexandru, Contractul de transport internaţional de
4. REFERENCES
mărfuri, publishing house Lumina Lex, 2007
A. DOCTRINE [16] Rodière Rene, Emmanuel du Pontavice, Droit
maritime, vol. I, nr. 15, publishing house Dalloz, Paris,
[1] Anechitoae Constantin, Introducere în drept maritim twelfth edition, 1997
internațional, Note de curs, fourth edition, Bren
publishing house, Bucharest, 2011 B. JURIDICAL MAGAZINES
[2] Baias Flavius-Antoniu, Chelaru Eugen,
Constantinovici Rodica, Macovei Ioan (coordinators), [17] Revista română de drept maritim nr. 1/2017
Noul Cod civil. Comentariu pe articole, (our note – The [18] Revista română de drept maritim nr. 2/2017
New Civil code. Commentary on the articles), C.H. Beck [19] Revista română de drept maritim nr. 2/2016
publishing house, Bucharest, 2012
[3] Bhanawat Abhishek, Rotterdam Rules – Redefining
and Introducing the Electronic Bill of Lading, C. LEGISLATION
https://www.marineinsight.com/maritime-law/rotterdam-
[20] Legea nr. 71/2011 pentru punerea în aplicare a Legii
rules-redefining-and-introducing-the-electronic-bill-of-
nr. 287/2009 privind Codul civil, publicată în Monitorul
lading/
Oficial, Partea I, nr. 409 din 10 iunie 2011 (The law nr.
[4] Bibicescu Gheorghe, Transportul de mărfuri pe mare
71/2011 for putting into application the law nr. 287/2009
în comerţul internaţional, publishing house Sport-
regarding the Civil Code, published in the first part of
Turism, Bucharest, 1986
26
the Romanian Official Monitor, nr. 409 from the 10th of [27] International Convention for the unification of
june 2011) certain rules of law relating to bills of lading (Hague-
[21] Noul Cod civil, modificat prin legea pentru punerea Visby-Rules, 1968)
în aplicare – Legea nr. 287/2009 privind Codul civil, [28] Convention for the Unification of Certain Rules of
publicată în Monitorul Oficial al României, publicată în Law with respect to Collisions between Vessels,
Monitorul Oficial al României, Partea I, nr. 505 din 15 Brussels, 1910
iulie 2011 (The new Civil Code, modified by the law for
putting it into application, published in the first part of E. WEBOGRAPHY
the Romanian Official Monitor, nr. 505 from the 15th of
july 2011) [29] https://www.handybulk.com/what-is-a-charter-
[22] Constituția României din 2003 (The romanian party-carta-partita
Constitution) [30]http://ec.europa.eu/civiljustice/glossary/glossary_ro.
[23] Legea nr. 105/1992 cu privire la reglementarea htm#LexCausae
raporturilor de drept internaţional privat, publicată în [31] https://lawexplores.com/a-short-history-of-the-bill-
Monitorul Oficial al României, Partea I, nr. 245 din 1 of-lading/
octombrie 1992, cu completările ulterioare (The law nr. [32]
105/1992 regarding the regulation of the international http://legislatie.just.ro/Public/DetaliiDocument/38123
private law relationships, published in the Romanian [33] https://www.klgeurope.com/files/1968_hague-
Official Monitor, first part, nr. 245, from the 1st october visby_rules.pdf
1992 with the subsequent modifications) [34] https://www.marineinsight.com/maritime-
[24] Vechiul Cod Comercial din 10 mai 1887 (The old law/rotterdam-rules-redefining-and-introducing-the-
Romanian commercial code from the 10th of May 1887) electronic-bill-of-lading/
[35]https://www.nationalgeographic.org/news/first-
D. INTERNATIONAL CONVENTIONS rulers-mediterranean/
[25] United Nations Convention on Contracts for the [36]https://www.nortonrosefulbright.com/en/knowledge/
International Carriage of Goods Wholly or Partly by Sea publications/b20094b6/e-bills-of-lading
(Rotterdam Rules, 2008) [37]https://svw.no/en/news/news/2018/march/the-
rotterdam-rules--yet-another-failed-attempt-of-replacing-
[26] United Nations Convention on the Carriage of the-hague-visby-rules/
Goods by Sea (Hamburg Rules, 1978) [38]https://www.uncitral.org/pdf/english/texts/transport/r
otterdam_rules/Rotterdam-Rules-E.pdf
27
AN ANALYTICAL MODEL FOR THE RENTAL RATE IN A PORT
Prof. PhD. Lucian Balutx

ABSTRACT
The work presents a new approach of the method of determining the rental rent for the land port. According to this
approach, the final rental rate must be dependent on how the port operator meets certain efficiency clauses (traffic
clauses, performance clauses, consume clauses, environment clauses etc.). In the same time techniques of subsiding or
adjusting the rate are introduced depending on the level of implementation of the efficiency clauses.
Keywords: Port Management.
1. INTRODUCTION 2. PROBLEM FORMULATION
As it is known, the activity of a port operator is carried Starting from the observations made previously, the
out based on a contract concluded between him and the present study aims to expose the function:
port administration. This contract takes account of the
dq
operator's requests and the requirements of the PB  PB(q, ) (1)
administration based on the legislation in force, [1] dt
respectively [2]. One of the ways in which this contract
is monitored is the introduction of the so-called "traffic where PB represents the total amount that can be paid by
clause". In essence, this clause is related to the quantity the operator in the form of a penalty or the total amount
of merchandise, hereinafter referred to as "q", the of the operator's bonus.
quantity of merchandise operated by the operator over a
year. According to this clause, a criterion is established 3. THE SOLUTION PROPOSED
which establishes the minimum quantity of cargo to be
operated by the operator. Concluding, monitoring an Applying the procedure outlined in [3], relationship (1)
operator's activity is mainly by using a certain criterion. becomes:
In fact, the operator is penalized if he does not meet the
dq dq
criterion of the minimum amount of cargo to be PB(q, )   q PB(q)   dq PB( ) (2)
operated. This leads to a problem. In fact, the amount of dt dt
dt
merchandise operated by the operator depends in where:
principle on at least two parameters:
q and  dq weighting coefficients
1. The quantity of goods contracted for operation dt
and PB(q) the total amount that may be paid by the
2. Operating speed operator in the form of a penalty or the
total amount that the operator pays in the
It is obvious that the first parameter depends in principle form of a bonus linked to the traffic
on the situation on the market. The second parameter clause
depends to a large extent on the operator. Thus, if the
existing offer on the market falls then the operator can dq the total amount that can be paid by the
not objectively handle the quantity offered by the PB( )
dt operator in the form of a penalty or the
contract. total amount that the operator pays in the
form of a bonus linked to the
This paper, based on the observations [3], aims to performance clause.
introduce a second monitoring criterion, namely the
"performance clause". This is related to the operating Accepting:
dq
speed " ". The difference from [3] is how this clause is
dt
q  1 (3)
implemented. The idea of introducing both penalties (if
the criteria imposed by the two clauses are not met) and and
bonuses for the situation where the criteria imposed by  dq  1 (4)
the two clauses are met is preserved. dt
(2) is rewritten:
dq dq
PB(q, )  PB(q)  PB( ) (5)
dt dt
28
dq  dq 
Under this form, the calculation of penalties or bonuses pb(q, )     pb(q) (6)
is complicated by requiring the evaluation of each clause dt  dt 
individually. This means entering into contracts of seven
parameters for the clause. This paper proposes a Where:
different form for (5) namely:

 dq dq
  penalty max if 
 dt dt min (7)
 dq   penalty min   penalty max  dq

dq 
   penalty max
dq dq dq
    dt   if  
 dt   dq dq  dt min  dt min dt dt max

realized
 dt max dt min

 dq dq
 penalty min if  
 dt dt max
  dq 
 penalty   for q  qinf
is a weighting coefficient of the "traffic clause" reported  dq    dt 
for q  qinf , qsup 
(12)
to the "performance clause" It is interesting to note that     0
 dt  
under this form, the performance clause is transformed  dq 
 bonus   for q  qsup
into a simple non-dimensional weighting coefficient of   dt 
the traffic clause and the traffic clause remains
unchanged.
This means that both the penalty level and the bonus
pb (q) is defined by (8).
level depend on the operating speed achieved.
q2
PB(q)   pb(q)dq
q1
(8) Explaining that, if q  q inf (so the traffic clause is not
met), a performance clause applies as follows:
For pb (q) the usual form is proposed:
1. If the operating speed is lower than the accepted
 p(q) for q  qinf minimum speed, that is:
for q  qinf , qsup 
 (9)
pb(q)   0
 b( q ) for q  qsup dq dq
  (13)
dt dt min
where:
then the penalty level will be:
p(q)  p (10)
and  dq 
 penalty     penalty max (14)
 dt 
b( q )  q (11)
with:
p positive constant value; tariff per ton to be 2. If the operating speed fulfils the condition:
negotiated in the case of penalties
b negative constant value; rate per ton to be dq dq dq
  (15)
negotiated for bonuses dt min dt dt max
The graphical representation of (9) is shown in Figure 1. which means that the speed achieved falls within the
established limits, then the penalty level will be:
 dq   penalty min   penalty max

 penalty   
 dt  dq dq
 (16)
dt max dt min
 dq dq 
      penalty max

 dt realized dt min 
Figure 1
For   is proposed the form:

dq 3. If the operating speed is greater than the agreed
 dt  maximum speed, that is:
29
dq dq (17)

dt dt max
Then the penalty level will be:
 dq  (18)
 penalty     penalty min
 dt 
If q  q inf , q sup  (so the traffic clause is met), no penalty Figure 2

is applied. At the same time, no bonus is given.
Figure 3 explains how bonuses are granted.
If q  q sup (so the traffic clause is exceeded) a bonus will
be granted based on the operating speed achieved as
follows:
1. If the operating speed is lower than the accepted

minimum speed, that is:
dq dq (19)

dt dt min
Figure 3
then the bonus level will be:
Taking into account previous observations, equation (6)
 dq  (20) becomes:
bonus    bonus min
 dt    dq 
 penalty    p (q) for q  qinf
 dq    dt  (25)
2. If the operating speed meets the condition: pb q,  0 for q  qinf , qsup 
 dt  
 dq 
dq dq dq   bonus    b(q ) for q  qsup
  (21)   dt 
dt min dt dt max
The graphical representation of the function (25) is
which means that the speed achieved falls within the
shown in Figure 4
established limits, then the penalty level will be:
 dq   bonus max   bonus min

 bonus   
 dt  dq dq
 (22)
dt max dt min
 dq dq 
      bonus min

 dt realized dt max 
3. If the operating speed is greater than the agreed

maximum speed, that is:
dq dq (23)
 Figure 4
dt dt max
then the penalty level will be: Returning to the notations introduced by (1), it is
necessary, taking into account (7), to determine the
 dq  integral form of the parameters. Thus, by integrating, we
bonus    bonus max (24) obtain:
 dt 
Case 1: q  q inf ; In this situation, penalties are imposed
Figure 2 explains how to apply penalties:
according to (26).
 
  (26)
 dq   penalty min   penalty max  dq 
PB q,   p    1 
dq
 
 dt    dt dt min  

dq

dq  realized

 dt max dt min 
 qinf  q 
30
In the case of the "performance clause," the confidence

q inf  q  q sup ; σdq σdq
Case 2: In this situation, no penalties are ̅
dq dq
interval is given by ( -z* dt , +z* dt ).
levied, nor bonuses are provided. dt √n dt √n
By consequence:
 dq 
PB q,   0 (27) σdq
 dt  dq ̅
dq * dt
= -z n (31)
dt min dt √
Case 3: q  q sup ; In this situation bonuses are provided
according to (27). and
σdq
  dq ̅
dq
 dq  

  bonus min  dq 
 = dt +z* dt
(32)
dt max √n
PB q,    bonus max    bonus min  
dq
  
 dt   dq dq  dt dt max  
  realized

 dt max dt min  where:
 q  qsup 
̅̅̅̅
𝑑𝑞
(28) sample mean
𝑑𝑡
Figure 5 shows the graphic representation of 𝜎𝑑𝑞 standard deviation
𝑑𝑡
relationships (26), (27) and (28). 𝑛 number of observations
𝑧∗ parameter given by confidence level (c)
Accepting, as additional hypothesis, that the data

collected from the real situations, respects the normal
distribution, the unanimous algorithms accepted in the
statistical calculations may be used.
Under these conditions, the following algorithm for the

"traffic clause" can be applied:
1. Data input
Figure 5 2. Evaluation of the mean
3. Evaluation of the dispersion
The analysis presented above highlights the need for 4. Evaluation of the lower limit of the confidence
presenting how to evaluate the parameters qinf, qsup, interval (qinf),
dq dq 5. Evaluation of the upper limit of the confidence
and . interval (qsup).
dt min dt max
According to [4], that the confidence interval for “q” is Analogously, for the "performance clause":
𝜎 𝜎
given by ( ̅𝑞 -𝑧 ∗ 𝑞 , 𝑞+𝑧 ∗ 𝑞 ) the lower limit may be
√𝑛 √𝑛 1. Data input
estimated using: 2. Evaluation of the mean
𝜎𝑞 3. Evaluation of the dispersion
𝑞𝑖𝑛𝑓 = 𝑞̅ -𝑧 ∗ (29) 4. Evaluation of the lower limit of the confidence
√𝑛
𝑑𝑞
interval ( ),
𝑑𝑡 𝑚𝑖𝑛
The upper limit is given by:
5. Evaluation of the upper limit of the confidence
𝑑𝑞
𝜎 interval ( )
𝑞𝑠𝑢𝑝 = 𝑞̅ + 𝑧∗ 𝑞 (30) 𝑑𝑡 𝑚𝑎𝑥
√𝑛
where:
𝑞̅ sample mean
q standard deviation
𝑛 number of observations
𝑧∗ parameter given by confidence level (c)
c z*
99% 2.576
98% 2.326
95% 1.96
90% 1.645
31
4. CONCLUSIONS σdq
dq ̅
dq * dt
dt min
← dt
-z
√n
This article proposes a new methodology for calculating
the rent owed by operators. The methodology takes into // The upper limit of the confidence
account both the traffic clause and the performance // interval is evaluated
clause. The novelty element is the proposal to introduce σdq
dq ̅
dq
confidence intervals as limits for the area in which the
dt max
← dt +z* dt
port operator cannot be penalized, but does not receive a √n
bonus as it follows.
end
procedure Traffic Clause procedure bonus-penalty
begin begin
// The quantities of goods operated dq dq

if q  q inf and 
// in previous years are introduced dt dt min
for k=1 to n read 𝑞𝑘 then apply (14)
end for dq dq dq
if q  q inf and  
dt min dt dt max
// The mean 𝑞̅ of the 𝑞𝑘 quantities then apply (16)
// is evaluated dq dq
if q  q inf and 
∑𝑘=𝑛
𝑘=1 𝑞𝑘 dt dt max
𝑞̅ ←
𝑛 then apply (18)
q  q inf , q sup 
dq dq
if and 
// The standard deviation q of dt dt min
// the 𝑞𝑘 quantities is evaluated then no bonus, no penalty
∑𝑘=𝑛
𝑘=1 (𝑞𝑘 −𝑞)
2 dq dq dq
𝜎𝑞 ← √ if and  
𝑛 dt min dt dt max
then no bonus, no penalty
// The lower limit of the confidence dq dq
// interval (qinf) is evaluated if and 
dt dt max
𝜎
𝑞𝑖𝑛𝑓 ← 𝑞̅ -𝑧 ∗ 𝑞 then no bonus, no penalty
√𝑛
dq dq
if q  q sup and 
// The upper limit of the confidence dt dt min
//interval (qsup) is evaluated then apply (22)
𝜎 dq dq dq
𝑞𝑠𝑢𝑝 ← 𝑞̅ + 𝑧 ∗ 𝑞 if q  q sup and  
√𝑛 dt min dt dt max
then apply (24)
end dq dq
if q  q sup and 
dt dt max
procedure Performance Clause
then apply (26)
begin
end
// The the speeds of operation of the goods
//in previous years are introduced
𝑑𝑞 Obviously the discussion can be continued by
for k=1 to n read introducing the usual techniques related to so-called
𝑑𝑡 𝑘
end for filtering and prediction algorithms. However, the
proposed method has the advantage of simplicity. The
𝑑𝑞 𝑑𝑞 use of "fuzzy logic" techniques is also useful. This will
// The mean of the quantities is be an approach presented in future work.
𝑑𝑡 𝑑𝑡 𝑘
// evaluated
𝑑𝑞 5. REFERENCES
̅
𝑑𝑞 ∑𝑘=𝑛
𝑘=1 𝑑𝑡 𝑘
←
𝑑𝑡 𝑛
[1] *** Law 108 of 03.06.2010 approving GEO no.
// The standard deviation 𝜎𝑑𝑞 86/2007 amending and supplementing Government
𝑑𝑡 𝑘 Ordinance no. 22/1999 on the administration of ports
𝑑𝑞
// of the quantities is evaluated and waterways and shipping activities carried out in
𝑑𝑡 𝑘
2
ports and waterways, act repealed Ordinance no.
𝑘=𝑛 𝑑𝑞 𝑑𝑞 131/2000
√∑𝑘=1 ( 𝑑𝑡 𝑘 −
𝑑𝑡
)
𝜎𝑑𝑞 ←
𝑑𝑡 𝑘
𝑛
[2] *** Order no. 1286/2012 for the approval of the
lease naval transport infrastructure in public ownership
// The lower limit of the confidence
// interval is evaluated
32
of the state and it is leased to port administrations and /

or inland waterways
[3] Balut Lucian – A New Approach for the Rental Rate

in a Port - Constanta Maritime University Annals - Year
XIV, Vol.20
[4] Sorana D Bolboaca – Estimarea parametrilor

statistici
sorana.academicdirect.ro/pages/doc/MV2012/MVRom0.
5.pdf
33
ANALYSIS OF THE IMPACT OF THE COVID-19 PANDEMIC ON THE ACTIVITY OF

CREWING COMPANIES IN ROMANIA
Lecturer, Liliana-Viorica Popax

ABSTRACT
The management of human resources in the shipping industry is a continuing object of cost management due
to the fact that labor costs are becoming an increasingly larger element of overall operational costs. Crewing is part of
the international maritime industry.
The main purpose of this paper is to analyze the activity of recruiting seafarers for the crew shipping company
MT Shipping during the Covid-19 pandemic. Specifically, the company name is fictitious.
Index Terms: Covid-19, seafarers, safety measures, pandemic impact, risk management
INTRODUCTION implementation of other competing goals (career

development, professional experience, consolidation in
The navigating personnel from Romania a prestigious shipping company, etc.) [4]
consists of all people of Romanian nationality which Each ship flying the Romanian flag is served
hold a patent or a certificate, obtained in accordance by a crew that ensures the operation of the ship in safe
with the law and which gives them the right to perform and environmental conditions and carries out other
duties on board ships. The register of navigation activities on board the ship. The crew consists of
personnel in Romania is kept by the Romanian Naval seafarers and auxiliary personnel, and their
Authority, through the port authorities, in the registers composition is determined by the type and destination
of navigation personnel. of the ship.
Unlike land-based personnel, most seafarers From the point of view of the activity they
have their travel expenses reimbursed to and from the carry out, the navigating personnel consists of the
ship, or the shipowner has its own ways to solve this following categories: deck personnel, engine
problem. [1] personnel, radio-communication personnel, auxiliary
With the onset of the COVID pandemic, personnel and, from the qualification point of view, the
19,000 sailors were stranded on ships or in ports, after navigating personnel consists of: navigating personnel
shipping companies suspended their crew exchanges patent holder, navigating personnel holder of
for a while. certificates of competency.
This has had serious consequences and in the Within the ship's crew, the hierarchy of
economy, because 80% of the goods in supermarkets functions is as follows: commander, second, deck
are brought by sea. At European Union level, seafarers officers, chief mechanic, mechanical officers, other
have called for the “green lane” to be opened to them officers, personnel with certificate of ability (crew
as well. chief, helmsman, mechanical assistant, boatman, sailor,
motorist, electrician, fitter, pumpman, firefighter),
1. THE STRUCTURE AND ROLE OF auxiliary personnel (medical-sanitary personnel,
SEAFARERS
sanitary-veterinary personnel, fishing and fish
processing personnel, technological personnel,
“Over the past five years, the maritime
administrative personnel, personnel for other activities
industry has made significant progress in increasing
on board the vessel.
recruitment and training, and lowering the cost of
The establishment of naval schools was
officers (retaining skilled seamen and increasing the
necessary for navigation, they implemented an “
number of years they serve at sea). [2,3]
In the absence of skilled personnel of the
shipping company, great importance should be given to
measures aimed at attracting, retaining in the company
and encouraging the development of a shipping crew,
that is, measures of material and moral motivation.
At the same time, work under such difficult
conditions, in addition to high pay, can ensure the
34
35
36
exchanges; shipping activity - ships out of contract, - when leaving for the voyage, the sailor
which left Constanta Port and from here the rest of the receives a set of protective materials (gloves, masks,
services within the company (accounting, human disinfectant, visor / glasses);
resources, etc.). - weekly reporting of legislative measures
“In addition to all these measures that the regarding measures imposed by the pandemic situation
company has taken to deal with the situation, in the in Romania.
attempts to carry out crew exchanges, the crewing It appears that the crewing activity of MT
department has requested in countless cases, the SHIPPING in the period January - June 2020 registered
support of embassies and consular services in different a decrease by 16.26% of the average of the navigating
countries: personnel on board, compared to the period January -
- Italy - with the support of the Embassy it June 2019.”
was possible to organize a charter flight by which a
number of 15 sailors, whose contracts had already 7. REFERENCES
expired more than 2 months ago, arrived home in the
[1] C. DRAGOMIR, S. UTUREANU, ‘Seafarers'
first half of May,
Employment Procedures in Crewing Companies’,
- China - support for the disembarkation of a
Journal of Applied Economic Sciences , 2012;
seaman on medical grounds,
[2] International Chamber of Shipping: Аnnual-review-
- Egypt, Bulgaria - the airports in Sofia and
2018. http://www.ics-
Varna being connection points for flights for the
shipping.org/docs/defaultsource/resources/annual-
embarkation / repatriation of Romanian sailors, etc.),
review-2018.pdf?sfvrsn=14 (2018);
benefiting from a real support, they proved
[3] SAFETY4SEA: Global supply and demand for
professionalism, involvement and desire to facilitate
seafarers. https://safety4sea.com/global-supplydemand-
emergency resolution. Borandă Andreea - Mădălina
seafarers-2/ (2018).
The influence of the restrictions imposed by the
[4] LUKASHEVICH, V.M.: Determination of the
COVID-19 pandemic on the recruitment of seafarers
essence of conceptual approaches to the management
The company resumed its usual activity on
of crewing business, 2014;
15.05.2020, once the state of emergency ceased.
[5] International Chamber of Shipping, COVID-19 –
The data provided show that the company's
Related guidelines for ensuring a safe shipboard
crewing activity in January-June 2020 decreased by
interface between ship and shore-based personnel
16.26% of the average flight crew on board, compared
https://www.ics-shipping.org/docs/default-
to January-June 2019.
source/Press-Release-downloads/covid-19-guidance-
for-ensuring-a-safe-shipboard-interface-between-ship-
6. CONCLUSIONS
and-shore-based-personnel.pdf?sfvrsn=2, May 2020;
The company resumed its usual activity on [6] https://en.wikipedia.org/wiki/Template:COVID-
15.05.2020, once the state of emergency ceased. 19_pandemic_data.
The company's crewing activity in the first six [7]https://www.researchgate.net/profile/Cristina_Drago
months of 2020 was greatly affected, compared to the mir2/publication/282184962_Dragomir_Cristina_Seafa
same period of 2019, as follows: rers%27_Employment_Procedures_in_Crewing_Comp
- the number of seamen under contract anies/links/5606b86c08aea25fce38366b.pdf?origin=pu
between March and June 2020 is decreasing compared blication_detail
to the same period in 2019.
- several contract sailors available;
- various tests that were taken at the office
were replaced by online tests, from home;
- upon request, the introduction of the
COVID-19 RT-PCR test or rapid test, before leaving
for a trip;
- the sailor presents himself at the company's
office after a number of at least 14 days from the
landing - internal measure;
- introduction of safety and hygiene
instruction guides;
- questionnaires / medical statements in the
last 14 days, etc.;
37
SECTION VII – MARITIME CYBER
SECURITY AND EMERGENT
TECHNOLOGIES
RISK IN DATA ANALYSIS MANAGEMENT AND MOVEMENT ANTICIPATION
Andrei-Mihai LUCHIANx
“Transilvania” University, Brasov, Romaniax
ABSTRACT
According to the latest research regarding data analysis management many people decline or ignore the statistics.
They usually follow their experiences or knowledge regarding the domain regardless of the studies made to anticipate a
flaw or error. In the 21st century this kind of "arrogance", hesitation might cause un-repearable damage from which a
company/a structure may never comeback from. Even though we find this new domain knowledgeable to everybody
and live with the impression that we also know what is the best solution, we are looking from the wrong side. Today,
you have to verify every piece of data, no matter the cost.
Index Terms: management, risk policies, risk distribution, risk quantification.
1. INTRODUCTION designed! remain unchanged! structures

There are no Without reduced remain
Risk management and control process reduced risks or by reducing unchanged!
Risk management and control plays an essential role consequences of consequences Possibly,
in the entire risk management process. This phase aims the risk due to the (precautionary intelligent
to positively change the risk position of the company or reduction measures) self-support
to strike a balance between profit (opportunity) and risk the probability or
of loss (risk) to increase the value of the company. Risk extent of the
management and control includes all mechanisms and damage
measures to influence the risk situation, either by
reducing the likelihood of occurrence and / or the extent Another way to avoid risks in this case would be to
of the damage. The risk management and control should move the parts of the company to other countries where,
coincide with the objectives defined in the risk strategy for example, environmental legislation or labor safety
and with the general objectives of the company. The legislation is structured differently. However, a higher
objectives of this stage of the process are to avoid image risk may be accepted. Although risk avoidance is
unacceptable risks and to reduce and transfer the a very obvious risk management strategy, it also often
inevitable risks to an acceptable level. Optimal risk means that potential opportunities are avoided (Figure
control and management is the one that increases the 1). Attractive opportunities are often associated with
value of the company by optimizing the risk positions of risks - analogous to the motto "if you don’t dare, you
the company. will not win". Only the simultaneous consideration of the
In terms of risk design, there are basically three opportunity and the risk can optimize the calculation of
strategic alternatives. The so-called preventive risk the risk-opportunity and the performance of the risk of a
policy aims to actively avoid or reduce risks by company. Reducing the likelihood of a risk or scope of
eliminating or reducing the appropriate causes. We try to application trivially implies the possibility of an
reduce the risk structures by reducing the probability of influence. However, this is not always the case for many
occurrence and / or the scope of the individual risks risk categories (such as extreme risks or natural
(table 1). A company decides because of its too high risk disasters).
potential to abandon or adapt certain activities,
specifically about avoiding risks. Damage probability
2. RISK POLICIES
Adapting process flows (for example in the production

process) can also help to avoid risks.
Table 1. Overview of risk management strategies

Preventive risk Corrective risk Inactive
policy policy risk policy
Active risk Passive risk The risk is
management: management: assumed.
-Avoidance of risk -Risk transfer
-Risk reduction Risk financing
-Diversification of Risk prevention
risks
Risk structures are Risk structures Risk
40
6
1
3 3
12
7
4
13 8
9 5
11 10
The amount of the
2 damage
(% of profit)
Acceptance line
Figure. 1 - Active risk management by avoiding risks
If a company decides to transfer risks to third parties (but Risks may arise on the one hand through
not insurers), to achieve risk equalization within the personnel measures (for example, by training or
company or to prevent damage through technical and selecting employees), by technical measures (for
organizational measures, this is called risk reduction. example, by extinguishing, firewall or using derivatives)
The purpose is to reduce either the likelihood of or by organizational measures. (for example, by
occurrence and / or the scope of risks to a level optimizing the process or by introducing quality
acceptable to the company (figure 2). management) it can be reduced.
Damage probability
6
1
2
3
12
7
3
4
13 8
9 5
11 10 The amount of the
2 damage
(% of profit)
Acceptance line
Figure 2 – active risk management by reducing risk
41
Within a group, risks - as long as they are interruption or total failure due to fire is reduced. In this
independent of one another - can be spread at the way, in addition to reducing material risk (for example,
regional level, object-related or person-related. This third through production facilities in three different countries),
asset risk management tool is called risk diversification political risk is also reduced in the case of regional
(Figure 3). In principle, this means nothing more than diversification. Product diversification can also reduce
"putting all your eggs in one basket". The purpose is to market risk (object-related diversification). An IT risk
reduce the scope of diversified risks to optimize the risk can be reduced through a decentralized computer
performance of the company. If, for example, the structure - as opposed to a mainframe. In practice, the
production of memory chips is distributed over three risks of outsourcing services are increasingly diversified.
separate regional production units, the risk of business
Damage probability
6
1
3
A B C D R
12
7
4
13 8
9 5
11 10
The amount of the
damage
(% of profit)
Acceptance line
Figure 3 - Risk management through risk diversification
For exemple: A car company outsources its data center structure (probability of occurrence, degree of visual
to an IT service provider (outsourcing). A trading impairment), the so-called corrective (or palliative) risk
company transfers its receivables to a factoring company policy becomes aware of the occurrence of an accepted
(diversification and transfer of non-payment risk). A risk (for example: Figure 1, Figure 2, Figure 3). The
medium-sized company decides to rent the IT system objective of passive risk policy is not to reduce the
(technological risk diversification). likelihood of occurrence or the scope of the risks.
Many companies reduce their staff risk by Rather, the risk applicant ensures that the risk provisions
regulating the fact that board members always travel in are taken through appropriate measures. The purpose of
separate vehicles or airplanes. Staff diversification can in this risk provision is to avoid or mitigate the effects of
particular reduce the risk of key positions failing. the risk occurrence. This can be seen, for example, in the
Especially in large companies, risk diversification form of the frequent practice of excessive risk for other
can achieve significant efficiency gains. Risk risk operators (e.g. insurers, banks, capital markets). In
diversification offers a very cost-effective way of case of risk, in addition to providing the necessary
avoiding risks, provided they do not correlate too liquidity, the negative consequences on the profit
strongly with one another. situation are amortized.
Hybrid passive risk management tools are based on The corrective risk policy measures can be divided
the diversification effects of the risk portfolio. Based on into the areas of risk financing, risk transfer and risk
portfolio theory, general portfolio volatility is often prevention. The main objective of risk financing is to
lower than the sum of individual risk volatilities. obtain financial resources. In the literature, the terms
Therefore, the determination of the risk policy must also "risk transfer" and "risk financing" are often used
take into account the effects of correlation and interchangeably or risk transfer is also misrepresented as
diversification. In contrast to these active control a counterpart to risk financing. When transferring risks,
measures, which are directly based on the structural risk the risks are transferred to third parties.
42
Therefore, besides the fact that you carry the risks capital can offset the financial consequences of the
yourself, the transfer is a method of financing the risks. occurrence of the risk.
In the case of risk transfer, the unknown variable and ex In any case, funds that cover risks that do not have a
ante costs of a risk are converted into fixed costs. The large advertising effect should be used. This can be, for
main purpose is to transfer the risks that exceed the example, profit shares generated by minimum profit or
financial power of the company (such as high-severity- hidden reserves. Only in another step should you the
low-frequency risks). The traditional ways of minimum profit or the open reserves or the subscribed
transferring risk are insurance (for example covering an capital are used.
individual need, but generally foreseeable by funds The classic means of creating reservations for cases
based on the balance of the risk in the collective and in that have already appeared or are threatened by the
time) and coverage (for example transfer to the capital future are provisions. Financing is a special and
market). The risks can also be transferred by optimizing innovative form of reserve formation. Reserves are
the relationships with suppliers and customers. created externally, while the company can deduct a risk
If the financial consequences of the risk entries are pyramid as an expense.
not transferred to the professional transport operators of
risk, the company must provide the necessary liquidity 3. METHODS OF RISK QUANTIFICATION
and the tasks related to the revenues from its own
financial system. Risk taking can be done consciously or In business practice, risks are traditionally
unconsciously. If the risks have not been correctly quantified in terms of expected value. the expected value
identified or evaluated, the consequences of this is determined two-dimensionally (for discrete random
incorrect assessment in case of deterioration must be variables) by multiplying the probability of occurrence
financed from the current cash flow, from reserves or of the extent (risk dimension, risk potential, scope); the
from the release of hidden reserves either. However, this expected value E (x) or μ of a random variable (x) is the
can lead to a particularly negative impact on the value that (usually) results from repeating the
company's profits due to the loss in a weak year. experiment several times as an average of the result.
Corporate funds. determines the location (location) of a distribution and is
The methods of building a financial benefit are comparable to the empirical arithmetic means of a
different. The purpose of all methods is pre-financing for frequency distribution in descriptive statistics. In many
several accounting periods. As funds that cover risk, cases, the law of large number ensures that the sample
profit, hidden reserves, open reserves or subscribed mean converges with the expected value as the sample
size increases (table 2).
Table 2. Constant distributions
Distribution x Distribution function Density function

Distribution
Exponential 𝑬𝜶 𝟎 𝒊𝒇 𝒙 ≤ 𝟎 𝟎 𝒊𝒇 𝒙 ≤ 𝟎
{ { −𝜶𝒙
distribution 𝟏 − 𝒆−𝜶𝒙 𝒊𝒇 𝒙 > 𝟎 𝜶𝒆 𝒊𝒇 𝒙 > 𝟎
Purchase 𝑬𝜶,𝒏 𝟎 𝒊𝒇 𝒙 ≤ 𝟎 𝟎 𝒊𝒇 𝒙 ≤ 𝟎
distribution 𝟐 𝒏
{ (𝜶𝒙) (𝜶𝒙) (𝜶𝒙)𝒏−𝟏 𝒊𝒇 𝒙 > 𝟎 { 𝜶
𝟏 − 𝒆−𝜶𝒙 [𝟏 + + +⋯+ ] 𝒙𝒏−𝟏 𝒆−𝜶𝒙 𝒊𝒇 𝒙 > 𝟎
𝟏! 𝟐! (𝒏 − 𝟏)! (𝒏 − 𝟏)!
𝒙
Normal 𝑵𝝁,𝝈 𝟐 𝟏 𝒕−𝝁 𝟐 𝟏 𝟏 𝒕−𝝁 𝟐
𝟏 ∙ 𝒆−𝟐∙( 𝝈 )
distribution ∙ ∫ 𝒆−𝟐∙( 𝝈
)
𝒅𝒕 𝝈 ∙ √𝟐𝝅
𝝈 ∙ √𝟐𝝅
−∞
Normal 𝑳𝑵𝝁,𝝈 𝟐 𝟎 𝒅𝒂𝒄Ă 𝒙 ≤ 𝟎 𝟎 𝒊𝒇 𝒙 ≤ 𝟎
logarithmic 𝒙
{ 𝟏 𝟏 𝟏 𝒍𝒏𝒕−𝝁 𝟐 { 𝟏 𝟏 𝟏 𝒕−𝝁 𝟐
distribution
∙ ∫ 𝒆−𝟐∙( 𝝈 ) 𝒅𝒕 𝒊𝒇 𝒙 > 𝟎 ∙ 𝒆−𝟐∙( 𝝈 ) 𝒊𝒇 𝒙 > 𝟎
𝝈 ∙ √𝟐𝝅 𝒕 𝝈 ∙ √𝟐𝝅 𝒙
𝟎
43
VaR 𝑣𝑡 − 𝑉𝑡+𝑏
Figure 4 - Density and value distributions at risk, with risk values normally distributed
4. CONCLUSION
[3] Farny, D. (1985): Versicherungsbetriebslehre,
• Risks that have not been identified and analysed Karlsruhe 1995.
cannot be trivially managed. [4] Gerathewohl, K. (1980): Risk management bei erst-
• When you focus on a balanced relationship between und ruckversicherer, in: Zeitschrift fur die ganze
profit (opportunity) and risk of loss (risk), the overall versicherungswissenschaft (Zverswiss), 2-3.1980, S. 137
position of the company risk must be taken into account. - 153.
• A necessary condition for effective risk [5] Hoffmann, K. (1985): Risk management: Neue Wege
management is the adequate provision of information for der Betrieblichen risikopolitik, Karlsruhe 1985.
decision makers (for risk reporting with the support of [6] Holscher, R. (1999): Gestaltungsformen und
risk management information systems). instrumente des Industriellen risikomanagements, in:
• Risk control strategies can be: avoiding, reducing, schierenbeck, h. (hg.): Risk controlling in der praxis,
diversifying, transferring, financing or accepting risks. Stuttgart 2000.
• Risk management aims to reduce the probability of [7] PETO, H. (1999): Customised solutions, in:
occurrence and / or the extent of the damage, taking into International risk management, 2.1999.
account an optimal calculation for risk opportunities. [8]_ROMEIKE, F. (2000): It Risiken und Grenzen
• Advantages of anticipatory strategies (conclusions Traditioneller Risikofinanzierungsprodukte, in:
figure 4):
 the anticipated deficit took into account not
only the value of the loss from which the
insolvency occurs, but also the amount at which Zeitschrift fur Versicherungswesen, 51. jahrgang, 1.
this loss is expected, because, unlike the value september 2000, Heft 17, s. 603
at risk, only the probability of occurrence is
taken into account;
 on the other hand, the expected deficiency is
sub-additive and, therefore, in contrast to the
value at risk;
 the probability of bankruptcy is reduced by
using the expected deficit compared to the value
at risk.
5. ACKNOWLEDGEMENT
The author wishes to thank the „Transilvania” University

of Braşov for supporting the research necessary for
writing this article.
6. REFERENCES
[1] Albrecht, P. (1999): Auf dem weg zu einem

holistischen risikomanagement?, in:
Versicherungswirtschaft, 19.1999, s. 1404 - 1409.
[2] Borge, D. (2002): Wenn sich der lowe mit dem lamm
zum schlafen legt. was entscheider tiber
risikomanagement wissen mussen, weinheim 2002.
44
SECTION VIII – FUTURE TRENDS AND
MARITIME SUSTAINABLE GROWTH
MET DIGITAL EVOLUTION IN THE NEXT DECADE
Assoc. Prof. PhD. Eng. Alexandra Raicu, Scientific Coordinatorx

Student Bianca-Nicoleta Avramy, Student Andreea-Maria Ungureanuz
Constanta Maritime University, Romaniaxyz
ABSTRACT
The purpose of this article is to emphasize the impact of technology on the study and specifically on students’
achievements. Every field, mainly the maritime domain, is dominated by technology, and this is why it is necessary for
students, even from the first year of their studies, to be prepared for the challenges that this field will run before them.
What ROSE Project does is motivate and support students in the first year of university studies, not to abandon school
at such ease, at their first obstacle, by using innovative and efficient means. The fundamental objective of the project is
to support students enrolled in the first year of undergraduate studies by offering integrated tutoring and personal
development programs to motivate them to continue their university studies.
Index Terms: Maritime Education and Training (MET), technology, student, e-Learning, EduMec Platform, ROSE
Project CMU
1. INTRODUCTION Association of Maritime Universities (IAMU) and Black

Sea Association of Maritime Institutions (BSAMI) to
From the first mobile phone and to the first build a framework to sustain the modern maritime
computer, a new era was announced: “The era of education and training and to improve the general
technology”. At that time, no one would have thought experience in maritime learning.
that we would become so addicted to it. Internet Thus, Constanta Maritime University noted that
provides significant opportunities as a means for education may be a tool for social change and it
information sharing, communication and learning and is provided students an online environment to always be in
clearly enhancing our society. Consequently, technology touch with their colleagues and teachers and to have
has become the main teaching tool in schools and access to everything they need in their education and
universities. Blended learning is an education technique evolution towards success. In this way, students can lead
that combines online educational materials and online to their best academic results.
interaction methods with traditional classroom-based The pandemic virus, COVID-19 made us pay more
methods. It must be done with the physical presence of attention to the technology around us and also, to the life
the teacher and the student, with some elements of we live. Quarantine and social distancing made us
control of students in time, space, path or rhythm. continue the studies in the online environment, on the
This aspect started in 1951 in Australia, where platform initiated by the university technicians, e-
some or all classes were traditionally conducted by Campus Moodle. At first, people were not too excited
radio, although this is now replaced by telephone and about this idea, but in time, we realized how much
internet technology. Constanta Maritime University technology helps young people evolve. As a
(CMU) started its similar project in 2001, and now, in consequence, the online environment helps students
2020, we celebrate 19 years since the inauguration of e- continue their studies and they are not in need to repeat
Campus platform. This platform is a technological the year. Of course, as a maritime university, all
learning environment that supports online course activities take place in accordance with MET standards
delivery. It offers comprehensive services and also and Standards of Training, Certification and Watch
supports collaborative learning. There, students and keeping (STCW) requirements.
professors interact, exchange ideas and talk on forum.
Everyone, no exception, has access to the platform. It 3. CMU PERSPECTIVE
offers a healthy communication. As a result, it plays an
important role in distance education, especially for those The maritime domain is becoming more and more
who want to become naval officers [1]. sophisticated due to the technology that takes over us.
This is why our university tries to highlight the fact that
2. TECHNOLOGY AND ITS EFFECTS every student must have a minimum of knowledge of
how to “survive” in the age of digitalization by taking
At the very beginning, traditional seafarer training online classes, laboratories, using simulators and so on.
has always focused on the acquisition and use of The main features that differentiates the internet
practical skills. Now, the global trend in Maritime systems of learning from the “traditional” learning
Education and Training (MET) is increasing constantly environments is the degree of technology usage and the
to link an essentially vocational education that provides opportunity to attend courses anytime, anywhere. This
specific and restricted competence. Usage of those method has been adopted to enhance safety and security,
technologies produces new teaching practices and and of course, to enhance students’ interests and
increases students’ attendance to classes. Constanta achievement. This learning process seems to positively
Maritime University acts inside International influence the students’ learning effectiveness. It also has
47
positive feedback, especially from those who are on sea

voyages or cadets’ voyages.
At CMU technology is part of the solution, as you
can see in the picture below, figure 1 [1].
Figure 2. Students’ attendance to online courses
Despite the fact that working from home seems

very exciting, online classes have as many
disadvantages as advantages:
Figure 1. e-Campus CMU Platform  Students will receive fewer social opportunities.
If they learn at home, they will let the rest of the
Surprisingly or not, students have been very world pass by. This fact leads to isolation, anxiety
receptive to online school, so here are some advantages and even depression;
that resulted from their activity in the online  In the online environment, teachers do not seem
environment: to be as involved as they are in the face-to-face
 Flexibility: Due to the nature of accessing school courses. That is why many students must become
via computer, online courses can be done from their own teachers. It is not available to everyone,
anywhere. At our university, there are a lot of because not all of them are autodidact and the
students who are on internships or students who courses will become a foreign language for most
work in the maritime field and they want to of them;
improve their knowledge. This means that  Taking tests in classroom environment is the best
everyone can set up their work and university way to assess the knowledge gained throughout
schedule around one another, and never have to the year. Like this, everyone has the ability to ask
choose between the two. This way they can keep the teacher questions about the test and be able to
up with the others; physically meet with other students. In online
 Ease of Access: Everything that students need is a classes, some professors do not require a test in
computer with internet access. All the materials, their classes since it is online and they know
courses, laboratories are sent via e-Campus students will use their books and notes;
platform;  Every student must be self-motivated to complete
 Comfort: People are able to learn from their their studies. These days, the internet is part of
comfortable place. There are not the same our lives. If they get through university work
scheduling pressures as there are at a traditional quickly, it becomes easier to procrastinate. So, the
university; temptation is bigger to take two days off instead
 Students have unlimited access to courses and of learning something vital for the students’
laboratories; domain;
 Every student can benefit from digital remedial  With a growing variety of online connections
courses, tutoring, coaching, design thinking, available, it is easier to stay connected with
counselling and workshops; friends when attending online courses more than
 Online environment improves skills on the ever before. At the same time, people do not have
computers; the same access to face-to-face connections;
 It is more attractive for students. They can talk on  The online field also creates dependence. There is
forum, exchange ideas, take part into projects. no more effort coming from students and
This way, a better communication between everything they do is scrolling a web page.
students is built and an easier interaction between So, the combination between digital technology and
professors and students; social interaction is the key to taking advantage of all
 Students can take extra time to understand certain the future education technologies and minimizing all of
materials and have more time to document certain the limitations that digital technology brings to MET
courses. students and their education, whether it be knowledge
As it can be seen in the diagram below, this turn of based or practice based. Interdependence between the
events made students participate to as many classes as use of digital technology and social interaction with
possible. Daily, around 2000-3000 of users participate to students is the way to maximize the affordance of digital
courses and seminaries on e-Campus, figure 2. technology.
48
4. ROSE PROJECT and they do not pay so much attention on the learning
process or attending classes.
4.1 Where we are Being a university student requires a lot of
responsibility, which many of the students do not have.
Sadly, the Black Sea basin countries rank last in the Many of them can do well on their classes and keep up
European Union (EU) regarding the population with with everything that is taught, but, for others, is very
higher education and Romania is in a sensitive place in hard to pass some exams or keep up with the
terms of dropping out of college and the number of assignments. Sometimes it is hard for them because they
people with higher education diplomas. Only 17.6% of are not well prepared. Students can get really stressed if
Romanians aged between 25 and 64 have higher they do not understand something or if they cannot get
education diplomas. This is caused by numerous good grades in tests or exams, when they try their best.
reasons, for instance, the economics that halved the That is why many of them consider that university asks
number of students in the last decade. Being a college too much and decide to drop out after the first year of
student is hard when you are by yourself. Half of the study.
students who enter college do not graduate, and most of
them drop out of college after the first year, due to the 4.2 ROSE - The solution
hard situations or problems they have.
We came up to this conclusion consulting some Taking into consideration even this national
statistics on Eurostat. In 2019, around 10% of people situation that we find ourselves in, we do not complain.
between 18-24 years old had completed at most a lower Constanta Maritime University is a niche university and
secondary education and were not in further education it has never had problems with the promotion rate
or training. among student’s rate. Anyway, the consultants together
The difference between the most recent rate for with the professors came out to meet these problems by
early leaving education and training and the national creating Romania Secondary Education Project (ROSE),
target for 2020 was particularly pronounced in Romania whose main aim is to support students enrolled in the
(where the most recent rate for 2019 was 4.0 percentage first year of studies by offering digital remedial courses,
points higher than the target). tutoring, coaching, design thinking, counselling,
The analysis shows that in the same year, more workshops, digital teaching and learning materials to
young men than women were early leavers from raise their awareness, learning assessment in order to
education and training. These statistics were created motivate them to continue their university studies. The
based on 3 criteria, these being: sex, labour status and project is structured in three components. The first two
degree of urbanization [2]. are being designed to address issues of an academic and
social nature that lead to poor students’ performance.
The third component includes both project management,
monitoring and evaluation of its impact, and the activity
of evaluating existing interventions, which address the
financial constraints of higher education students from
disadvantaged groups. In this project we have enrolled
over 100 students with financial or self-confidence
problems, who want to evolve in order to become their
best version as students.
Students have extra lessons at different courses,
like Maths, Technical Drawing, Physics, English,
Chemistry and Programming, the basics of engineering.
They have at their disposal teachers, who answer their
questions, but also consultants, who help them in their
evolution as students. Most enrolled students are
determined to learn as much as possible in order to keep
Figure 3. Early leavers from education and training in up in the next years of study.
the EU, 2019 [2] Teachers set high expectations in order to make
them work harder and succeed. They push students to
The first reason of dropping out of college is that achieve higher standards and they will get there. Some
students have financial problems. Many of these of them may take more time than others, but all students
students work and study at the same time. Sometimes, want to be told “You are smart and you are doing a great
they live by themselves and try to pay rent and bills. The job!”. This phrase helps a lot in motivating them.
stress for them is a lot when they see their bills pilling Professors also find a way to integrate modern methods
up and they have many things to do like studying for the and ideas into teaching in order to make it more
exams, doing their homework, participating in attractive.
laboratories and so on. At first, students and teachers met face-to-face and
Other reason is academic. Many of the students, discussed the problems the former have in understanding
when they enter college, they think it will be very easy certain specializes terms. They were all receptive,
participated in the preparations for exams and came with
great pleasure.
49
Since the pandemic virus hit us, all the activities  It creates a social disconnection. People are
became challenges for everyone. Constanta Maritime socializing on the Internet instead of face-to-face
University has always found the best solutions for its and that can generate feelings of loneliness and
students and has been prepared for the challenges of the isolation. ROSE is trying to prevent it by
future, especially in terms of technology. Thus, ROSE coaching, design thinking and counselling;
Project activities moved into online environment, by  In this new era of technology, not everyone
creating a special platform: a Moodle platform understands how it works. Students who come
especially for the students in the first year of study of from disadvantaged social backgrounds and did
Faculty of Naval Electro-Mechanics, for assistance and not have to deal with technology, sometimes face
guiding, as you can see in the figure 4, [3]. issues. ROSE project deals with modern
education tools;
 It reduces human effort. It becomes easier to copy
or plagiarize information. Contents on the internet
are easy to be copied. A lot of students make a
short search on the browser and take the answer
immediately. It means that they are tempted to do
this because it is easier that learning and having
their own idea. ROSE takes care of that and tries
to make the interactions more attractive, in order
to put students’ brain at work.
Therefore, we cannot state that the present online
world and education is the perfect match. We can only
say that we came up with a solution to any inevitable
consequence that can occur from this transition from
partially online to moving everything online. Maybe this
project emerged at the right time when we needed it the
Figure 4. EduMec ROSE platform [3]
most, and it has met its objectives even from the first
year of implementation.
The professors and technicians from the university
Surprisingly or not, all students in the target group
have thought of everything necessary to make this
had a great evolution during the semester and they are
platform as accessible as possible to students. Therefore,
proud that were able to pass every difficult exam. This is
in their free time, students do not need to come to
also partly due to the contribution of tutors and
university for an extra class, they just open a computer
consultants in close collaboration.
and start learning. They can also improve their digital
We did not stop in preparing interesting online
skills by assisting to training courses and watching
events where we tested their imagination, critical
tutorials made particularly for them.
thinking, distributive attention and team work. Also, a
Furthermore, by using this EduMec platform,
great impact in their evolution had the individual
professors help CMU students to improve efficiency and
counselling.
save precious time for them.
They were extremely glad to find out that they will
Students also have individual counselling where
receive tablets in order to help them in all the activities
they can talk about their problems or insecurities. In this
they carry out, especially for attending courses.
context, they receive useful advice that helps them
ROSE tackles each disadvantage by transforming it
overcome difficulties and guide their future careers.
into an advantage, and this is the best time to find what
But there are some disadvantages regarding
problems students deal with.
technology advancements that need to be taken into
consideration and possibly turn them into benefits:
4.3 EduMec ROSE platform benefits
 It creates dependencies. Not every student can
afford a laptop or a smartphone to take part in
The platform offers a lot of opportunities including
classes, because of their social background.
a better management, a clear estimation of each student
ROSE is addressing this;
evolution and of course, valuable statistics that result in
 There is insufficient educational IT infrastructure;
important information.
ROSE Project will solve the problem through
It is aimed at increasing the promotion rate of first
cloud approach and mobile computing for
year students from 78.12% as it is currently available, to
disadvantaged groups of students;
84.50%, the proposed target for the 3rd year of
 The online environment reduces human effort.
implementation of the EduMec ROSE Project in
They have a huge impact on students’ motivation.
Constanta Maritime University.
ROSE knows how;
50
The target group is made up of students who have evaluation was very effective, not too difficult, not
averages less than or equal to grade 7 at the too accessible - a perfect match.
baccalaureate exam, are part of disadvantaged groups,
come from rural areas, or have received social
scholarships. We intend to support the project with an
average of at least 100 students per year.
Following the remedial learning modules to meet
students’ needs and training modules, they completed
questionnaires from which we found their opinion on the
development of the project.
Now it is easier than ever to monitor students’
performance by their feedback. The methods that we use
improve constantly. For instance, by answering some
questions, we have come to certain conclusions, the
most important being:
 Students say that online courses depend to a large
extent on the professor’a ability to deliver attractive
lessons, as you can see in figure 5;
Figure 6. Students’ feedback on courses’

difficulty
The Gaussian distribution analysis designed for

fine tuning evaluation tools in CMU can offer the
best feedback about learning effectiveness, as you
can see in the figure 7.
Figure 5. Students’ feedback on how attractive the

course is
 The majority say that online seminars,

laboratories and homework are very similar to the
classic one in terms of difficulty, on a scale of 1
to 5, figure 6;
 Most of them say that it is very easy to access the
Figure 7. Overall number of students achieving grade
online courses; ranges
 Most of them say that is very easy to access the
online classes and they attended to 75% of the 5. RECOMMENDATIONS FOR MET DIGITAL
courses;
Another tool used to get feedback about The first recommendation is to put the accent on
learning effectiveness is the Gaussian distribution developing necessary skills to operate digitalized ships
analysis. In the example below, a Gaussian in the 2030 decade. And this is exactly what CMU is
distribution was generated based on a test at the doing in EduMec ROSE Project. How can we start a
discipline Computer Aided Design, which was change if not by acting on the youngest? The students in
performed by more than 200 students. The our target group are the generation of tomorrow and this
symmetric “bell curve shape” shows that the is why we have to train them, to prepare them for the
51
next world competencies and requirements even from developed so fast in the last few months because the
the first year of university studies. majority works from home now, students take part in
The second recommendation would be for the other classes from their home, almost everything has to be
researchers, meaning completing the necessary done from home. Thus, in this time of continuous
instruction for the future seafarers training in maritime digitalization, online education increases even more and
autonomous operations and developing compendium for this will be the key factor for future seafarers,
future skills for seafarers in the next decade. professionals and world institutions.
Another recommendation for the seafarers is to In conclusion, we can say that the essence for the
have a better understanding of cyber security, abut IT future education technologies is the digital technology
security and threat management. together with social interaction. In this way we will be
Acording to European Union Agency for able to exclude all limitations that digital technology
Cybersecurity (ENISA), researchers need to have a brings both to the MET students and their education, and
greater understanding of attack practices, malware also to maximize affordance.
evolution, malicious infrastructure evolution and threat
agent profiling. Efficiency of cyber-attacks depends on 7. ACKNOWLEDGMENTS
the existence of vulnerabilities in targeted systems [4].
Mail and phishing messages have become the This work is inspired by the results of the AG187
primary malware infection vector. Cyber Threat SGU NC II, Increasing the performance of students from
Intelligence (CTI) needs to be combined with related the Faculty of Naval Electro-Mechanics, EduMec ROSE
disciplines to enlarge scope and include additional Project, under the supervision of the Externally Funded
sources. It is necessary to combine incident reporting Project Management Unit (UMPFE), Ministry of
and Cyber Threat Intelligence processing. This will Education and Research, Romania, 2019-2022.
enhance the quality and accuracy of Cyber Threat
Intelligence. 8. REFERENCES
6. CONCLUSIONS [1] e-Campus platform of Constanta Maritime

University, link: https://edumec.cmu-edu.eu/
Until recently, Electronic training was what [2] Eurostat statistics explained, Early leavers from
seafarers had to pick up, now the industry is concerned education and training, Online Publications, Link:
about training seafarers to use various management https://ec.europa.eu/eurostat
systems. By the introduction of digital technologies, [3] EduMec Rose Project 187 SGU NC II, Increasing
seafarers already need a better understanding of cyber the performance of the students of the Faculty of Naval
security, and soon, they will be learning about machine Electro-Mechanics, link: https://edumec.cmu-edu.eu/
monitoring along with navigation. [4] ENISA Threat Landscape Report 2018, ISBN 978-
Beside a lot of problems that this pandemic created, 92-9204-286-8, ISSN 2363-3050, DOI 10.2824/622757,
there are nevertheless some good parts in it. Technology JANUARY 2019, link: https://www.enisa.europa.eu/
52
,,Nautica” Publishing House,
Constanta Maritime University
2020

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http://annals.cmu-edu.

CONSTANTA MARITIME UNIVERSITY

YEAR XX, 29th issue

Scientific Advisory Board:

Cornel Panait Prof. PhD, Rector, Constanta Maritime University, Romania

SECTION I – NAVIGATION AND MARITIME TRANSPORT

1. ALGORITHM FOR COMPOSING A SHIP'S PASSAGE PLAN

SECTION V – ENGLISH FOR SPECIFIC PURPOSES

2. ON MARITIME ENGLISH PHRASEMES THAT RECEIVED A WARM

SECTION VI – MARITIME ECONOMICS, LOGISTICS AND SOCIAL SCIENCES

3. THE DELIMITATION BETWEEN THE INTERNATIONAL CONTRACT OF

SECTION VII – MARITIME CYBER SECURITY AND EMERGENT

6. RISK IN DATA ANALYSIS MANAGEMENT AND MOVEMENT ANTICIPATION

SECTION VIII – FUTURE TRENDS AND MARITIME SUSTAINABLE GROWTH

7. MET DIGITAL EVOLUTION IN THE NEXT DECADE

ALGORITHM FOR COMPOSING A SHIP'S PASSAGE PLAN

Prof. Blagovest Belevx, Asist. Prof. Dilyan Dimitranovy

Index Terms: Ship’s passage plan, Linear programming, autonomous ships.

1. INTRODUCTION a successful application also when compiling transport

lack of flexibility and the low speed of calculation have 𝐿(𝑋) = ∑ 𝑐𝑗 𝑥𝑗

Internet-based system, defines the route of the ship. ∑ 𝑎𝑖𝑗 𝑥𝑗 = 𝑏𝑖

3.1 Example graphs for algorithm application

Implementation of the described above algorithm

𝑎 𝜑(𝜑12 − 𝜑11 ) − 𝜆(𝜆12 − 𝜆11 ) − (𝜆11 𝜑12 −

Equation (9) is the equation for a straight line. A

𝑔2 : 𝜑(𝜑22 − 𝜑21 ) − 𝜆(𝜆22 − 𝜆21 ) − (𝜆21 𝜑22 − 𝜑21 𝜆22 ) = 0

The equations in system (10) are used to form the

|𝑎𝑥1 +𝑏𝑦1 +𝑐|

The equation of each pair of alternative lines,

𝜑(𝜑𝑛2 −𝜑𝑛1 )−𝜆(𝜆𝑛2 −𝜆𝑛1 )−(𝜆𝑛1 𝜑𝑛2 −𝜑𝑛1 𝜆𝑛2 )

𝑘 ′ 𝑛 : 𝜑(𝜑𝑛2 − 𝜑𝑛1 ) − 𝜆(𝜆𝑛2 − 𝜆𝑛1 )

𝑘 ′ 𝑛 : 𝜑(𝜑𝑛2 − 𝜑𝑛1 ) − 𝜆(𝜆𝑛2 − 𝜆𝑛1 ) − (𝜆𝑛1 𝜑𝑛2 − 𝜑𝑛1 𝜆𝑛2 )

Fig. 3. A danger to navigation with alternative parallel

where: Fig. 5. Disposition of the initial route and the danger

If such common solutions between the line AB and

The algorithm will look for the minimum and

Fig. 8. Drawing of course lines passing at a safe

 No common solutions exist – it is assumed that the

ON MARITIME ENGLISH PHRASEMES THAT RECEIVED

Senior Lecturer PhD, Mircea Georgescux

[1] Ansted, A. (1977) A Dictionary of Sea Terms,

THE DELIMITATION BETWEEN THE INTERNATIONAL CONTRACT OF

Lecturer PhD. Cristian Draganx, Grigore-Valentin Beleniucy

Index Terms: maritime contract, bill of lading, charter-party, cargo transport

1. TERMINOLOGICAL ASPECTS REGARDING traditional acceptance of the contract of transporting

AN ANALYTICAL MODEL FOR THE RENTAL RATE IN A PORT

Prof. PhD. Lucian Balutx

Keywords: Port Management.

1. INTRODUCTION 2. PROBLEM FORMULATION

 dq   penalty min   penalty max

For   is proposed the form:

Then the penalty level will be:

If q  q inf , q sup  (so the traffic clause is met), no penalty Figure 2

1. If the operating speed is lower than the accepted

 dq   bonus max   bonus min

3. If the operating speed is greater than the agreed

In the case of the "performance clause," the confidence

Accepting, as additional hypothesis, that the data

Under these conditions, the following algorithm for the