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This work analyses autonomous ships' specific needs of external and environmental information in restricted pilotage waters. Harbour pilots use conventional well-tested techniques when piloting the manned vessel. In this work, the authors propose technological solutions to be installed or adapted in ports to feed the autonomous ships' systems with the information considered relevant by pilots.

To investigate what pilots consider relevant, the authors submitted a questionnaire to the pilotage of Paranaguá Port. Then the authors presented a case study including the critical areas for the navigation of ships.

These technological solutions aim to allow vessels reaching critical areas in a position, a time, a speed and a course that compensates the external forces and/or avoid high-risk situations. The authors have proposed technological solutions considering those already available in the ports, particularly in Paranaguá and Antonina in Brazil.

There is little published data on navigation of ships in pilotage waters. So far, there has been little discussion on autonomous ships in restricted waters.

Aerial Navigation has not yet conic into its own. It is a little doubtful if it ever will during this generation. Man is by nature prone to accept, and use, the line of least resistance, and those pilots who in their early stages are apt to follow railways in preference to keeping “red on red” are equally likely to demand wireless directional or homing devices in preference to the use of stars. However much we may be able to put aerial navigation in all its branches into effect on paper, when it comes to its practical application without the use of wireless it fails in its object. It is understood that even our record long‐distance flight pilots did not know where they were for some considerable time as “they had no means of checking earlier sights.” Hinkler used a thorough knowledge of air pilotage. The Mollisons presumably work on the same basis. Imperial Airways use wireless. The taxi‐pilot of the small machine uses a vast store of accumulated knowledge of air pilotage and takes a machine through weather the air liners go above. He has no wireless and no sextant, but he gets there because he understands the fundamentals and knows how to apply them.

It should be noted that the (inland waterway transport) IWT in Ukraine currently is in its infancy in comparison with other land based transport means (rail and road) and with other countries that possess navigable rivers. This paper is an extension of the research initiated by Grushevska and Notteboom (2015) where the concepts of intermediacy and centrality were introduced in order to assess the role of Ukraine in the global and regional transport networks. The list of key obstacles for Ukraine’s intermediacy function included IWT related barriers such as: (i) deficient inland waterway infrastructure, (ii) high IWT costs (fees for bridges, locks etc.) and (iii) pilotage charges. To date the transportation to/from ports is mainly fulfilled by road or by rail based multimodal transport solutions. We present the unutilized potential of Ukrainian IWT that needs to be efficiently exploited for the benefit of the national economy and national transport system. This study intends to enrich the limited academic research on IWT systems in a transition stage, as exemplified by the case of Ukraine.

The purpose of this study is to determine the meteorological events that affect flight training to make the training flight more efficient in a flight training organization (FTO) and to examine the effects of these events on FTO.

Within the scope of this study, the flight training given at Eskisehir Technical University Pilotage Department (ESTU-P) is discussed, and the effect of meteorological events on flight training in this FTO is evaluated.

When the two-year (2019–2020) flight training process of ESTU-P is examined, 45% of the flights planned for 2019, 25% of the flights planned for 2020 and 33% of the total flights in the two-year period could not be realized due to meteorological events. It is determined that this result naturally affects the efficiency of the FTO negatively. Meteorological events such as high temperature, fog and snow are among the main meteorological events that cause flight training to be interrupted.

This study will create a framework for FTOs that have been or will be established.

AMONG the less well‐known activities of the Royal Aeronautical Society is the administration of a number of funds which endow prizes to encourage the production of technical papers on various subjects. One of the most important of these prizes is that initiated in commemoration of the early pioneer work in heavy‐oil engines of Herbert Akroyd Stuart. Regular readers of AIRCRAFT ENGINEERING may remember that in our issues of February and March, 1931, we published the paper by Mr. D. R. Pye, which was awarded the first Akroyd Stuart Prize.

The purpose of this paper is to report an explicit taxonomy of maritime operations (MO) to guide harbour masters (HMs) of smaller ports in planning more sustainable operations.

This research presents strategies for building theory to promote more sustainable port management in a two-stage research design. Starting from a base taxonomy in research Stage 1, ethnographic content analysis (ECA) of a sparse prior literature on MO generated a tentative taxonomy. In Stage 2, interviews to capture tacit practitioner knowledge refined the tentative taxonomy into a credible practitioner-informed final taxonomy.

ECA offers researchers a powerful tool to analyse complex operational problems. In this paper MOs are represented in an explicit taxonomy.

A final taxonomy of MOs guides sustainability strategy formulation by HMs and assists them to protect vital commercial revenues which serve supply chains and local communities.

An explicit final taxonomy of MO is derived using a novel methodology. The taxonomy guides sustainability strategy formulation and underpins subsequent planning of sustainable development policies.

Ports are a significant link in a global supply chain and an economic entity that contributes to the country's economy. India has around 200 ports along its coastline of about 8,000 Km, yet none of them perform at par with many Asian ports. In the Indian port system, cargo throughput and the turnaround time (TAT) of ships calling at ports constitute the most significant performance measures. These performance metrics do not integrate sustainability measures such as emission levels and energy consumed. The draft is a constraint in many ports and ships visit with less than full shipload cargo. The TAT for such vessels may be lower, but the emission per ton of cargo carried is higher compared to a ship with full shipload cargo. Many ports have old or poorly maintained equipment. This state of equipment increases pollution and consumption of energy. In this paper, an attempt has been made to address the issue of undesirable and right outputs simultaneously in an Indian port system. This paper proposes a framework to ensure zero defects in Indian port operations and a port-sustainability-index to measure sustainable services in Indian ports.

The authors used data envelopment analysis (DEA) to show that all private terminals did not perform efficiently and contradicted the notion of Indian policymakers that privatization will lead to an increase in performance levels. A literature review was carried out to identify the dimensions and factors that affect ports' performance. A case study of a major port in India and expert group discussion was done to ascertain the views of stakeholders on deficiencies in the system. The authors complemented this approach with sentiment analysis of opinions expressed by stakeholders over a while, using SentiStrength analysis software (Thelwell, 2010, 2012). The authors used the combined findings to develop the port-sustainability-index (PSI), identify the research question, and develop an ontology of the port system. The authors use the concepts of ontology-design-pattern (ODP) and logistics-service-map (Glöckner et al., 2014; Glöckner and Ludwig, 2016, 2017), opinion mining (Pang and Lee, 2008) and competency questions (Glöckner and Ludwig, 2017) to develop a port system map followed by the identification of critical elements; and the flows (physical and information flow) that gets disrupted due to defects in the system. The ontology led to the identification of competencies and capabilities a port needs to possess. Based on these identification process competency questions were drawn, and the authors identified the plausible defects that port may encounter. The authors suggested the sustainability metrics for monitoring port performance and policy changes based on the competency questions, defects, and mitigation plans.

The authors introduced four KPIs, namely, port-sustainability-index (PSI), load factor (l_x and l_y), draft ratio (d_r), and turnaround-time ratio (TATR). The authors suggested significant policy changes for Indian ports. These included –(1) Introduction of virtual arrival (VA) policy, reducing randomness in the system by pre-scheduling arrivals and activities. (2) Redefining economic life of equipment and machinery in terms of expenditure, income and desired levels of output. (3) Pricing port charges based on stakeholders’ ability and willingness to pay. The port needs to declare its productivity levels and frame their charges accordingly. (4) The ports need to frame an output-oriented privatization policy where it specifies the growth of the port. (5) Framing vessel pricing policy where a vessel may pay tax for the use of non-clean fuel or a get discount for bringing higher parcel load. (6) Levy lower port charges for the shipper for transporting cargo by rail and barges. (7) Introduce a differential pricing system where port levies lower charges for export cargo compared to import load.

The research work can be extended to develop a simulation model to carry out policy experimentations concerning the improvement of performance and carry out sustainable operations. Alternatively, researchers may develop a multi-criteria optimization model to determine the best course of action, keeping the objective function as minimization of PSI value.

This paper provides the means to the Indian ports to remain competitive, lower emission levels and energy consumption, and optimize emission per ton of cargo handled in the port.

Society significantly benefits from this study as it recommends ways to minimize pollution that has a significant impact on human lives. Besides, the measures suggested in the paper will lower the cost of exports and imports, enhancing the real income of consumers.

The area of sustainable port operations has previously been under-researched in the Indian context. Authors contribute to the sustainable port operation literature by suggesting a port-sustainability-index, a framework to assess the defects in port operation and development of a port-ontology for further research in the area of a port system.

Aviation has multi-cultural business environment in all aspects as operational and management. Managing aviation requires high awareness on human factor risk which includes organizational behavior-related topics. The greatest risk to an enterprise’s ability to achieve its strategic goals and objectives is the human factor. Both organizational behavior and corporate culture behavior with social psychology are the most vital aspects of management and strategy in terms of human resources. Related risks, including organizational behavior and culture, have the potential to directly impact on both business performance and corporate sustainability. Therefore, in this paper, the most prominent risks were determined in accordance with social psychology, and after identification of human factor-based risks, these have prioritized and prepared risk mapping with fresh approach. For this reason, this study aims to develop risk mapping model for human factors that takes into account interrelations among risk factors three dimensional based new approach. This approach includes both identification of human factor based risks, prioritization them and setting risk mapping according to corporate based qualifications via tailoring risk list. Developed risk map in this paper will help to manage corporate risks to achieve improved performance and sustainability.

This new organizational behavior- and culture-focused risk mapping model developed in this study has the potential to make significant contribution to the management of the human factor for modern management and strategy. In enterprise risk management system, risk mapping is both strong and effective strategic methodology to manage ergonomics issue with strategic approach. Human factor is both determinative and also strategic element to both continuity and performance of business operations with safely and sound. In view of management and strategy, vitally, the human factor determines the outcome in both every business and every decision-making.

It is assumed that, if managers manage human risk you may get advantages to achieving corporate strategies in timely manner. Aviation is sensitive sector for its ingredients: airports, airlines, air traffic management, aircraft maintenance, pilotage and ground handling. Aim of this paper is to present risk management approach to optimize human performance while minimizing both failures and errors by aircraft maintenance technician (AMT). This model may apply all human factors in other departments of aviation such as pilots and traffic controllers. AMT is key component of aircraft maintenance. Thus, errors made by AMTs will cause aircraft accidents or incidents or near miss incidents. In this study, new taxonomy model for human risk factors in aircraft maintenance organizations has been designed, and also new qualitative risk assessment as three dimensions is carried out by considering the factors affecting the AMT’s error obtained from extensive literature review and expert opinions in the field of aviation. Human error risks are first categorized into two main groups and sub three groups and then prioritized using the risk matrix via triple dimension as probability, severity and interrelations ratio between risks.

Risk mapping is established to decide which risk management option they will apply for managers when they will look at this map. Managers may use risk map to both identify their managerial priorities and share sources to managing risks, and make decisions on risk handling options. This new model may be a useful new tool to manage ergonomic human factor-based risks in developing strategy in aviation business management. In addition, this paper will contribute to department of management and strategy and related literature.

This study has originality via new modeling of risk matrix. In this study, dimension of risk analysis has been improved as three dimensions. This study has new approach and new assessment of risk with likelihood (probability), impact (severity) and interrelations ratio. This new model may be a useful new tool to both assess and prioritize mapping of ergonomic-based risks in business management. In addition, this research will contribute to aviation management and strategy literature and also enterprise risk management literature.