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Papers by Mohammud Hanif Dewan
Journal of Marine Science and Engineering, 2023
In the domain of Marine Education and Training (MET), simulators have been utilized for the purpo... more In the domain of Marine Education and Training (MET), simulators have been utilized for the purpose of training seafarers in the norms for avoiding collisions or for developing the skill of ship manoeuvrability, and even the operation of machinery in the engine room, as well as for conducting research on the subject matter of ship structure, specialized vessel operation, working principle of equipment, and shipboard safety training. These tools are even more important when facing disruptive events such as the COVID-19 pandemic. In MET institutions, full-mission bridge and
engine room simulators have been utilized for teaching seafarers for more than a decade. A Systematic Literature Review (SLR) was conducted to identify immersive and non-immersive simulator applications produced over the previous ten years to improve seafarers’ experiential teaching and learning, in the maritime domain. We retrieved 27 articles using the four stages of PRISMA paradigm: Identification, Screening, Eligibility, and Inclusion. The selected papers were read and analyzed
according to the training type, the area of training, and the technologies used. The utilization of immersive and non-immersive simulators in the context of the MET domain has been identified and mapped. A few research studies (9 out of 27) compared immersive and non-immersive simulator-based training with conventional training. The quality and efficacy of immersive and non-immersive simulator training at MET institutions have been studied. A model from the learner’s perspective is essential and recommended for future research to assess efficiency and efficacy.
Procedia Computer Science, 2023
The Fourth GHG Study 2020 of the International Maritime Organization (IMO) reported that 2.89% of... more The Fourth GHG Study 2020 of the International Maritime Organization (IMO) reported that 2.89% of total global anthropogenic CO2 emissions had been emitted by international shipping. IMO's initial strategy is to set carbon intensity goals of at least a 40% reduction in CO2 emissions per transport work by 2030, and a 70% reduction by 2050 must be met. This has led IMO to introduce guidelines for calculating energy efficiency in both the design and operation phases using the Energy Efficiency Design Index (EEDI), the Ship Energy Efficiency Management Plan (SEEMP), the Energy Efficiency Existing Ship Index (EEXI), and the Carbon Intensity Indicator (CII). In the decade between 2008 and 2018, the energy efficiency of international shipping operations advanced by one-third. By adopting energy efficiency design and operational measures and introducing innovative technologies, many shipping companies worldwide reported remarkable financial and environmental benefits by saving fuel on every voyage. Ships are operated by ashore technical managers and aboard crewmembers; thus, they are directly involved in implementing energy efficiency operational measures. Therefore, the scope of this study is only limited to ashore technical managers and aboard ship crews only. This study has found that Master and Deck Crews are directly involved in implementing the ship’s navigation and port operation-related EE measures. In contrast, the Chief Engineer and Engine Crews are directly involved in all ships’ propulsion, power generation, and management-related operational EE measures to implement onboard ships. Since the ashore managers supervise the ship's Master and Chief Engineer, they have reasonable control in every aspect of the fleet's energy efficiency operations, from
navigation to port operations and ship's propulsion to power generation and management.
Procedia Computer Science, 2023
About 90% of the world's economy depends on the maritime industry. The Fourth Greenhouse Gas (GHG... more About 90% of the world's economy depends on the maritime industry. The Fourth Greenhouse Gas (GHG) Study, 2020 by the International Maritime Organization (IMO) reported that 2.89% of total global anthropogenic CO2 emissions had been emitted by
international shipping. Though shipping transport is the most energy-efficient transport compared with other forms of transport, its massive effect on the environment must be mitigated. IMO's initial strategy is to set carbon intensity goals of at least a 40% reduction in CO2 emissions per transport work by 2030, and a 70% reduction by 2050 must be met. To reach the Paris Agreement's targets, the
IMO's Initial GHG Strategy and actions urge the deployment of energy-saving measures on commercial ships. Many small companies struggle to comply with MARPOL Annex VI regulations for existing old ships. Even though ship propulsion systems with new technology and low-carbon fuels are costly, many low-cost operational measures improve energy efficiency and reduce carbon emissions. Many shipping companies worldwide have reported substantial financial and environmental benefits from fuel savings by embracing energy-efficient innovative design and operating measures. But there is not enough information on which training activities
are more effective for seafarers to implement operational energy efficiency measures on board ships. This study has shown onboard training activities such as computer and simulator-based training; onboard training by the technical manager or master and ship crews; training by the technical manager during the pre-joining briefing; and special training by the project teams/retrofits vendors onboard ships are the most effective training programs for seafarers for energy efficient operation of ships. Shipping companies are making many efforts to train their seafarers, but not all are effective. Seafarers need more effective training programs and corporate motivations
to increase their awareness and willingness to contribute more to pollution-free green shipping.
WMU Journal of Maritime Affairs
Chapter IV MARPOL Annex VI: Energy Efficiency Measures for Ships and Probable Barriers for Adoption
Properties of fuel oil, fuel bunkering procedure and related MARPOL regulations
Properties of Lubricants and Lubrication
Maritime Security, ISPS, SOLAS Requirements and Security Responsibilities
Various Pipe Fittings and Valves for marine and Industrial Use
Journal of Marine Science and Engineering, 2023
In the domain of Marine Education and Training (MET), simulators have been utilized for the purpo... more In the domain of Marine Education and Training (MET), simulators have been utilized for the purpose of training seafarers in the norms for avoiding collisions or for developing the skill of ship manoeuvrability, and even the operation of machinery in the engine room, as well as for conducting research on the subject matter of ship structure, specialized vessel operation, working principle of equipment, and shipboard safety training. These tools are even more important when facing disruptive events such as the COVID-19 pandemic. In MET institutions, full-mission bridge and
engine room simulators have been utilized for teaching seafarers for more than a decade. A Systematic Literature Review (SLR) was conducted to identify immersive and non-immersive simulator applications produced over the previous ten years to improve seafarers’ experiential teaching and learning, in the maritime domain. We retrieved 27 articles using the four stages of PRISMA paradigm: Identification, Screening, Eligibility, and Inclusion. The selected papers were read and analyzed
according to the training type, the area of training, and the technologies used. The utilization of immersive and non-immersive simulators in the context of the MET domain has been identified and mapped. A few research studies (9 out of 27) compared immersive and non-immersive simulator-based training with conventional training. The quality and efficacy of immersive and non-immersive simulator training at MET institutions have been studied. A model from the learner’s perspective is essential and recommended for future research to assess efficiency and efficacy.
Procedia Computer Science, 2023
The Fourth GHG Study 2020 of the International Maritime Organization (IMO) reported that 2.89% of... more The Fourth GHG Study 2020 of the International Maritime Organization (IMO) reported that 2.89% of total global anthropogenic CO2 emissions had been emitted by international shipping. IMO's initial strategy is to set carbon intensity goals of at least a 40% reduction in CO2 emissions per transport work by 2030, and a 70% reduction by 2050 must be met. This has led IMO to introduce guidelines for calculating energy efficiency in both the design and operation phases using the Energy Efficiency Design Index (EEDI), the Ship Energy Efficiency Management Plan (SEEMP), the Energy Efficiency Existing Ship Index (EEXI), and the Carbon Intensity Indicator (CII). In the decade between 2008 and 2018, the energy efficiency of international shipping operations advanced by one-third. By adopting energy efficiency design and operational measures and introducing innovative technologies, many shipping companies worldwide reported remarkable financial and environmental benefits by saving fuel on every voyage. Ships are operated by ashore technical managers and aboard crewmembers; thus, they are directly involved in implementing energy efficiency operational measures. Therefore, the scope of this study is only limited to ashore technical managers and aboard ship crews only. This study has found that Master and Deck Crews are directly involved in implementing the ship’s navigation and port operation-related EE measures. In contrast, the Chief Engineer and Engine Crews are directly involved in all ships’ propulsion, power generation, and management-related operational EE measures to implement onboard ships. Since the ashore managers supervise the ship's Master and Chief Engineer, they have reasonable control in every aspect of the fleet's energy efficiency operations, from
navigation to port operations and ship's propulsion to power generation and management.
Procedia Computer Science, 2023
About 90% of the world's economy depends on the maritime industry. The Fourth Greenhouse Gas (GHG... more About 90% of the world's economy depends on the maritime industry. The Fourth Greenhouse Gas (GHG) Study, 2020 by the International Maritime Organization (IMO) reported that 2.89% of total global anthropogenic CO2 emissions had been emitted by
international shipping. Though shipping transport is the most energy-efficient transport compared with other forms of transport, its massive effect on the environment must be mitigated. IMO's initial strategy is to set carbon intensity goals of at least a 40% reduction in CO2 emissions per transport work by 2030, and a 70% reduction by 2050 must be met. To reach the Paris Agreement's targets, the
IMO's Initial GHG Strategy and actions urge the deployment of energy-saving measures on commercial ships. Many small companies struggle to comply with MARPOL Annex VI regulations for existing old ships. Even though ship propulsion systems with new technology and low-carbon fuels are costly, many low-cost operational measures improve energy efficiency and reduce carbon emissions. Many shipping companies worldwide have reported substantial financial and environmental benefits from fuel savings by embracing energy-efficient innovative design and operating measures. But there is not enough information on which training activities
are more effective for seafarers to implement operational energy efficiency measures on board ships. This study has shown onboard training activities such as computer and simulator-based training; onboard training by the technical manager or master and ship crews; training by the technical manager during the pre-joining briefing; and special training by the project teams/retrofits vendors onboard ships are the most effective training programs for seafarers for energy efficient operation of ships. Shipping companies are making many efforts to train their seafarers, but not all are effective. Seafarers need more effective training programs and corporate motivations
to increase their awareness and willingness to contribute more to pollution-free green shipping.
WMU Journal of Maritime Affairs
Chapter IV MARPOL Annex VI: Energy Efficiency Measures for Ships and Probable Barriers for Adoption
Properties of fuel oil, fuel bunkering procedure and related MARPOL regulations
Properties of Lubricants and Lubrication
Maritime Security, ISPS, SOLAS Requirements and Security Responsibilities
Various Pipe Fittings and Valves for marine and Industrial Use