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Shemonayev, V. Y. "METHODOLOGIES AND APPROACHES TO ACCIDENT INVESTIGATION INTO MARINE CASUALTIES AND MARINE INCIDENTS." Shipping & Navigation 32, no. 2 (December 12, 2021): 120–30. http://dx.doi.org/10.31653/2306-5761.32.2021.120-130.
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High-priority question now is to provide a common approach for States to adopt in the conduct of marine safety investigations into marine casualties and marine incidents. Marine safety investigations do not seek to apportion blame or determine liability. Instead a marine safety investigation is an investigation conducted with the objective of preventing marine casualties and marine incidents in the future. This aim will be achieved through States: - applying consistent methodology and approach, to enable and encourage a broad ranging investigation, where necessary, in the interests of uncovering the causal factors and other safety risks; - providing reports to the Organization to enable a wide dissemination of information to assist the international marine industry to address safety issues. A marine safety investigation should be separate from, and independent of, any other form of investigation. However, not precluding any other form of investigation, including investigations for action in civil, criminal and administrative proceedings. Further, a State or States conducting a marine safety investigation should not refrain from fully reporting on the causal factors of a marine casualty or marine incident because blame or liability, may be inferred from the findings. Each flag State has a duty to conduct an investigation into any casualty occurring to any of its ships, when it judges that such an investigation may assist in determining what changes in the present regulations may be desirable, or if such a casualty has produced a major deleterious effect upon the environment. A flag State shall cause an inquiry to be held, by or before a suitably qualified person or persons into certain marine casualties or marine incidents of navigation on the high seas. However, if a marine casualty or marine incident occurs within the territory, including the territorial sea, of a State, that State has a right to investigate the cause of any such marine casualty or marine incident which might pose a risk to life or to the environment, involve the coastal State’s search and rescue authorities, or otherwise affect the coastal State.
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Ruggieri, James Angelo. "Industry Guidelines for the Forensic Investigation of Marine Incidents." Marine Technology and SNAME News 43, no. 01 (January 1, 2006): 22–26. http://dx.doi.org/10.5957/mt1.2006.43.1.22.
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Landmark court decisions concerning admissibility of expert testimony indicate that industry guidelines and standards are an appropriate source in the formulation and defense of expert opinions. When properly applied, such guidelines and standards provide experts with ample support in adversarial arenas. Review of the court's responsibility to determine scientific basis and expert opinions resulted in the Daubert decision (Daubert v. Merrell Dow Pharmaceuticals, Inc., 509 U.S. 579 [1993]). This Supreme Court decision recognized the importance of the "scientific validity of the principles that underlie a proposed sub-mission" as the most critical item the trial judge must evaluate. Furthermore, the Daubert decision established the trial judge's duty to make a preliminary assessment pursuant to Federal Rule of Evidence 104(a) "of whether the reasoning or methodology underlying the testimony is scientifically valid." Many lawsuits involving injuries, deaths, or product defects rely on expert opinion. Thus, the reliability of experts, and the validity of the methodology used by the experts in arriving at their conclusions, must be carefully evaluated. It has been shown that the processes governing the development of industry guidelines and standards address these factors (Ruggieri 2004), providing a sound basis for expert opinions where such guidelines exist and are used. Although there are a growing number of development activities producing such guidelines and standards for land-based incidents, there is little in the way of corollary activities specifically addressing the marine arena. Many of the methods and investigative protocols identified in these land-based guidelines and standards can be made marine applicable; however, substantive technology, operational, and regulatory differences between the land-based and marine paradigms indicate that marine-specific guideline documents are needed for marine applications.
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Konon, N., and O. Pipchenko. "ANALYSIS OF MARINE ACCIDENTS INVOLVING CONTAINER SHIPS." Shipping & Navigation 32, no. 2 (December 12, 2021): 46–55. http://dx.doi.org/10.31653/2306-5761.29.2020.46-55.
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he research presents the analysis of statistics of the marine accidents involving container vessels, based on 22 marine accident investigation reports covering the period from 2012 to 2019. The analysis is intended to become the basis for specifying the key factors which affect the underestimation of risk assessment in the course of navigation of container vessels. Although the existing negative experience is set out in the investigation reports, which contain “case studies” with recommended avoiding actions, the tendancy of maritime accidents and incidents persists. Marine casualties considered are classified as very serious and serious marine casualties according to IMO Circular MSC-MEPC.3/Circ.3 “Casualty-related matters. Reports on marine casualties and incidents”. In order to study the trend of factors leading to marine accidents, the root causes were divided into two groups: primary and secondary. The study looks at the likelihood of several types of accidents within the specified period, defining the collisions as the most prevalent. Based on the correlation of the results, one of the cases was selected to be described in detail. Possible preventive safety measures for the respective marine accidents have been considered, highlighting the vital role of situational awareness at all times.
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Sun, Xueping, Tao Chen, Quanyi Huang, Xiuzhong Yang, and Ying Lv. "Study on Comprehensive Risk Assessment of Marine Environment Safety Based on Public Safety Triangle Theory." E3S Web of Conferences 53 (2018): 03028. http://dx.doi.org/10.1051/e3sconf/20185303028.
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With the continuous improvement of marine strategic status, the degree of emphasis on marine environmental security incidents has increased. In order to effectively prevent and manage marine environmental events, we need to work through risk assessments to prevent the occurrence of events or reduce the impact of events. Based on the theory of public safety triangle, this paper studies and analyzes the comprehensive risk assessment of marine environmental safety. Based on the historical disaster situation investigation and the existing disaster risk assessment research results, a comprehensive risk assessment framework was established. According to the development process of the marine environmental safety incident and the influence of the incident, the comprehensive risk evaluation index system is constructed from three aspects: event risk, disaster tolerance and emergency management. According to the expert experience and judgment matrix, considering the acceptable level of risk, the risk assessment grading standard is established, which provides theoretical support for the comprehensive risk assessment of marine environmental safety.
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Konon, N., and O. Pipchenko. "ANALYSIS OF MARINE ACCIDENTS INVOLVING CONTAINER SHIPS." Shipping & Navigation 32, no. 2 (December 11, 2021): 46–55. http://dx.doi.org/10.31653/2306-5761.32.2021.46-55.
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The research presents the analysis of statistics of the marine accidents involving container vessels, based on 22 marine accident investigation reports covering the period from 2012 to 2019. The analysis is intended to become the basis for specifying the key factors which affect the underestimation of risk assessment in the course of navigation of container vessels. Although the existing negative experience is set out in the investigation reports, which contain “case studies” with recommended avoiding actions, the tendancy of maritime accidents and incidents persists. Marine casualties considered are classified as very serious and serious marine casualties according to IMO Circular MSC-MEPC.3/Circ.3 “Casualty-related matters. Reports on marine casualties and incidents”. In order to study the trend of factors leading to marine accidents, the root causes were divided into two groups: primary and secondary. The study looks at the likelihood of several types of accidents within the specified period, defining the collisions as the most prevalent. Based on the correlation of the results, one of the cases was selected to be described in detail. Possible preventive safety measures for the respective marine accidents have been considered, highlighting the vital role of situational awareness at all times. Keywords: container vessels, safety of navigation, serious marine accidents, situational awareness, collision.
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Baek, Myeong-Hun, and Sangjin Lee. "A New Investigation Methodology of Marine Casualties and Incidents using Digital Forensic Techniques." Journal of the Korea Institute of Information Security and Cryptology 23, no. 3 (June 30, 2013): 515–30. http://dx.doi.org/10.13089/jkiisc.2013.23.3.515.
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Lyu, Hai-Min, Wen-Chieh Cheng, Jack Shen, and Arul Arulrajah. "Investigation of Collapsed Building Incidents on Soft Marine Deposit: Both from Social and Technical Perspectives." Land 7, no. 1 (February 1, 2018): 20. http://dx.doi.org/10.3390/land7010020.
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Su, Dong-Taur, Fu-Ming Tzu, and Chung-Hung Cheng. "Investigation of Oil Spills from Oil Tankers through Grey Theory: Events from 1974 to 2016." Journal of Marine Science and Engineering 7, no. 10 (October 19, 2019): 373. http://dx.doi.org/10.3390/jmse7100373.
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An oil spill from a vessel is a critical maritime accident that can severely damage the environment. In this study; we utilize the basic construction of grey relational analysis to explore oil spill events statistics from 1974 to 2015 and successfully analyze the causes of incidents in 2016. The results illustrate that grey relational analysis effectively identifies the factors causing oil spills with an accuracy of over 96%. The research is aimed to reduce the marine accidents and predict the cause of oil spill in advance. The analysis is dealing with the incidents to approach the circumstance in various intensity of oil spill in the last 40 years. Moreover, an application of grey theory demonstrates accurate and reliable methodology to decision maker. Thus, the investigation can predict the causes of pollution from oil spill accidents in the future.
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Etebarian, Akbar, Alireza Shirvani, Iraj Soltani, and Ali Moradi. "Applying Fuzzy Delphi Method and Fuzzy Analytic Hierarchy Process for Ranking Marine Casualties." International Journal of Fuzzy Systems and Advanced Applications 9 (March 13, 2022): 38–49. http://dx.doi.org/10.46300/91017.2022.9.7.
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Marine accidents, particularly those that involve pollution and large fatalities, bring into question the safety of shipping and the quality of ships and their crews. Whether or not such questions are justified, it is marine accidents that provide a poor image of the industry, which attract considerable attention. Incidents that particularly attract attention are those causing loss of life, pollution of the environment and the loss of ship and or cargo. Usually, People have a tendency to focus on the consequences of an accident rather than its root causes, so MCDM1 could improve to find the root cause elements by providing more precise decision parameters. Due to the complexity of Marine accident investigation, this study aims to provide a systematic approach to determine the degree of most influence parameters (cause and effect) in accident occurrence, in order to improve marine safety in direction of Good Governance; in the study two phase procedures are proposed. The first stage utilizes Fuzzy Delphi Method to obtain the critical factors of the Marine Accident Investigation by interviewing the related connoisseurs. In the second stage, Fuzzy Analytic Hierarchy Process is applied to pair fuzzy numbers as the measurable indices and finally to rank degree of each influence criterion within accident investigation. This study considers 1 Goal, 4 Aspects and 31 Criteria (Parameters), and establishes a ranking model that provides decision makers to assess the prior ordering of reasons and sorts by most effective parameter involved Marine Accident occurrence. The empirical study indicates that the "" People, Working and living conditions, Effect "" is the high ranking aspect and ""Ability, Skills and knowledge of workers"" is the most important evaluation criterion considered in overall experts view derived from Fuzzy Delphi Analytical Hierarchy Processing (FDAHP). The demonstration of how the prior order of accident maker parameters of connoisseurs is addressed as well. Therefore, ranking the priority of every influencing criterion (parameter), shall help the decision makers in marine transportation, to emphasize the area to improve and act accordingly to prevent future marine accidents.
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Gautier, Peter, Kent Bauer, and John Tarpley. "Organizational and Financial Considerations of Wildlife Operations During Two Orphan Spills Off California1." International Oil Spill Conference Proceedings 1999, no. 1 (March 1, 1999): 989–92. http://dx.doi.org/10.7901/2169-3358-1999-1-989.
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ABSTRACT In November 1997 and again in January 1998, U.S. Coast Guard Marine Safety Office San Francisco Bay, California Department of Fish and Game Office of Spill Prevention and Response (OSPR), the National Park Service, and the Gulf of the Farallones National Marine Sanctuary responded to “mystery” oil spill incidents in the Point Reyes National Seashore, California area. These spill responses were unique because they were primarily wildlife recovery and rehabilitation operations; very little oil was sighted despite wildlife impacts that rank the event as the fourth worst in California history. A large-scale investigation including the use of multiple laboratories to identify the source of the oil has established a connection between the two spills, but no responsible party has been identified to defray the response costs. As a result of the spills, a significant effort is underway in Northern California to better define the role of wildlife operations within the incident command system and to rethink its organization and protocols. Other lessons to apply to future responses involve the funding issues revolving around the difference between response efforts and natural resource damage assessment when the Oil Spill Liability Trust Fund (OSLTF) is the primary source of funding.
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Gucma, Lucjan, Andrej Androjna, Kinga Łazuga, Peter Vidmar, and Marko Perkovič. "Reconstructing Maritime Incidents and Accidents Using Causal Models for Safety Improvement: Based on a Case Study." Journal of Marine Science and Engineering 9, no. 12 (December 11, 2021): 1414. http://dx.doi.org/10.3390/jmse9121414.
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No advance in navigation has yet to prevent the occurrence of accidents (incidents are always implied when we discuss accidents) at sea. At the same time, advances in accident models are possible, and may provide the basis for investigations and analyses to help prevent future adverse events and improve the safety of marine transport systems. In such complex socio-technical systems models that treat accidents as the result of a chain or sequence of events are used most commonly. Such models are well suited to damage caused by failure of physical components in relatively simple systems. Although these often include methods for modeling human error, they do not cover broader aspects related to the management of the organization using the means of transport itself (shipowners) nor errors that may occur in the design phase. In particular, they do not cover changes in the systems over time. The paper presents accident investigation approaches and uses a modified causal model to analyze an incident that occurred in January 2019 on the city ferry in Świnoujście. The results of the analysis were used to provide guidelines for increasing safety at the crossing and to evaluate the accident analysis model used. Additionally, incidentally, through the study of this case we uncovered a problem in communication among stakeholders that unnecessarily complicates the models for the models for the improvement of safety.
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Mills, Stella. "Watch-Keeping on Fishing Vessels: Can Electronic Marine Systems Help?" Journal of Navigation 64, no. 3 (June 7, 2011): 521–32. http://dx.doi.org/10.1017/s0373463310000524.
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Human watch-keeping is necessary to prevent incidents at sea such as groundings and collisions. For many years, electronic aids to navigation have been utilised in watch-keeping but, with electronic marine systems becoming more sophisticated, the part they play in preventing collisions and groundings should become increasingly important. However, this article uses secondary data from the Safety Digest for 2008 compiled by the Marine Accident Investigation Bureau of the United Kingdom; eight case studies are used to show that electronic marine systems, whether integrated or not, are still playing a part in poor watch-keeping resulting in collisions, near misses and groundings. Primary data from fishing skippers of British based vessels have been used to confirm the findings from the secondary data that poor watch-keeping is often the cause of not keeping a proper lookout and that the watch-keeper has a too heavy reliance on the electronic aids. Brief suggestions are made as to how the electronic aids may be adapted to overcome these problems and thus to support the watch-keeper.
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Akten, Necmettin. "Analysis of Shipping Casualties in the Bosphorus." Journal of Navigation 57, no. 3 (August 24, 2004): 345–56. http://dx.doi.org/10.1017/s0373463304002826.
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The Strait of Istanbul which constitutes one of the major and busiest seaways in the world links the Black Sea to the Sea of Marmara, it is a narrow “S-shaped” channel, open day and night for international shipping. Currents and darkness are the two dominant factors causing marine casualties in the Bosphorus. In this regard, Yenikoy and Umuryeri (or Umur Banki) are the two critical areas where most of the stranding and grounding casualties occur as vessels negotiate sharp turns (80° at Yenikoy, 70° at Umuryeri). The casualty case investigations reveal that in most of the incidents, vessels lose their manoeuvrability in the course of taking a sharp turn with the current. The number of casualties occurring in darkness was found to be nearly twice the number of occurring in daylight. A total of 461 marine casualties of different types occurred in this tricky strip of water during the period 1953–2002, the majority being collisions. Since 1994 when the TSS was introduced there have been 82 marine casualties the majority of which have been groundings/strandings.This paper examines marine casualties in-depth in relation to casualty types, numbers of ships, the localities where most incidents occur, and external factors such as currents and darkness that contribute to marine casualties in the Strait. The major factors are deduced in order to suggest possible solutions.
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Stieb, Captain Jeffrey D. "Federal On-Scene Coordinator's Investigative Role." International Oil Spill Conference Proceedings 2003, no. 1 (April 1, 2003): 609–13. http://dx.doi.org/10.7901/2169-3358-2003-1-609.
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ABSTRACT In the United States, the Coast Guard Federal On-Scene Coordinator (FOSC) in the role as Captain of the Port (COTP) is charged with investigating marine casualties resulting in oil spills in the coastal zone.2 The FOSC is in the challenging position of working with the responsible party as a member of the Unified Command, while simultaneously investigating the incident. Complicating the FOSC's balancing act is the likelihood that other federal, state, and local agencies will have an interest in the investigation. The parties conducting investigations (Department of Justice, National Transportation Safety Board, Federal Bureau of Investigation, Coast Guard Investigative Service, Environmental Protection Agency investigators, and state and local investigators) report to their own senior officials and are not under the direction and control of the FOSC. This article will discuss, from a Coast Guard officer's perspective, the FOSC's conflicting roles as a member of the Unified Command working closely in cooperation with the responsible party to mitigate the incident, and as a federal officer supervising at least one of the investigations. The article will describe the dynamics of significant oil spill investigations and provide recommendations on how investigative agencies should work together to conduct thorough investigations while minimizing the impact on the Unified Command's goal of working cooperatively to mitigate the effects of the spill.
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D.TODD, EWENC. "Botulism in Native Peoples - An Economic Study." Journal of Food Protection 51, no. 7 (July 1, 1988): 581–87. http://dx.doi.org/10.4315/0362-028x-51.7.581.
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Type E botulism occurs regularly in scattered locations in the Canadian Arctic and northern coastal British Columbia from the consumption of improperly fermented fish and marine mammal products by native peoples, with an average of eight cases and 1.5 deaths each year. Local treatment at nursing stations is often followed by the evacuation of the patients to the main northern hospitals, e.g. Iqaluit and Inuvik with subsequent intensive care, if necessary, in Montreal, Winnipeg, Edmonton or Vancouver. Estimates of costs of six incidents in these northern regions showed that the evacuation of patients was the most expensive component (mean, 31.2%), followed by hospitalization (23.8%) and investigation of the illnesses (19.4%). The mean cost per incident was over $70,000, or $7,200 per case. If these figures are extrapolated, the cost of botulism in these areas is about $2 million each year, with $1.5 million being considered the value of the lives lost. Current and future health care practices in northern regions should be evaluated in relation to these and other costs.
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Gundlach, Erich R., Jerry M. Neff, David I. Little, and Don V. Aurand. "EVALUATION OF HISTORIC SPILL SITES FOR LONG-TERM RECOVERY STUDIES." International Oil Spill Conference Proceedings 1995, no. 1 (February 1, 1995): 974–75. http://dx.doi.org/10.7901/2169-3358-1995-1-974.
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ABSTRACT Reports on over 300 oil spill incidents were reviewed for the potential value of conducting followup surveys to obtain new or additional information related to the long-term effects of the spill or cleanup operation. A three-stage screening process enabled focusing on marine spills where impacts to the coastal zone were well documented, where spill size was over 1,200 barrels (50,200 gallons), and had occurred prior to 1987. A total of 36 candidate sites were put on the shortlist, of which 25 were rated as low priority, 9 as moderate priority, and 2 (Amoco Cadiz and Metula) as high priority for future study. This study hopes to elicit feedback concerning additional sites that have been overlooked or have additional merits for followup investigation.
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Marinović, Slavica, Hana Fajković, and Vlado Cuculić. "Geochemical investigation of tar balls collected on a beach on Žirje Island (Croatia) using petroleum biomarkers." Kemija u industriji 70, no. 5-6 (2021): 311–17. http://dx.doi.org/10.15255/kui.2020.059.
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Tar balls are frequently reported as indicators of the extent of marine pollution owing to spill incidents of crude oil or petroleum products. Representative tar ball samples collected on a beach on Žirje Island, Croatia, were geochemically characterised by gas chromatography coupled to mass spectrometry (GC/MS) in order to identify correlations between them and investigate potential sources. The chemical analysis of petroleum biomarkers, hopanes, and steranes, detected by gas chromatography/mass spectrometry (GC/MS) generates information of great importance to environmental forensic investigations in terms of determining the source of spilled oil, differentiating and correlating oils, and monitoring the degradation process and weathering state of oils under a wide variety of conditions. The chromatographic signatures of hopane and sterane biomarkers in tar ball samples from Žirje Island were compared. Characteristic hopane and sterane fingerprints show that all the tar ball samples originated from crude oil spills. This study indicates that, the major source of tar balls was likely to be the same type of crude oil as evident from the petroleum biomarker fingerprints.
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Wale, M. C. J. "Influenza B, Q Fever and the consequences of febrile illness occurring during Jungle Warfare Training: a clinical and serological study." Journal of The Royal Naval Medical Service 75, no. 1 (March 1989): 13–18. http://dx.doi.org/10.1136/jrnms-75-13.
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AbstractSeventy-one Royal Marines undergoing jungle warfare training were studied clinically and serologically to determine the incidence and consequences of febrile illness. During acclimatisation and the early part of the deployment the incidence of illness having an impact on training was low; during the latter part an outbreak of influenza B occurred, with 25 cases diagnosed clinically. Only 12 of these were confirmed serogically, probably because the outbreak was still in progress when the second samples were taken. A further four subclinical cases were uncovered by the serological study.Five cases of heat exhaustion occurred, one Marine suffering two episodes. Four patients required casevac from the jungle. Three Marines were found to have serological evidence of previous acute Q fever, including the patient who had two episodes of heat exhaustion. This incidence is higher than expected, and warrants further investigation.
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Prabowo, A. R., S. J. Baek, S. G. Lee, D. M. Bae, and J. M. Sohn. "Investigation of impact phenomena on the marine structures: Part II - Internal energy of the steel structure applied by selected materials in the ship-ship collision incidents." Journal of Physics: Conference Series 953 (January 2018): 012002. http://dx.doi.org/10.1088/1742-6596/953/1/012002.
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Leise, Esther M., Jeremy T. Washburn, Joshua Long, Brandi Bridgewater, and Nishant Shah. "Acidic Seawater can Promote Larval Metamorphosis in the Marine Mud Snail, Nassarius obsoletus." Journal of North Carolina Academy of Science 130, no. 2 (June 1, 2014): 65–71. http://dx.doi.org/10.7572/2167-5880-130.2.65.
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Abstract Elevated levels of atmospheric CO2 have had the unintended effect of acidifying the world's oceans by at least 0.1 pH unit since the beginning of the industrial revolution. Current models of the effects of continued CO2 release anticipate a further increase in ocean acidity by 0.14 to 0.4 pH units by the end of this century. Numerous marine organisms with calcareous shells or exoskeletons are expected to undergo deleterious effects, including shell or exoskeletal dissolution or calcification with increased metabolic costs. While many studies have documented potential effects of ocean acidity on adult calcareous organisms, less work has focused on embryonic or developmental changes. Alterations in ocean biochemistry can affect metabolic processes beyond calcification, and our investigations into the development of the local intertidal mudsnail, Nassarius obsoletus, led us to hypothesize that rising ocean acidity would increase incidents of larval shell decalcification, decrease larval growth rates, and induce precocious metamorphosis. As an initial study of potential effects of future acidic conditions on larval N. obsoletus, we raised larvae in seawater adjusted to lower than normal pH levels with hydrochloric acid (HCl), measured larval growth every 5 days in 15 randomly selected individuals from each culture, and conducted experiments on larval metamorphosis in physiologically competent larvae. We found no major trend in growth patterns of larvae from pH 8.2 to 7.7. However, results from a number of pharmacological experiments demonstrated that larvae grown in acidic conditions metamorphose more readily than controls. Our investigations are far from a definitive exploration of the effects of oceanic acidity on the development of this marine mollusc, but our data suggest that key developmental processes in marine invertebrates may be influenced in unexpected ways by continued climatic changes.
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Androjna, Andrej, Tanja Brcko, Ivica Pavic, and Harm Greidanus. "Assessing Cyber Challenges of Maritime Navigation." Journal of Marine Science and Engineering 8, no. 10 (October 3, 2020): 776. http://dx.doi.org/10.3390/jmse8100776.
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This paper provides a close investigation into the landscape of both cyber threats and actual incidents in the maritime sector, identifying the cyber trends and challenges as they relate to safe navigation and marine shipping. As an important subset of cyber threats that impact many maritime systems, the vulnerabilities of satellite navigation systems, in particular the Global Positioning System (GPS), receive special attention. For this article, a systematic literature review was conducted, complemented by the research and analysis of a specific spoofing event. Analyzing available resources, we might summarize that a shift in mind-set is essential to direct more attention and resources toward cybersecurity as well as the necessity for manufacturers to improve the cybersecurity of their products, as shipping systems currently remain vulnerable to cybercriminals. There is a need for multiple positioning, navigation, and timing (PNT) systems onboard maritime vessels to complement GPS-only navigation. The use of multiple satellite navigation constellations, public as well as private, in combination with the terrestrial components of an enhanced LOng-RAnge Navigation (eLoran) system and ports’ laser-based aid system for berthing and docking should provide the shipping industry with the direly needed increased protection from cyber-attackers for the foreseeable future.
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Mills, Stella. "Integrated Marine Electronic Systems – Some User Associated Issues for the Designer." Journal of Navigation 59, no. 3 (August 23, 2006): 423–33. http://dx.doi.org/10.1017/s0373463306003924.
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Marine accidents have many causes but a recurring theme is poor watch-keeping often caused by weak bridge management. Information overload is sometimes blamed for accidents and attempts to reduce information overload may include electronic systems which have been produced for integrating information from various electronic sources so that information is concentrated on fewer screens. This article explores some of the issues facing the designers of such systems. While acknowledgement is given to some of the technical problems, the article concentrates on those issues associated with the user of such systems, in particular, domain knowledge, screen design and user control. Available Marine Accident Investigation Reports for 2004 are used to highlight that, in that year, only one passenger vessel incident was attributed in part to poor data from electronic aids. However, it is accepted that a much wider study of such reports is needed before any firm conclusions can be drawn.
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Monnier, Andreas, Helena Larsson, Håkan Nero, Mats Djupsjöbacka, and Björn O. Äng. "A longitudinal observational study of back pain incidence, risk factors and occupational physical activity in Swedish marine trainees." BMJ Open 9, no. 5 (May 2019): e025150. http://dx.doi.org/10.1136/bmjopen-2018-025150.
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ObjectivesTo evaluate the occurrence of low back pain (LBP) and LBP that limits work ability, to identify their potential early risks and to quantify occupational physical activity in Swedish Armed Forces (SwAF) marines during their basic 4 month marine training course.DesignProspective observational cohort study with weekly follow-ups.ParticipantsFifty-three SwAF marines entering the training course.OutcomesIncident of LBP and its related effect on work-ability and associated early risks. Occupational physical activity, as monitored using accelerometers and self-reports.ResultsDuring the training course, 68% of the marines experienced at least one episode of LBP. This yielded a LBP and LBP limiting work ability incidence rate of 13.5 (95% CI 10.4 to 17.8) and 6.3 (95% CI 4.2 to 10.0) episodes per 1000 person-days, respectively. Previous back pain and shorter body height (≤1.80 m) emerged as independent risks for LBP (HR 2.5, 95% CI 1.4 to 4.3; HR 2.0, 95% CI 1.2 to 3.3, respectively), as well as for LBP that limited work ability (HR 3.6, 95% CI 1.4 to 8.9; HR 4.5, 95% CI 2.0 to 10.0, respectively). Furthermore, managing fewer than four pull-ups emerged as a risk for LBP (HR 1.9, 95% CI 1.2 to 3.0), while physical training of fewer than three sessions per week emerged as a risk for LBP that limited work ability (HR 3.0, 95% CI 1.2 to 7.4). More than 80% of the work time measured was spent performing low levels of ambulation, however, combat equipment (≥17.5 kg) was carried for more than half of the work time.ConclusionsIncidents of LBP are common in SwAF marines’ early careers. The link between LBP and previous pain as well as low levels of exercise highlights the need for preventive actions early on in a marine’s career. The role of body height on LBP needs further investigation, including its relationship with body-worn equipment, before it can effectively contribute to LBP prevention.
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Venkatesan, Ramasamy, Jagadeesh Kadiyam, Puniyamoorthy SenthilKumar, Rajagopalan Lavanya, and Loganathan Vedaprakash. "Marine Biofouling on Moored Buoys and Sensors in the Northern Indian Ocean." Marine Technology Society Journal 51, no. 2 (March 1, 2017): 22–30. http://dx.doi.org/10.4031/mtsj.51.2.11.
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AbstractEquipment and structures deployed in seawater and other marine environments are susceptible to marine growth. This marine biofouling is one of the critical factors that affects the measurement of continuous real-time data from the oceanographic sensors deployed for long-term observations. To understand the characteristics of biofouling on marine sensors, an investigation was conducted on sensors deployed in a moored buoy network deployed and maintained by the National Institute of Ocean Technology (NIOT) in the Arabian Sea and Bay of Bengal regions. The present paper attempts to elucidate the characteristics of biofouling on sensor components deployed at seven locations in the Bay of Bengal and five locations in the Arabian Sea, at varying depths ranging from the surface to 500-m depth. Biofouling on bare sensor surfaces and surfaces with various antifouling measures has been studied for 2 consecutive years (2015 and 2016), and the effect of antifouling measures is discussed in this paper. Among the locations studied, buoys deployed in the Arabian Sea exhibited a higher biofouling load compared to the buoys deployed in the Bay of Bengal. The study showed that the pedunculate barnacles Lepas anatifera Linnaeus, 1758, was the predominant biofouling species on these sensors. Furthermore, observations show that the use of copper- and zinc-based antifouling methods reduced the incidence of biofouling by 59% on average.
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Zaib, Ali, Jingbo Yin, and Rafi Ullah Khan. "Determining Role of Human Factors in Maritime Transportation Accidents by Fuzzy Fault Tree Analysis (FFTA)." Journal of Marine Science and Engineering 10, no. 3 (March 7, 2022): 381. http://dx.doi.org/10.3390/jmse10030381.
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Safety has been a primary concern in every industry. It includes system, personnel, environmental safety, etc. Maritime transportation safety is of the utmost importance because a lot of economic and environmental damage has been caused by ship-related accidents. The majority of these accidents have resulted from human factors. For the analysis of accidents and future safety, various accident models have been created. In this study, human-based errors are analyzed and quantified by using the fuzzy fault tree analysis, which helps calculate the failure probability of the causes. A real-life case of a chemical tanker Key Bora was studied and analyzed, which happened on 28 March 2020, at Kyleakin Pier, Isle of Skye, Scotland. The ship’s hull was seriously damaged and was flooded. According to the analysis, two main human factors that contributed the most to the occurrence of this accident were found. These incidents can be avoided by ensuring proper measures are followed, and the results can be used as guidelines for future marine accident investigations and safety.
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Zeńczak, Wojciech, and Zbigniew Zapałowicz. "Experimental Research of the Impact of Ship’s Rolling on the Performance of PV Panels." Polish Maritime Research 29, no. 4 (December 1, 2022): 132–44. http://dx.doi.org/10.2478/pomr-2022-0051.
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Abstract The aim of the International Maritime Organization (IMO) to reduce by half the amount of greenhouse gases emitted by marine ships by 2050, and its vision of the fastest total decarbonisation in the maritime shipping industry within the present century, calls for implementation with various means of decarbonisation. The IMO approaches the process of decarbonisation in two phases. Firstly, short-term, compact projects are to be considered, next, more complex, medium- and long-term solutions should be aimed at. The preferred arrangements to be applied are photovoltaic systems. Their performance depends to a high degree on the solar incidence angle. In the case of a ship swinging as a result of its course in relation to the wave and incidence direction, the incidence angle undergoes significant periodic changes with a significant effect on the power generated by the PV panels. As a result, the total amount of energy produced by the PV panels diminishes. The paper presents experimental research results obtained on the stand that allowed the investigation of PV panels in simulated marine conditions. Two characteristic positions of a PV panel’s rotation axis in relation to the solar rays’ incidence direction were investigated. It was proved for both variants that the rolling period and solar incidence angle affected the power generated by the PV panel.
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Tan, Yoppy. "THE GROWTH IN ENERGY ACTIVITIES IN THE SOUTH CHINA SEA – ARE WE TRULY PREPARED?" International Oil Spill Conference Proceedings 2014, no. 1 (May 1, 2014): 825–36. http://dx.doi.org/10.7901/2169-3358-2014.1.825.
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ABSTRACT Stretching from Singapore and the Strait of Malacca chokepoint in the southwest to the Strait of Taiwan in the northeast, the South China Sea is one of the most important energy trade routes in the world. Almost a third of global crude oil and over half of global liquefied natural gas (LNG) passes through the South China Sea each year. Coupled with the significant economy growth from China, that is the world's largest oil importer, protecting the flow of oil becomes a prime consideration of the South East and East Asia governments. All of these factors make the South China Sea to hold one of the highest potential for oil spill, be it by quantity of oil or frequency of energy activities. In the region, our industry faces increasing political challenge due to the disputed territorial waters and hence if an incident affecting multiple countries such as an oil spill occurs, the response may be chaotic if not adequately prepared for. The duty is on industry to work with regional governmental groups to promote joined-up response that is sufficiently robust and flexible to deal with both marine and well-control incidents. Other factors that could pose a major challenge are the understanding of response tool kits and prioritization given to national environmental laws and regulations which will vary amongst the affected administrations. Has there been sufficient investigation into the range of national laws which could help/hinder inter-regional approach? What about each of the area contingency plan along the South China Sea? Is there sufficient data on the crude oil characteristics in this region and the availability of Stockpile of equipment along this stretch of the trade route? This paper provides an overview of the oil industry's response to the growing energy activities in the South China Sea using case studies to illustrate the situations that are still occurring in practice.
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Tu, Zhibin, Jianfeng Yao, Mingfeng Huang, and Wenjuan Lou. "Investigation of Coupling Effects of Wave, Current, and Wind on a Pile Foundation." Sustainability 14, no. 21 (November 1, 2022): 14272. http://dx.doi.org/10.3390/su142114272.
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To investigate the coupling effects of wave–wind, wave–current, and wave–current–wind on a pile foundation of a marine structure, harbor basin tests on loads induced by single and combined action of wave, current, and wind were conducted. The time histories, power spectrums, and characteristic values of drag forces in the test conditions were compared. Then, the coupling coefficients were calculated based on the characteristic values to quantitively evaluate the coupling effects. The influence of natural vibration of the pile on the characteristic values and coupling effects were studied by comparing the test loads between rigid and elastic models. The results show that the shapes of power spectrums of drag forces and their peak frequencies in the wave-involved conditions are similar to the spectrum of incident wave, which means that the steady current and uniform wind cannot change the frequency distribution of incident random wave. Although the drag forces of rigid and elastic model under wave–wind, wave–current, and wave–current–wind are not the linear superposition of corresponding single field, the coupling effects among them are quite weak as the coupling coefficients are small. It is speculated that the weak wave–wind coupling effect may be because, firstly, the interaction of wave and wind is limited to the zone near the water surface, which is far less than the height of the model; secondly, the wave-induced load is dominant compared to wind and current. The loads in test conditions of elastic model are similar to the rigid model; for that, the model’s natural frequency is far away from the peak spectral frequency of incident wave, having little influence on the drag force.
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Balakin, R. A., and G. I. Vilkov. "Investigation of acoustic properties of snow-covered sea ice." Ice and Snow 58, no. 3 (September 26, 2018): 387–95. http://dx.doi.org/10.15356/2076-6734-2018-3-387-395.
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The paper presents results of field observations of hydroacoustic characteristics of snow-covered ice cover in shallow seas of the Arctic shelf. The purpose of the research was to determine the quantitative characteristics of the reflection and absorption coefficients of sound from the bottom of the drifting ice cover, as well as the Doppler broadening of the frequency spectrum of acoustic signals depending on the thickness of the ice, the structure of the reflecting surface, the thickness of the snow cover, and the ice drift speed. The objective of the research was to obtain the data necessary for choosing optimal parameters of specialized hydroacoustic equipment designed to monitor ice conditions in the areas of operation of offshore oil and gas platforms. Researches were conducted in areas of active construction of engineering marine constructions and carrying out the transport operations. The research methodology was based on the use of an autonomous measuring complex, which for a long period was installed on the bottom of the sea at depths of 50 to 130 m. The recording system consisted of the following components: upward looking pulse sonar of the IPS-5 type produced by the Canadian company ASL; the Doppler meter of the ice drift speed ADCP (the RDI firm); and a RSM-7 electromechanical current meter. All devices operated in continuous mode with a measurement cycle of 1s, the results were recorded in memory and processed after lifting the devices to the surface. The time delays of signals reflected from the ice cover, as well as the amplitudes and variations of the sound attenuation depending on the reflectance and absorption coefficients were recorded in the memory of the up-looking sonar. Variations of time delays were used to calculate a settlement of ice formations and to determine the shape of the reflective surface, including the angles of inclination of ice keels. Doppler shift of frequency of reflected acoustic signals and broadening of the frequency spectrum were calculated using values of the ice drift speed and changes of immersion depths of hummocks. Acoustic characteristics were measured repeatedly during several seasons of each year from 2010 to 2017. This investigation made possible to obtain statistical estimates of the distributions of the reflection coefficient of the sound and the quantitative values of broadening of the frequency spectrum of acoustic signals depending on the angle of incidence of the acoustic rays, the nature of the irregularities and the structure of the reflective surfaces of ice and snow cover thickness and the drift speed. The results obtained by this research allowed reasonable choosing and calculating the basic characteristics of the hydroacoustic equipment intended for runtime diagnostics of ice cover in zones of marine engineering structures.
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Gugg, CDR Paul, and John H. Austin. "Preparing to Minimize the Environmental Impact of Terrorism." International Oil Spill Conference Proceedings 2003, no. 1 (April 1, 2003): 367–70. http://dx.doi.org/10.7901/2169-3358-2003-1-367.
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ABSTRACT The EXXON VALDEZ grounding in 1989 served the response community with an abrupt reminder of the importance of preparedness for maritime incidents. As a result, such incidents would no longer be viewed as simply human or economic tragedies but also as environmental catastrophes. The October 12, 2000 attack on the USS COLE at its berth in Aden, Yemen and the attack on the French tanker LIMBURG off the coast of Yemen two years later made it clear that terrorists are aware of the vulnerability of ships and port targets and are capable of operating in the marine environment. Finally, the attacks on September 11, 2001 erased any notion that terrorism was limited to developing nations, Europe or the Middle East. In addition to their horrific toll on human life and property, terrorism-spawned events have environmental impacts that must be addressed in our response plans. These impacts may be the primary or secondary goal of the perpetrators, particularly where environmental attributes like marine resources are readily accessible, highly valued, and serve as a symbol of a nation's culture and prosperity. This paper is intended to suggest the concept of environmental response preparedness as a means of minimizing the impact of terrorism when the best laid plans and protective measures have been compromised. The authors also suggest that preparedness is, in itself, a form of deterrent to terrorist acts. Equally important, the paper promotes the use of terrorism scenarios in preparedness exercises and proposes a balanced approach to readiness that can be sustained for the long haul. The paper not only recognizes the value and applicability of “all event” response agencies and management systems but also illustrates some of the important differences and challenges the subject events introduce. Among the differences cited are: stakeholder composition; attention to crime scene investigations; secondary attack hazards; and the need for adherence to established safety procedures in the midst of high op-tempo and emotionally charged national emergencies. The topic is timely. It is special due to the magnitude and international significance of the consequences it discusses and the impetus it presents toward actively deterring terrorism's impact, effectiveness and likelihood. It is unique because it calls attention to the need for a change in focus through the established lens of interdisciplinary coordination among agencies and stakeholders that have mature and well-practiced response systems.
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Schröder, Winfried, Roland Pesch, and Günther Schmidt. "Statistical classification of terrestrial and marine ecosystems for environmental planning." Landscape Online 2 (October 13, 2007): 1–22. http://dx.doi.org/10.3097/lo.200702.
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Environmental planning is an instrument for the operationalisation of the precautionary principle in environmental law and, to this end, must rely on maps depicting the spatial patterns of ecological attributes of aquatic and terrestrial ecosystems and of environmental change effects, respectively. In this context, different mapping techniques are presented by example of three case studies covering terrestrial, coastal and marine environments. The first case study was selected to demonstrate how to compute an ecological land classification of Germany by means of CART. The resulting ecoregions were mapped by GIS. This CARTography enables to regionalise metal bioaccumulation data in terms of 21 ecological land categories and to prove the specifity of emission control measures as being part of environmental policies. The second investigation was chosen to apply for the first time in Germany the regionalisation approach to the research of climate change effects in terms of past, recent and potential future incidences of Anopheles sp. and malaria in Lower Saxony. To investigate whether malaria might be transmitted due to increasing air temperatures, data sets on past and future air temperatures were used to spatially model malaria risk areas. The third example demonstrates the transfer of the CARTography approach presented in the first case study from terrestrial to marine environments. We analysed the statistical relations between data on benthic communities and physical properties of their marine environments by means of CART and applied these rules to geodata which only describe physical characteristics of the benthic habitats. By this, those parts of the sea ground could be predicted where certain benthic communities might occur.
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Chioukh, Nadji, Mohamed Boukhari, Yalçın Yüksel, and Benameur Hamoudi. "PERFORMANCE OF POROUS MARINE STRUCTURES OF SINGLE AND DOUBLE PERFORATED SEAWALLS IN REGULAR OBLIQUE WAVES." Coastal Engineering Proceedings, no. 35 (June 23, 2017): 8. http://dx.doi.org/10.9753/icce.v35.waves.8.
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In the present paper we examine the performance of two very common types of wave absorbing porous marine structures under regular oblique waves. The first structure consists of a single perforated vertical seawall, whereas the second consists of two perforated vertical seawalls creating what is called a chamber system (Jarlan type breakwater). The structures are surface piercing thus eliminating wave overtopping. Two methods are used for the present investigation. In the first method the problem of the interaction of obliquely incident linear waves upon a pair of porous vertical seawalls is first formulated in the context of the linear diffraction theory. The resulting boundary integral equation, which is matched with far-field solutions represented in terms of analytical series with unknown coefficients, and appropriate boundary conditions at the free surface, seabed and seawalls, is then solved numerically using the multi-domain boundary element method. In the second method a semi-analytical solution is developed by means of the eigenfunction expansions and a minimization approach using a least square method. In both methods the dissipation of the wave energy due to the presence of the perforated seawalls is represented by a simple yet effective relation in terms of the porosity parameter appropriate for thin perforated walls. The results are presented in terms of reflection and transmission coefficients, and the wave energy dissipation. Effects of the incident wave angles, porosities and depths of the walls and other major parameters of interest are explored.
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Tromiadis, Ramona, and Radu Hanzu-Pazara. "Applying Determination Models for Human Errors in Sequential Analysis of Maritime Accidents." Advanced Materials Research 837 (November 2013): 780–85. http://dx.doi.org/10.4028/www.scientific.net/amr.837.780.
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Human part in the socio-technical system in which they operate in order to achieve the object of work is essential. This system, because of the technological progress is characterized by a high level of technicality, continuing growth in complexity and danger. In this context, the human operator is required to make a substantial effort, which includes besides standard procedure and operations also emergency resolution calling for the ability to make judgments and assumptions based on the knowledge one holds.The main cause of the growing number of accidents has been attributed specifically to "human error". It is generally considered the fact that human factors contribute to accidents. But there are different opinions on the importance of this factor. Suggestions regarding the proportion of marine accidents caused by human errors vary from 50 to 90% of the total number of accidents. Some research considered that 60% of the total number is due to human error as a direct cause and the remaining of 30% human error is from indirect contributory cause. Effects of active cause are usually noticed almost immediately, while consequences of indirect cause may remain invisible in the system for a long time, until in combination with other factors compromise the system and lead to an accident.Different methodologies are developed, adopted from the investigations on risk analysis to performe the models that will determine the human errors in sequential analysis of maritime accidents.According to IMO resolution, human factors which contribute to marine casualties and incidents may be broadly defined as the acts or omissions, intentional or otherwise, which adversely affect the proper functioning of a particular system, or the successful performance of a particular task. Understanding human factors thus requires a study and analysis of the design of the equipment, the interaction of the human operator with the equipment, and the procedures followed by crew and management.Since human factors are triggered by human errors, which are the main source of risk in maritime activities, it seems important to develop different methodologies that allow a quantitative and qualitative analysis of the real incidence of several human factors over maritime accidents with the aim of taking human factors into account in properly developed risk management plans.
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McCall, Buckley, Connor McPartland, Reece Moore, Anastasia Frank-Kamenetskii, and Brian Booth. "Effects of Astaxanthin on the Proliferation and Migration of Breast Cancer Cells In Vitro." Antioxidants 7, no. 10 (October 4, 2018): 135. http://dx.doi.org/10.3390/antiox7100135.
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Astaxanthin (ASX) is a marine-based ketocarotenoid; an accessory pigment in plants in that it has many different potential functions. ASX is an antioxidant that is notably more potent than many other antioxidants. Antioxidants have anti-inflammatory and oxidative stress-reducing properties to potentially reduce the incidence of cancer or inhibit the expansion of tumor cells. In this study, we tested the hypothesis that ASX would inhibit proliferation and migration of breast cancer cells in vitro. We found that application of ASX significantly reduced proliferation rates and inhibited breast cancer cell migration compared to control normal breast epithelial cells. Based on these results, further investigation of the effects of ASX on not only breast cancer cells, but other forms of tumor cells, should be carried out.
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Peres, Pedro A., Heather Bracken-Grissom, Laura E. Timm, and Fernando L. Mantelatto. "Genomic Analyses Implicate the Amazon–Orinoco Plume as the Driver of Cryptic Speciation in a Swimming Crab." Genes 13, no. 12 (December 1, 2022): 2263. http://dx.doi.org/10.3390/genes13122263.
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The Amazon–Orinoco plume (AOP) is the world’s largest freshwater and sediment discharge into the ocean. Previous studies limited to mtDNA suggest that the swimming crab Callinectes ornatus Ordway, 1863 exists as two distinct genetic clusters separated by the AOP. However, questions concerning migration, diversification time, and species delimitation are unresolved. Densely sampling markers across the genome (SNPs) could elucidate the evolutionary processes within this species. Here, we combined mtDNA data and ddRAD-seq to explore the diversification patterns and processes within the swimming crab C. ornatus. We show great genetic differentiation between groups on the north and south sides of the plume but also signs of hybridization. Demographic modeling indicates the divergence between groups starting around 8 Mya following the AOP’s formation. After a period of isolation, we detect two incidences of secondary contact with stronger migration in concordance with the North Brazil Current flow. Our results suggest speciation with gene flow explained by the interplay among the AOP, oceanographic currents, and long larval dispersal. This work represents the first investigation employing ddRAD-seq in a marine invertebrate species with distribution encompassing the north and south Atlantic and sheds light on the role of the AOP in the diversification of a marine species.
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Stone, TOBY. "THE UK RESPONSE TO THE NAPOLI INCIDENT." International Oil Spill Conference Proceedings 2008, no. 1 (May 1, 2008): 1037–42. http://dx.doi.org/10.7901/2169-3358-2008-1-1037.
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Incident Overview During severe weather conditions on the morning of 18 January 2007, the MSC NAPOLI, a UK-registered vessel, suffered flooding in her engine room in French Territorial Waters. The MSC NAPOLTs Master took the decision that the danger to the vessel was sufficient to order the crew to abandon the ship. All the crew were successfully rescued by UK helicopter from Royal Naval Air Station Culdrose. The Marine Accident Investigation Branch has instigated a full investigation into the causes of the incident. The English Channel is a zone of joint responsibility between France and the UK with regards to maritime pollution incidents under the auspices of the multi lateral Bonn Agreement. There is an Anglo-French joint maritime contingency plan, which is referred to as the Mancheplan. The French and English authorities were faced with a large container ship known to be carrying a cargo that included potentially hazardous materials and to have more than 3,000 tonnes of fuel oil on board. Particular account was taken of the strong advice from environmental experts that the ship's cargo and oil would need to be recovered and should not be left to sink in deep water. The effects of sinking in deep water would have been serious long-term environmental damage. In the first instance, there would be the strong possibility of a large release of oil and spreading of the cargo, with the very real consequences of navigational hazard in the Channel. In any case, the oil would have escaped and found its way onto many beaches on both sides of the English Channel for many years, whereas in shallow waters the hydrocarbons and other pollutants could be recovered much more easily and as soon as possible. In line with the Mancheplan, French authorities led the initial response to the incident, liaising closely throughout with the UK Secretary of State'S Representative for maritime salvage and intervention–commonly known as SOSREP. French tugs arrived on the scene promptly. A French Government intervention team went on board the vessel. Having made an on-scene assessment of its condition, experts concluded that its state was such that it was unlikely to survive prolonged exposure to severe weather conditions. To prevent a serious marine pollution incident, the French and UK Governments recognised that the vessel must be towed to a place of refuge where she could be dealt with in a controlled manner. The need for a place of refuge and its location are always driven by the circumstances of an incident, including the weather, the size and condition of the vessel and the potential threat posed by the vessel and its cargo. Taking all those factors into account, the French authorities were unable to identify a suitable place of refuge on the French coast within about 200 miles. All other options were on the UK south coast from Falmouth to Portland. A full risk assessment was carried out to determine a location providing best shelter and chance of survival to offload oil and hazardous cargo. None of the main ports, including Plymouth, had sufficient depth of water to accommodate the vessel. The Falmouth Harbour-Master reported that the vessel could have anchored outside the harbour, but that Falmouth could not handle or store containers. Moreover, transit to Falmouth, because of the direction of travel and the state of the sea, would have exposed the casualty to severe stress. There was no safe option to enter any south coast port. An anchorage with good shelter from south-west winds was needed. The most suitable option was Portland because it affords shelter combined with good access to port facilities and, later, the potential for moving the ship into the inner harbour. It also meant that the vessel could be towed in a direction that minimised the stress on its hull. A tow was attached on the evening of 18 January. However, in the early hours of 20 January, the cracks on both sides of the ship worsened and the stern of the ship started settling lower in the water. It became clear that the MSC NAPOLI would not reach Portland. The priority became keeping the vessel intact, as there was real concern that it might start to break up, and therefore looking to beaching it in the shallowest water possible. Initially the Port of Portland was the preferred place of refuge in which to take the vessel, however as the condition of the vessel deteriorated it was decided to take her into Lyme Bay - originally in order to stabilise her before continuing to port. When it was understood that the condition of the vessel was such that to tow the vessel to port was not possible - beaching her became the only practical alternative. From the beginning of the incident all decisions had to be made against the presumption that the casualty could, and probably would, sink at any time. Concern was urgent and a decision had to be taken without any delay whatsoever. In accordance with the UK'S National Contingency Plan for Marine Pollution from Shipping and Offshore Installations (NCP), environmental bodies and local authorities were consulted. Moreover, through forward planning, which is an integral part of the UK system, SOSREP already had knowledge about the suitability of locations as possible places of refuge for this vessel. SOSREP decided that the only viable option was to beach the ship in shallow water, where there was a greater chance of successful salvage, and decided to turn the vessel towards an identified beaching site in the shelter of Lyme Bay. During the passage the vessel was under tow which broke on several occasions.
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Romberg, Barry A., Dennis M. Maguire, Richard L. Ranger, and Rod Hoffman. "MANAGING RISKS OF EXPLOSION DURING OIL RECOVERY, STORAGE, AND TRANSFER OPERATIONS." International Oil Spill Conference Proceedings 2005, no. 1 (May 1, 2005): 427–31. http://dx.doi.org/10.7901/2169-3358-2005-1-427.
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ABSTRACT This paper examines explosion hazards while recovering spilled oil utilizing oil spill recovery barges. The risk of static accumulation and discharge is well understood after thorough investigations of several incidents in the 1970s and 1980s involving explosions on tank barges and vessels during petroleum cargo loading and unloading operations. However, those lessons learned only partially apply to oil spill recovery operations due to the differences in liquid properties, crew training, and additional tasks required during an oil spill response. While regulatory standards have been enacted for petroleum tankers and barges involved in commercial transportation of oil and other hazardous materials, the utility of these standards for oil spill response vessels has not been fully considered. Inverviews were conducted with marine transporters and response organizations to understand the wide range of operational risks and mitigation proceedures currently in use. This paper outlines the four basic conditions that must be present to create a static discharge-induced explosion during liquid cargo operations. A review of explosion casualty history was completed for cargo operations and compared to operations that create similar hazards during oil spill recovery operations. Specific processes that create additional risk of static-induced explosions during response operations were studied to review mitigation actions. Finally, recommendations for continued training are provided to help guide the spill response community when preparing for and responding to oil spills.
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Lungu, Adrian. "Large Flow Separations around a Generic Submarine in Static Drift Motion Resolved by Various Turbulence Closure Models." Journal of Marine Science and Engineering 10, no. 2 (February 1, 2022): 198. http://dx.doi.org/10.3390/jmse10020198.
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A thorough numerical introspection for assessing the particular issues of large flow separations around a submersible hull by using various turbulence models is described. The generic Defense Advanced Research Projects Agency (DARPA hereafter) Suboff hull is considered in the present study. Detailed descriptions of the mathematics behind the hybrid Shear Stress Transport (SST), Detached Eddy Simulation (DES) and the Improved Delayed Detached Eddy Simulation (IDDES) are given. The ISIS solver of the FineTM/Marine package is used to solve the flow problems. An adaptive mesh refinement is employed for resolving the flow inside the areas hosting significant flow gradients. Two sets of computations are analyzed: one refers to the straight-ahead course, whereas the other is focused on the static drift motions. Four angles of incident flow and three different incoming flow velocities are proposed for clarifying the details of the flow separation. Extensive grid convergence tests are performed for both working regimes and for all the meshes used in the present investigation. Extended verification and validation (V&V hereafter) of the numerical approach is performed through extensive comparisons with the experimental data. Global hydrodynamic performance of the hull as well as the local flow features are discussed in detail. The study is concluded by a series of final remarks aimed at providing useful information for further similar investigations.
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BRYANT, BRIAN. "Consultants with Military Background." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 2017082. http://dx.doi.org/10.7901/2169-3358-2017.1.000082.
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The smallest of the nation's uniformed armed services, the United States Coast Guard's basic missions relate to maritime safety, mobility, and security; national defense, and natural resources protection. It is responsible for enforcement of maritime laws and marine environmental pollution response. The Coast Guard offers many career opportunities for enlisted personnel, including Marine Science Technician (MST). MSTs conduct marine-safety activities such as investigating pollution incidents and monitoring pollution clean-ups. Possible scientific duties include responding to oil and hazardous-materials spills, observing and forecasting weather. An increasing number of civilian employers are becoming more aware of the unique strengths former military personnel can bring with them to a consultant position. A consultant is someone who has expertise in a specific area or areas and offers unbiased opinions and advice for a fee. There are many reasons why the private and public sector need consultants for problem solving. One very important reason; Government regulatory compliance. Government regulations at all levels are constantly changing, and companies are frequently not prepared or trained to comply. Consultants may be retained to provide expertise to assist a company in complying economically, efficiently, and with the least amount of trauma to the organization. They can also be hired to provide in-house training to keep staff informed of new management and supervisory techniques or technical knowledge and to improve employee safety. Successful consultants often possess certain attributes. They can be identified with good physical and mental health, professional etiquette and courtesy, stability of behavior and self-confident. In addition to these skills, here are two military-related attributes that most companies find attractive and will help any organization simplify the task at hand. Loyalty to the Team. Military personnel bring with them an intrinsic understanding of how loyalty adds to team proficiency and builds trust in a work environment. For business leaders looking to make an improvement in their company, military personnel often outperform other candidates as proven team players, as demonstrated by hard work, motivation, and dedication. Reliable Work Ethic. Knowing the importance of adhering to a schedule and consistently performing well at work demonstrates professional maturity. One of the most difficult challenges to hiring professionals is being able to accurately judge candidates in these areas. Through service, training, and lifestyle, former military personnel will typically have the work ethic that any business owner would be thrilled to replicate in all of the organization's employees.
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Hartigan-Go, K., and D. N. Bateman. "Redtide in the Philippines." Human & Experimental Toxicology 13, no. 12 (December 1994): 824–30. http://dx.doi.org/10.1177/096032719401301202.
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1 Redtide is a marine phenomenon that poses great risk to the health and economic livelihood of people in coastal areas. Paralytic shellfish poisoning develops when a person consumes molluscs containing toxic dinoflagellates and suffers neurological and/or gastrointestinal manifestations. 2 Four redtide incidents in the Philippines are presented. The manner in which the problems were managed are described. 3 The clinical features of redtide poisoning in the Philippines included gastro-intestinal and neurological features with deaths secondary to ventilatory failure. Mortality ranged from 0% to 12% in the different redtide episodes. 4 There are many lessons to be learned in handling this kind of natural disaster. For an effective toxicovigilance programme, there must be a central co-ordinating responsible organization, a clear definition of roles and functions and good inter-agency co-operation. Appropriate surveillance procedures, resources to intensify surveillance at times of risks, prompt warning system, and the ability to impose bans on consumption are also necessary. 5 Poisons centres can play an important role during times of redtide. This may include toxicovigilant activities, such as early warning and educational campaigns to consumers, and seminars in the recognition and management of paralytic shellfish poisoning. 6 The contribution of the epidemiologists in investigating and monitoring the extent of public health damage and patterns of poisoning in a coastal community is emphasized.
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Yang, Pengju, and Lixin Guo. "Polarimetric Scattering from Two-Dimensional Dielectric Rough Sea Surface with a Ship-Induced Kelvin Wake." International Journal of Antennas and Propagation 2016 (2016): 1–14. http://dx.doi.org/10.1155/2016/2474708.
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Based on the polarimetric scattering model of second-order small-slope approximation (SSA-II) with tapered wave incidence for reducing the edge effect caused by limited surface size, monostatic and bistatic polarimetric scattering signatures of two-dimensional dielectric rough sea surface with a ship-induced Kelvin wake is investigated in detail by comparison with those of sea surface without ship wake. The emphasis of this paper is on an investigation of depolarized scattering and enhanced backscattering of sea surface with a ship wake that changes the sea surface geometric structure especially for low wind conditions. Numerical simulations show that in the plane of incidence rough sea surface scattering is dominated by copolarized scattering rather than cross-polarized scattering and that under low wind conditions a larger ship speed gives rise to stronger enhanced backscattering and enhanced depolarized scattering. For both monostatic and bistatic configuration, simulation results indicate that electromagnetic scattering signatures in the presence of a ship wake dramatically differ from those without ship wake, which may serve as a basis for the detection of ships in marine environment.
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YAMAZAKI, Yusuke, Yoshio MURAYAMA, and Makoto ENDO. "A Comparison of Marine Incidents and Marine Accidents." Journal of Japan Institute of Navigation 100 (1999): 245–51. http://dx.doi.org/10.9749/jin.100.245.
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Väkevä, M., M. Kulmala, F. Stratmann, and K. Hämeri. "Field measurements of hygroscopic properties and state of mixing of nucleation mode particles." Atmospheric Chemistry and Physics 2, no. 1 (February 27, 2002): 55–66. http://dx.doi.org/10.5194/acp-2-55-2002.
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Abstract. An Ultrafine Tandem Differential Mobility Analyser (UF-TDMA) has been used in several field campaigns over the last few years. The investigations were focused on the origin and properties of nucleation event aerosols, which are observed frequently in various environments. This paper gives a summary of the results of 10 nm and 20 nm particle hygroscopic properties from different measurement sites: an urban site, an urban background site and a forest site in Finland and a coastal site in western Ireland. The data can be classified in four hygroscopic growth classes: hydrofobic, less-hygroscopic, more-hygroscopic and sea-salt. Similar classification has been earlier presented for Aitken and accumulation mode particles. In urban air, the summertime 10 nm particles showed varying less-hygroscopic growth behaviour, while winter time 10 nm and 20 nm particles were externally mixed with two different hygroscopic growth modes. The forest measurements revealed diurnal behaviour of hygroscopic growth, with high growth factors at day time and lower during night. The urban background particles had growth behaviour similar to the urban and forest measurement sites depending on the origin of the observed particles. The coastal measurements were strongly affected by air mass history. Both 10 nm and 20 nm particles were hygroscopic in marine background air. The 10 nm particles produced during clean nucleation burst periods were hydrofobic. Diurnal variation and higher growth factors of 10 nm particles were observed in air affected by other source regions. External mixing was occasionally observed at all the sites, but incidents with more than two growth modes were extremely rare.
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Väkevä, M., M. Kulmala, F. Stratmann, and K. Hämeri. "Field measurements of hygroscopic properties and state of mixing of nucleation mode particles." Atmospheric Chemistry and Physics Discussions 1, no. 2 (December 3, 2001): 379–409. http://dx.doi.org/10.5194/acpd-1-379-2001.
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Abstract. An Ultrafine Tandem Differential Mobility Analyser (UF-TDMA) has been used in several field campaigns over the last few years. The investigations were focused on the origin and properties of nucleation event aerosols, which are observed frequently in various environments. This paper gives a summary of the results of 10 nm and 20 nm particle hygroscopic properties from different measurement sites: an urban site, an urban background site and a forest site in Finland and a coastal site in western Ireland. The data can be classified in four hygroscopic growth classes: hydrofobic, less-hygroscopic, more-hygroscopic and sea-salt. Similar classification has been earlier presented for Aitken and accumulation mode particles. In urban air, the summertime 10 nm particles showed varying less-hygroscopic growth behaviour, while winter time 10 nm and 20 nm particles were externally mixed with two different hygroscopic growth modes. The forest measurements revealed diurnal behaviour of hygroscopic growth, with high growth factors at day time and lower during night. The urban background particles had growth behaviour similar to the urban and forest measurement sites depending on the origin of the observed particles. The coastal measurements were strongly affected by air mass history. Both 10 nm and 20 nm particles were hygroscopic in marine background air. The 10 nm particles produced during clean nucleation burst periods were hydrofobic. Diurnal variation and higher growth factors of 10 nm particles were observed in air affected by other source regions. External mixing was occasionally observed at all the sites, but incidents with more than two growth modes were extremely rare.
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Strong, Philip A. "Reducing Incidents in Marine Personnel Transfer." SPE Projects, Facilities & Construction 3, no. 02 (June 1, 2008): 1–5. http://dx.doi.org/10.2118/106794-pa.
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MURAYAMA, Yoshio, Yusuke YAMAZAKI, and Makoto ENDO. "A Pilot Study on Marine Incidents." Journal of Japan Institute of Navigation 98 (1998): 257–64. http://dx.doi.org/10.9749/jin.98.257.
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Zheng, Kuan-Yu, Chen-Wei Chang, and I.-Chi Chan. "Numerical Investigation into the Effects of a Viscous Fluid Seabed on Wave Scattering with a Fixed Rectangular Obstacle." Mathematics 10, no. 20 (October 21, 2022): 3911. http://dx.doi.org/10.3390/math10203911.
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We study numerically the effects of a viscous fluid seabed on wave scattering with a solid obstacle of rectangular shape fixed at the free surface, on the seafloor, or internally within the water layer. The computational model is based on OpenFOAM and it is validated using existing analytical solutions for waves encountering an obstacle on a solid bed and available experimental data for waves propagating over a muddy seabed with no obstacles. With the consideration of a solid obstacle on a viscous fluid bottom, we examine the corresponding transformations of incident, reflected, and transmitted wave components. The velocity field near the obstacle and the wave forces exerted on the obstacle are also analyzed. Our simulations show that all wave components experience significant amplitude attenuation caused by the viscous fluid bed. For both surface and bottom obstacles, the presence of an obstacle enhances the damping of reflected waves. When an internally submerged obstacle is considered, transmitted waves are the most affected due to a prominent vortex generated in the lee of the obstacle. Patterns of the velocity field in the vicinity of the obstacle are shown to be controlled mainly by the obstacle with some modulations in magnitude and wavelength contributed by the viscous fluid bed. In view of the vertical wave force on the obstacle surface, both a phase shift and decrease in magnitude are observed. These findings enhance our understanding of the underlying physical processes in the wave–obstacle–mud problems. More studies are still needed in order to provide the necessary technical tools for the engineering design of coastal structures in muddy marine environments.
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H, Merna, Saad T, Abdel M, and Tanekhy M. "Co-infection of Vibrio parahaemolyticus and Vibrio alginolyticus isolated from diseased cultured European seabass (Dicentrarchus Labrax)." Alexandria Journal of Veterinary Sciences 75, no. 2 (2022): 46. http://dx.doi.org/10.5455/ajvs.105141.
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This study was directed towards providing a comprehensive overview on the describing the clinico-pathological picture of the bacterial isolates affecting cultured seabass during episodes of mass mortalities in the private marine farm at Borg-El Arab, Alexandria province, Egypt and to make a full bacteriological investigation of the isolated Vibrio sp. Was done by morphological, colonial, biochemical characters, and VITEK 2 compact system. A total number of 100 apparently healthy European seabass were used in the experimental challenge with an approximate bodyweight of 30.0 ± 5.0 g, and an approximate average body length of 13.0 ± 2.0 cm was provided from the marine fish hatchery at Kilo 21 region - Agami, Alexandria province, Egypt. Fish were maintained in 1 m3 reinforced polyethylene ponds for acclimation to the new culture conditions for two weeks before the experiment. Random samples were collected for bacteriological examination to ensure that fish were not previously infected. This study concluded that, there is a close correlation exists between poor deteriorated water quality parameters and the incidence of Vibriosis in cage-farmed European seabass (Dicentrarchus labrax). In this case, several environmental parameters, such as the increased water temperature, un-ionized ammonia, and nitrite levels, in addition to decreased dissolved oxygen levels, triggered a devastating outbreak of Vibriosis in 40 cages of cultured European seabass. This finding confirms the nature of fish diseases as a “stress-related origin”. To sum up, from the findings mentioned above, we suggest further in vivo experiments for testing these antibiotics for treating Vibriosis in diseased European seabass additionally, developing more environment-friendly approaches and competent biosecurity strategies should also be evaluated for controlling and preventing such infections in mariculture.
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Williams, RJ, RJ Howes, S. Chabda, and A. Chalder. "Significant Neurological Presentations in Commando Trained Personnel: Case Studies and Consideration of Differential Diagnosis." Journal of The Royal Naval Medical Service 98, no. 2 (June 2012): 19–22. http://dx.doi.org/10.1136/jrnms-98-19.
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AbstractA 27-year-old Royal Marine presented to his sickbay following two episodes of sudden onset visual disturbance. A subsequent MRI Scan demonstrated ischaemic changes in the territory of his right posterior cerebral artery. Transthoracic echocardiography was normal but a bubble contrast study was strongly positive indicating the presence of a relatively large patent foramen ovale (PFO). He underwent endovascular closure of his patent foramen ovale and was subsequently upgraded back to full duties.A 35-year-old Army Sergeant presented with sudden onset collapse, right sided weakness, dysarthria and confusion. He was airlifted to a Host Nation hospital and following a normal CT head underwent thrombolysis in the Emergency Department. This was unsuccessful but a CT guided embolectomy led to complete resolution of symptoms. Subsequent transthoracic echo revealed a PFO. He underwent endovascular closure and has since been returned to full duties.The incidence of PFO is common affecting 27% of the population but the incidence of ischaemic stroke in young adults (aged 15-45 years old) is rare. This maybe linked to the size of the PFOs in symptomatic individuals.1These case reports emphasise the requirement for further investigation of individuals presenting with collapse and persisting neurology. Differential diagnosis and initial management for primary care and pre-hospital clinicians is also reviewed.
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Pitblado, R. M., J. Baik, G. J. Hughes, C. Ferro, and S. J. Shaw. "Consequences of liquefied natural gas marine incidents." Process Safety Progress 24, no. 2 (June 2005): 108–14. http://dx.doi.org/10.1002/prs.10073.
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