Relevant bibliographies by topics / Maritime disaster

Academic literature on the topic 'Maritime disaster'

Author: Grafiati
Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Maritime disaster"

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Panase, Abegail P., and Ma Elena Y. Doruelo. "Awareness and Practices on Disaster Risk Preparedness of Maritime Students." Philippine Social Science Journal 3, no. 2 (November 12, 2020): 65–66. http://dx.doi.org/10.52006/main.v3i2.189.

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Disaster preparedness is a measure in which individuals or groups developed plans, allocated resources, and established procedures for implementing the program in case of emergency. Alarming cases of maritime disasters have occurred in the Philippines in the past years. These incidents have created damage to property and loss of lives. They have placed the credibility of maritime officers and the maritime industry in question. These cause a catastrophic impact on the environment as well as on marine life. Hence, the paper describes the level of awareness and extent of the practice of disaster risk preparedness of maritime students of St. Therese MTC Colleges, School Year 2019-2020 at Iloilo City. Likewise, it explores the awareness and extent practices of maritime students. Moreover, it determines the correlation among awareness and extent practices on disaster risk preparedness of maritime students.
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Sui, Xiaotong, Mingzhao Hu, Haoyun Wang, and Lingdi Zhao. "Measurement of Coastal Marine Disaster Resilience and Key Factors with a Random Forest Model: The Perspective of China’s Global Maritime Capital." Water 14, no. 20 (October 17, 2022): 3265. http://dx.doi.org/10.3390/w14203265.

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Frequent outbreaks of marine disasters in the context of global warming pose a serious threat to the sustainable development of coastal areas and the construction of global maritime capitals. Implementing integrated marine and coastal management and assessing and enhancing cities’ resilience to marine disasters are of practical importance. Based on the capital perspective, this study innovatively constructed a framework for the Coastal Marine Disaster Resilience Index (CMDRI) for the coastal city level, considering the main marine disaster characteristics of Chinese coastal areas. Eight coastal cities in China proposed to build global maritime capitals were used as research objects. The random forest model, which can handle complex nonlinear systems and feature importance, was applied for the first time to resilience assessment and key factor identification in marine disasters. The results show that the overall level of CMDRI of each city is steadily increasing, with Shenzhen having the highest marine disaster resilience grade for each year and Zhoushan having the lowest. Economic and human capitals accounted for a more significant proportion of key factors, followed by physical and social capitals, and environmental capital accounted for a minor proportion. The comparison results of model performance show that the random forest model has better fitting accuracy and stability in assessing CMDRI and can be further applied to other disaster resilience and sustainability areas.
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Dixon, Penny. "Vicarious victims of a maritime disaster." British Journal of Guidance and Counselling 19, no. 1 (January 1, 1991): 8–12. http://dx.doi.org/10.1080/03069889100760021.

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Dixon, Penny. "Vicarious Victims of a Maritime Disaster." British Journal of Guidance & Counselling 19, no. 1 (January 1991): 8–12. http://dx.doi.org/10.1080/03069889108253586.

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Cho, Hyeonu, and Seungyong Choi. "Investment Priorities of the Budgets for Disaster and Safety Management Projects Based on Euclidean Distance with AHP." Journal of the Korean Society of Hazard Mitigation 21, no. 3 (June 30, 2021): 23–37. http://dx.doi.org/10.9798/kosham.2021.21.3.23.

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The object of this study is to determine investment priorities for various types of disasters and accidents in order to promote the investment efficiency of disaster and safety management budgets. To this end, data were collected on 35 types of disasters and accidents and damage statistics for the five most recent years (2014-2018) from 43 disaster and safety management projects budgets. Factors are (ｉ) the damage status of overall disasters and accidents: annual average number of occurrences, human casualties, and property losses, and (ⅱ) the characteristics of large-scale events: occurrence cycle, human casualties per disaster, and property losses per disaster. Investment priority was determined using Euclidean distance with weights determined by the AHP (Analytical Hierarchy Process) to represent the current status of damage caused by disasters and accidents. As a result, storm⋅flood and maritime accidents were found to have greatest investment priority. Heat waves, heavy snows (including cold waves), infectious diseases, suicides, fires (including explosions), and accidents in vulnerable social groups show a higher ranking of investment priority. Massive investment in disaster and safety management focusing on these types is necessary.
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Chumney, James R., and Jerry O. Potter. "The Sultana Tragedy: America's Greatest Maritime Disaster." Journal of Southern History 59, no. 3 (August 1993): 565. http://dx.doi.org/10.2307/2210050.

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Teo, Kok Ann Colin, Tse Feng Gabriel Chong, Min Han Lincoln Liow, and Kong Choong Tang. "Medical Support for Aircraft Disaster Search and Recovery Operations at Sea: the RSN Experience." Prehospital and Disaster Medicine 31, no. 3 (March 28, 2016): 294–99. http://dx.doi.org/10.1017/s1049023x16000194.

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AbstractThe maritime environment presents a unique set of challenges to search and recovery (SAR) operations. There is a paucity of information available to guide provision of medical support for SAR operations for aircraft disasters at sea. The Republic of Singapore Navy (RSN) took part in two such SAR operations in 2014 which showcased the value of a military organization in these operations. Key considerations in medical support for similar operations include the resultant casualty profile and challenges specific to the maritime environment, such as large distances of area of operations from land, variable sea states, and space limitations. Medical support planning can be approached using well-established disaster management life cycle phases of preparedness, mitigation, response, and recovery, which all are described in detail. This includes key areas of dedicated training and exercises, force protection, availability of air assets and chamber support, psychological care, and the forensic handling of human remains. Relevant lessons learned by RSN from the Air Asia QZ8501 search operation are also included in the description of these key areas.TeoKAC, ChongTFG, LiowMHL, TangKC. Medical support for aircraft disaster search and recovery operations at sea: the RSN experience. Prehosp Disaster Med. 2016; 31(3):294–299.
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Moyer, Robert C. "‘When that great ship went down’: Modern maritime disasters and collective memory." International Journal of Maritime History 26, no. 4 (November 2014): 734–51. http://dx.doi.org/10.1177/0843871414551898.

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The aim of this article is to examine the social and psychological impact of modern maritime disasters upon the population of a technologically developed nation. Through an innovative research approach using various indirect measurements of public interest including the internet, media response, music and film, the article explores the interest displayed by the American public following the loss of ships such as the Titanic, Andrea Doria, Edmund Fitzgerald, and Andrea Gail. In order to provide a basis for qualitative comparison, disasters involving other modes of transportation are also considered, including the Hindenburg crash, the ‘Great Train Wreck of 1918’ in Nashville, TN, the Tenerife air disaster of 1977, and the Concorde crash of 2000. The article seeks to explain why the American public seems to display more short-term and long-term interest in maritime disasters than in disasters involving other forms of transportation.
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Wahyuni, Hermin Indah, Andi Awaluddin Fitrah, Fitri Handayani, and David Robie. "Ecological communication in Asia-Pacific: A comparative analysis of social adaptation to maritime disaster in Indonesia and Fiji." Pacific Journalism Review : Te Koakoa 24, no. 1 (July 17, 2018): 12–36. http://dx.doi.org/10.24135/pjr.v24i1.390.

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This article is of a comparative study of social adaptation in the Cyclone Winston disaster case in Fiji and rob flooding in Semarang, Indonesia. In February 2016, the largest tropical storm in the Southern Hemisphere, Cyclone Winston, struck Fiji and caused severe damage and loss of life. Meanwhile, in the last two decades flooding has become an increasingly acute disaster situation in Semarang and the northern coastal region of Java, Indonesia. Communities in the path of both these disasters are the ones who suffer most. Social adaptation is important to consider in these two cases to encourage improved future mitigation and adaptation efforts. Data was collected from interviews and documents in the form of news media articles and previous research reports relevant to tropical disasters and the impact of climate change. The results show that social adaptation to both types of disasters is not identical due to the characteristics of the two different disasters and the different social, economic, political and cultural contexts in Fiji and Indonesia.
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Yu, Yung Hyun. "Problem and Improvement Plan of Maritime Disaster Response." Crisis and Emergency Management: Theory and Praxis 12, no. 1 (January 31, 2016): 1–15. http://dx.doi.org/10.14251/crisisonomy.2016.12.1.1.

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Dissertations / Theses on the topic "Maritime disaster"

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Ray, Richard S. "Measured maritime responses to disaster relief scenarios in the Pacifc." Thesis, Monterey, California. Naval Postgraduate School, 2012. http://hdl.handle.net/10945/27894.

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This paper attempts to determine whether the United States has appropriately scaled its maritime response to humanitarian disasters within the Pacific Region. The presence of excess capacity presents a number of difficulties and may indicate a failure to properly anticipate the operational environment due to the distinctive humanitarian nature of disaster assistance operations. By examining the maritime responses to the 2011 Great Japan Earthquake and tsunami, as well as the 2004 Aceh Earthquake and tsunami, I will look for consistencies in response and possible instances of excessive force laydowns in light of each respective disaster scenario. I believe this paper will indicate instances within which U.S. maritime assets do not undertake the role as primary agent in delivering aid and therefore fill operational space with capability that is either excessive or ill suited to the host nation.
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Tom, Tracey Hiroto Alena. "Development of Wave Prediction and Virtual Buoy Systems." 京都大学 (Kyoto University), 2010. http://hdl.handle.net/2433/120845.

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Savage, David A. "Economics of maritime disasters : essays on the Titanic and Lusitania." Thesis, Queensland University of Technology, 2009. https://eprints.qut.edu.au/35730/1/David_Savage_Thesis.pdf.

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This work seeks to fill some of the gap existing in the economics and behavioural economics literature pertaining to the decision making process of individuals under extreme environmental situations (life and death events). These essays specifically examine the sinking’s of the R.M.S. Titanic, on 14th April of 1912, and the R.M.S. Lusitania, on 7th May 1915, using econometric (multivariate) analysis techniques. The results show that even under extreme life and death conditions, social norms matter and are reflected in the survival probabilities of individuals onboard the Titanic. However, results from the comparative analysis of the Titanic and Lusitania show that social norms take time to organise and be effective. In the presence of such time constraints, the traditional “homo economicus” model of individual behaviour becomes evident as a survival of the fittest competition.
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Polyzoni, Chrysanthi <1983&gt. "Lifelines in case of Natural Disaster Emergencies." Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2012. http://amsdottorato.unibo.it/4666/.

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In order to handle Natural disasters, emergency areas are often individuated over the territory, close to populated centres. In these areas, rescue services are located which respond with resources and materials for population relief. A method of automatic positioning of these centres in case of a flood or an earthquake is presented. The positioning procedure consists of two distinct parts developed by the research group of Prof Michael G. H. Bell of Imperial College, London, refined and applied to real cases at the University of Bologna under the coordination of Prof Ezio Todini. There are certain requirements that need to be observed such as the maximum number of rescue points as well as the number of people involved. Initially, the candidate points are decided according to the ones proposed by the local civil protection services. We then calculate all possible routes from each candidate rescue point to all other points, generally using the concept of the "hyperpath", namely a set of paths each one of which may be optimal. The attributes of the road network are of fundamental importance, both for the calculation of the ideal distance and eventual delays due to the event measured in travel time units. In a second phase, the distances are used to decide the optimum rescue point positions using heuristics. This second part functions by "elimination". In the beginning, all points are considered rescue centres. During every interaction we wish to delete one point and calculate the impact it creates. In each case, we delete the point that creates less impact until we reach the number of rescue centres we wish to keep.
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McVey, Alexander. "You're a crook, Captain Hook: Criminal liability for maritime disasters causing death in Australian territorial waters." Thesis, McVey, Alexander (2015) You're a crook, Captain Hook: Criminal liability for maritime disasters causing death in Australian territorial waters. Honours thesis, Murdoch University, 2015. https://researchrepository.murdoch.edu.au/id/eprint/29161/.

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The world is seeing more maritime disasters every year, in a variety of jurisdictions around the world. Many of these disasters cause a large number of deaths. As a result of those deaths, there is often pressure on the relevant authorities to prosecute the parties responsible. The master of the vessel may be the most obvious party to charge, but there may have been other parties responsible for the operation and management of the vessel whose negligent or reckless conduct contributed to the vessel’s demise. Despite the contributions of other parties, the master of a vessel may become a scapegoat, and, as a result, bear the brunt of any prosecution. There are several reasons why the master may receive the most blame in these situations. One of those may be that the law in force within the relevant jurisdiction does not provide particular criminal charges that apply to parties other than the master. This paper asks whether Australian law encourages prosecuting bodies to scapegoat the master of a vessel and whether this is demonstrative of the wider problem of seafarer criminalisation worldwide. Criminal law will be fit for its intended purpose if it provides prosecuting authorities with the means to prosecute those truly responsible for damage caused, and to prosecute those parties in an appropriate manner. In 2012, the Australian government spearheaded sweeping changes to domestic maritime law. Those changes brought several new criminal charges relevant to maritime disasters causing death, and amended previous charges. This paper looks to the law in Australia applicable to maritime disasters causing death and asks whether the laws are fit for their intended purpose. The research conducted is doctrinal, focussing particularly on the Navigation Act 2012 (Cth), the Marine Safety (Domestic Commercial Vessel) National Law Act 2012 (Cth), and the Crimes at Sea Act 2000 (Cth).
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Gillis, J. Matthew. "Canadian Maritime Security in an Era of Climate Change: The Away Game." 2010. http://hdl.handle.net/10222/13022.

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Beyond possible sovereignty disputes resulting from melting Arctic ice, very little is said or written about the maritime security implications of climate change. What does climate change mean for Canadian maritime security, and how can Canada adequately prepare to ensure continued safe and secure use of the world’s oceans in an era of climate change? Climate change is relevant to maritime security through two chief dimensions. First, navies will more frequently be tasked to deliver humanitarian assistance and disaster relief in the wake of more intense natural disasters. Second, increasing disorder on land will ‘slop over’ into the world’s oceans, threatening the safety of maritime commerce. Canada has stakes in both of these dimensions, and so there is great impetus for preparedness. The recommended model for preparedness sees Canada’s navy adopting a more varied fleet structure, one better suited for constabulary and diplomatic functions as opposed to traditional military functions.
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Li-Chia-Hao and 李家豪. "The Study of Maritime Casualties and the Workaround of R.O.C. Government around Taiwan after Chinese Civil War (1950-2001)-Take Maritime Disaster of Vessel as Example." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/03271274204193213275.

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碩士
國立中央大學
歷史研究所
102
This Subject is “The Study of Maritime Casualties and the Workaround from R.O.C. Government around Taiwan after Chinese Civil War (1950-2001)-Take Maritime Disaster of Vessel as Example”. Since the circumstance of Taiwan is an island, the activities on the sea is an important factor in progress. Those activities includes high hazard, so maritime casualty is something common. Also, boats that used wind power declined because of the new source-oil. Maritime casualties not only threat the life of crewman, but also caused pollution of the marine environment because of the loaded oil. According to the discussion about the pollution of marine around Taiwan caused by maritime casualties isn’t that much in the community of the history studies in Taiwan. So this thesis is trying to clarify and compare what’s the movement of the government when they facing similar event. Via government gazette, investigation report and newspaper, carding the laws about marine pollution. This thesis list five cases, Kuang Lung, Borag, Oriental Lady, Aquarius Bright and Amorgos, explore the differences of how government react to different cases of marine pollution caused by maritime casualty, before the Marine Pollution Control Act been adopted, and after. First of all, this paper organize the difference of the laws of marine pollution from both international and R.O.C. After that, analyzed the correlation between Marine Pollution Control Act and both the laws of international and R.O.C. Although R.O.C. won’t be able to contract with international covenant, they still quoted the conception of international covenant to establish the law of marine pollution. Secondly, during the period when the rule of marine pollution still unsound, this paper will use several cases to find out how rescue work at this time. The discussion of all the cases will include injury, the level of the pollution, and the spot of the event, tourist area or outlying island. This paper will also talk about the status about the elimination and the distribution of rescue resource. However, the administrative units of elimination didn’t integrate well. And this means, even R.O.C. have basic knowledge of elimination, but still, can’t handle everything well, and need help from other countries. Overall, Taiwan was moving forward in concert with international trend in a passive way. In this situation, the government will be unprepared when marine casualties really happening. The unclear rights and responsibilities of administrative units caused a lot of needless duplication. The last part is the process of Marine Pollution Control Act. Carding the difference and changing of the very first version of the act. And government gazette had been used for recording the constructing process of the act. After Marine Pollution Control Act been passed, this paper use Amorgos as example to compare with before, and try to understand more about how government react to the accident. There are several characteristics when R.O.C. is facing marine pollution event. First, it’s hard for administrative units to work together. The second one is how Marine Pollution Control Act apply on foreigner. Third, the data of marine environment around Taiwan didn’t set up well. The last one is the function of mass media, although sometime the main point might be blurred by them.
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Books on the topic "Maritime disaster"

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The Sultana tragedy: America's greatest maritime disaster. Gretna [La.]: Pelican Pub. Co., 1992.

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White hurricane: A Great Lakes November gale and America's deadliest maritime disaster. New York: Barnes & Noble, 2007.

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The sinking of the Lancastria: Britain's greatest maritime disaster and Churchill's cover-up. London ; New York: Simon & Schuster, 2005.

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The sinking of the Lancastria: Britain's greatest maritime disaster and Churchill's cover-up. Leicester [England]: Howes, 2006.

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Sultana: Surviving Civil War, prison, and the worst maritime disaster in American history. New York: Smithsonian Books, 2009.

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Landau, Elaine. Maritime disasters. New York: Franklin Watts, 1999.

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McLean, Gavin. Shipwrecks & maritime disasters. Wellington, N.Z: Grantham House, 1991.

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Indonesia, Pemikiran Selangkah Kedepan Kearifan ITB (2009 ITB) Seminar Mengelola Risiko Bencana di Negara Maritim. Mengelola risiko bencana di negara maritim Indonesia. Bandung]: Lembaga Penelitian & Pengabdian Kepada Masyarakat ITB, 2010.

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H.R. 2228, the Maritime Disaster Family Assistance Act: Hearing before the Subcommittee on Coast Guard and Maritime Transportation of the Committee on Transportation and Infrastructure, House of Representatives, One Hundred Seventh Congress, second session, June 12, 2002. Washington: U.S. G.P.O., 2002.

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United States. Congress. House. Committee on Transportation and Infrastructure. Subcommittee on Coast Guard and Maritime Transportation. H.R. 2228, the Maritime Disaster Family Assistance Act: Hearing before the Subcommittee on Coast Guard and Maritime Transportation of the Committee on Transportation and Infrastructure, House of Representatives, One Hundred Seventh Congress, second session, June 12, 2002. Washington: U.S. G.P.O., 2002.

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Book chapters on the topic "Maritime disaster"

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de Terte, Ian, and Elspeth Tilley. "Risk Communication: Following a Maritime Disaster." In Maritime Psychology, 185–99. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-45430-6_8.

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Chauhan, Pradeep. "Maritime Logistics in National and Regional ‘Humanitarian Assistance and Disaster Relief’ (HADR) Scenarios." In Disaster Studies, 157–72. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-32-9339-7_8.

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Akyuz, Emre, Esra Ilbahar, Selcuk Cebi, and Metin Celik. "Maritime Environmental Disaster Management Using Intelligent Techniques." In Intelligent Systems Reference Library, 135–55. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-42993-9_7.

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Scovazzi, Tullio. "Maritime Accidents with Particular Emphasis on Liability and Compensation for Damage from the Exploitation of Mineral Resources of the Seabed." In International Disaster Response Law, 287–320. The Hague, The Netherlands: T. M. C. Asser Press, 2012. http://dx.doi.org/10.1007/978-90-6704-882-8_13.

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Galil, Bella S. "A Sea, a Canal, a Disaster: The Suez Canal and the Transformation of the Mediterranean Biota." In Palgrave Studies in Maritime Politics and Security, 199–215. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-031-15670-0_10.

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AbstractThe introduction of non-native species is among the main direct drivers of biodiversity change. Off the Israeli coast 445 non-native species were recorded thus far, more than anywhere in the Mediterranean Sea. The number of recorded introductions has been rising inexorably, tripling since the 1970s. Nearly all have been introduced through the ever-enlarged Suez Canal. Worldwide there is no other vector of marine bioinvasions that delivers as high a propagule supply for so long to a certain locale. Once established, the non-native species are unlikely to be contained or controlled and their impacts are irreversible. The Canal-introduced species form prominent micro-communities and biological facies in most littoral habitats, some have been documented to displace or reduce populations of native species, alter community structure and food webs, change ecosystem functioning and the consequent provision of goods and services—profound ecological impacts that undermine the goals of sustainable blue economy in the Mediterranean Sea.These species have been spreading throughout the Mediterranean Sea while the Israeli shelf serves as a hotspot, beachhead, and dispersal hub. Their spatial and temporal spread has advanced concurrently with successive enlargements of the Suez Canal, rise in mean seawater temperature, and prevalence, duration, and severity of marine heat waves increase. The invasion poses a challenge to the environmental ethics and policies of the Mediterranean countries. As signatories to the Convention on Biological Diversity these countries are required to prevent the introduction of, control or eradicate alien species which threaten ecosystems, habitats or species (Article 8(h)), and ensure that the environmental consequences of their policies that are likely to have significant adverse effects on biological diversity are taken into account (Article 14.1). The present Egyptian government is in a position to reduce future introductions. Egypt announced the development of 35 desalination plants, of which the first 17 plants will add 2.8 million m3 daily capacity. It is suggested that an environmental impact assessment evaluates the environmental and economic consequences of utilizing the brine effluents from the large-scale desalination plants constructed in the vicinity of the Suez Canal to restore the salinity barrier once posed by the Bitter Lakes.
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Belarbi, Halima, Bénina Touaibia, Nadir Boumechra, Chérifa Abdelbaki, and Sakina Amiar. "Analysis of the Hydrological Behavior of Watersheds in the Context of Climate Change (Northwestern Algeria)." In Natural Disaster Science and Mitigation Engineering: DPRI reports, 143–79. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-2904-4_5.

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AbstractThe aim of this work is to study the temporal evolution of the rainfall-runoff relations of four basins in northwestern Algeria: the Tafna Maritime, Isser Sikkak, downstream Mouilah and Upper Tafna basins. The adopted approach consists of analyzing hydroclimatic variables using statistical methods and testing the nonstationarity of the rainfall-runoff relation by the cross-simulation method using the GR2M model. The results of the different statistical methods applied to the series of rainfall and hydrometric variables show a decrease due to a break in stationarity detected since the mid-1970s and the beginning of the 1980s. The annual rainfall deficits reached average values of 34.6% during the period of 1941–2006 and 29.1% during the period of 1970–2010. The average annual wadi flows showed average deficits of 61.1% between 1912 and 2000 and 53.1% between 1973 and 2009. The GR2M conceptual model simulated the observed hydrographs in an acceptable manner by providing calculated runoff values in the calibration and validation periods greater or less than the observed runoff values. The application of the cross-simulation method highlighted the nonstationarity of the rainfall-runoff relations in three of the four studied basins, indicating downward trends of monthly runoff.
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Água, Pedro B., Armindo Frias, and Mário Simões-Marques. "Mental Traps Behind Maritime Disasters." In Advances in Human Factors and System Interactions, 3–10. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-79816-1_1.

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Lynn, Mauricio. "Maritime Sudden Mass Casualty Incidents." In Disasters and Mass Casualty Incidents, 105–6. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-97361-6_16.

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Niveditha, V. R., and K. R. Sridhar. "26. Nutritional qualities of fermented beans of coastal sand dune wild legume Canavalia maritima." In Handbook of public health in natural disasters, 441–62. The Netherlands: Wageningen Academic Publishers, 2015. http://dx.doi.org/10.3920/978-90-8686-806-3_26.

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Gans, Lucille. "Maritime Disasters." In Disaster Medicine, 878–81. Elsevier, 2006. http://dx.doi.org/10.1016/b978-0-323-03253-7.50186-2.

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Conference papers on the topic "Maritime disaster"

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Gencturk, Mert, Refiz Duro, Yildiray Kabak, Bojan Bozic, Kubilay Kahveci, and Burcu Yilmaz. "Interoperability profiles for disaster management and maritime surveillance." In eChallenges e-2015 Conference. IEEE, 2015. http://dx.doi.org/10.1109/echallenges.2015.7441073.

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Utama, Lusi,, Amrizal Saidi, Isril Berd, and Zuherna Mizwar. "Mitigation Disaster at Drainage Basin of Air Dingin Padang City." In Proceedings of the International Conference on Maritime and Archipelago (ICoMA 2018). Paris, France: Atlantis Press, 2019. http://dx.doi.org/10.2991/icoma-18.2019.83.

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Schauer, Stefan, Eleni Maria Kalogeraki, Spyros Papastergiou, and Christos Douligeris. "Detecting Sophisticated Attacks in Maritime Environments using Hybrid Situational Awareness." In 2019 International Conference on Information and Communication Technologies for Disaster Management (ICT-DM). IEEE, 2019. http://dx.doi.org/10.1109/ict-dm47966.2019.9032900.

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Maitland, Clay. "Lessons and Memories of the Titanic, (1912-2012)." In SNAME 10th International Conference and Exhibition on Performance of Ships and Structures in Ice. SNAME, 2012. http://dx.doi.org/10.5957/icetech-2012-m-tt-1.

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The historical legacy of the TITANIC defies a brief manuscript of 20- plus pages. Much better, and more detailed work has been done to give the subject a “modern” context, notably by the United States Coast Guard in the Summer 2012 issue of Proceedings of the Marine Safety and Security Council, vol.69, no. 2, from which the following remarks draw heavily. The night of April 14, 1912 – the famous “night to remember,” chosen by Walter Lord as the title of his excellent history – presents us with many questions that will probably never be answered. Most of these are technical: the “what ifs” that, in one form or another, haunt us after, but usually not before, a disaster at sea. The importance of safety at sea is shown by the pictures available since 1985, showing the broken fragments of wreckage lying on the ocean floor south of Cape Race. Since the wreckage was located, we can see the pairs of empty shoes and boots that mark where human remains once lay. The TITANIC facts are familiar: at 11:40 P.M. on April 14, 1912, she collided with an iceberg. Two hours and 40 minutes later, the pride of the White Star Line began her two-mile plunge to the bottom of the North Atlantic. Of the 2,224 passengers and crew aboard, only 710 survived. While there have been sea disasters that produced greater loss of life, the sinking of TITANIC is probably the most famous and far-reaching maritime disaster in history. While the loss of TITANIC has been described as “perhaps the most documented and least commonly understood marine casualty in maritime history”, a positive result of the TITANIC disaster, and of course many other tragedies at sea that have occurred since, has been to establish a formal protocol of goals and procedures for analysis and investigation. These goals, from the point of view of the investigator/flag state, other governments, the International Maritime Organization (IMO), and other regulators, is the identification of unsafe conditions, in order to identify them in advance of future disasters. Today, responsible regimes charged with administration of the safety of life at sea are said to follow a philosophy of prevention first and, then, response. The 1985 discovery of the wreck of the TITANIC sparked a new round of forensic investigation. The bow section was found largely intact with the stern section in hundreds of pieces approximately 2,000 feet away. The realization that TITANIC’s hull had broken at some point during the sinking added a new understanding of the already famous disaster. The discovery of the wreck also provided new forensic evidence in the form of recovered artifacts and detailed surveys. It was these new clues and advances in computer-driven engineering tools that gave rise to a revision of previously held beliefs. The significance of the TITANIC, and the events that led to such a large loss of life, remain with us today.
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Bracciale, L., P. Loreti, M. Luglio, C. Roseti, and F. Zampognaro. "SMARTSOS: Systems for maritime advanced rescue through satellite and optimized sensor networks." In 2016 3rd International Conference on Information and Communication Technologies for Disaster Management (ICT-DM). IEEE, 2016. http://dx.doi.org/10.1109/ict-dm.2016.7857225.

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Zheng, Ruidong, Ruigang Yang, Keqiao Lu, and Shesheng Zhang. "A Search and Rescue System for Maritime Personnel in Disaster Carried on Unmanned Aerial Vehicle." In 2019 18th International Symposium on Distributed Computing and Applications for Business Engineering and Science (DCABES). IEEE, 2019. http://dx.doi.org/10.1109/dcabes48411.2019.00018.

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7

Egami, Kazuya, Takeo Kondo, Kazukiyo Yamamoto, Takatomo Oshima, Tatsuya Kakoi, Naoyuki Kigoshi, Hidekazu Yamaguchi, Tetsuo Fukuhara, Yoshimasa Namba, and Naoyuki Hirao. "A Study on a Disaster Relief System for Large-Scale Earthquake Using Pleasure Boats in Tokyo Bay." In ASME 2008 27th International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2008. http://dx.doi.org/10.1115/omae2008-57283.

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The Central Disaster Management Council of the Cabinet Office predicts that an earthquake of magnitude 7 will occur in Metropolitan Tokyo and the Tokai area within 30 years. In preparation for such large-scale earthquakes, the government is considering various measures. In this study, we focus on the ‘Umi no eki (Sea Station)’ system developed by the Maritime Bureau of the Ministry of Land, Infrastructure and Transport, and propose a manual for ‘relief goods transportation’ and ‘stranded-commuter transportation’ using pleasure boats. Since it is important to determine whether pleasure boat owners are willing to voluntarily participate in relief activities at the Umi no eki, we also conducted a survey among pleasure boat owners concerning their awareness of disaster management. As a result, we found that pleasure boat owners are highly willing to participate. This study clarified the restrictions on volunteer activities carried out by pleasure boat owners, and a disaster management manual for pleasure boats was prepared with the objective of constructing a rescue system using pleasure boats in Tokyo Bay.
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Mak, Lawrence, Brian Farnworth, Eugene H. Wissler, Michel B. DuCharme, Wendell Uglene, Renee Boileau, Pete Hackett, and Andrew Kuczora. "Thermal Requirements for Surviving a Mass Rescue Incident in the Arctic: Preliminary Results." In ASME 2011 30th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2011. http://dx.doi.org/10.1115/omae2011-49471.

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Maritime and air traffic through the Arctic has increased in recent years. Cruise ship and commercial jet liners carry a large number of passengers. With increased traffic, there is a higher probability that a major disaster could occur. Cruise ship and plane accidents could be catastrophic and may require mass rescue. Due to the remote location, limited search and rescue resources, time for these resources to get to the accident location and large number of survivors, the retrieval time could be several days. Therefore, survivors may be required to survive on their own for days while they await rescue. Recognizing that the International Maritime Organization does not have specific thermal performance criteria for liferafts and lifeboats and personal and group survival kits, the Maritime and Arctic Survival Scientific and Engineering Research Team (MASSERT) initiated a research project to improve safety and provide input for advances to regulations. The objective of the project is to investigate if the current thermal protective equipment and preparedness available to people traveling in the Canadian Arctic are adequate for surviving a major air or cruise ship disaster and to identify the minimum thermal protection criteria for survival. This project builds on the results and tools developed in other research projects conducted by the team on thermal protection of liferafts, lifeboats and immersion suits. The project is divided into three major phases — clothing ensemble testing with thermal manikins, a physiology experiment on sustainable shivering duration and ensemble testing in Arctic conditions with human subjects. A numerical model uses these data to simulate survival scenarios. In the first phase of this project, the thermal resistance values of the protective clothing typically available to cruise ship and aircraft passengers were measured using two thermal manikins. The ensembles included Cabin Wear, Deck Wear, Expedition Wear, Abandonment Wear and protective clothing from Canada Forces Major Air Disaster Kit (MAJAID). Tests were conducted on dry and wet ensembles at 5°C and −15°C with and without wind. There is very good agreement between the thermal resistances measured by the two manikins. The differences in thermal resistances observed are likely caused by variations in fit and wrinkles and folds in the ensembles from dressing. With no wind, the thermal resistance is lowest with Cabin Wear and highest with MAJAID clothing inside the down-filled casualty bag. The Expedition Wear, the Abandonment Wear and the MAJAID clothing have about the same thermal resistance. With 7 metre-per-second wind, the thermal resistance of all ensembles decreased significantly by 30% to 70%. These results highlight the importance of having a shelter as a windbreak. For wet clothing ensembles at 5°C, the initial wet thermal resistance was 2 to 2.5 times lower than the dry value, and drying times ranged up to 60 hours. This highlights the importance of staying dry. Preliminary predictions from the numerical model show that the survivors in Expedition Wear, even with sleeping bag and tent, can be mildly hypothermic and need to depend heavily on shivering to maintain thermal balance. In a shelter, the predicted metabolic rate is roughly double the resting rate; it is triple the resting rate without protection from the wind. Further research is required to study shivering fatigue and age effects. Research on mass rescue scenarios for cruise ships and airplanes survivors should ideally involve subjects of both genders and the elderly.
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Ghosh, Amit. "Developing Performance-Based Classification Rules/Regulatory Guidelines to Improve Effectiveness of Incident Management and Outcome of Disasters." In ASME/USCG 2017 4th Workshop on Marine Technology and Standards. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/mts2017-0407.

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What was common between the capsizing of the cruise liner Costa Concordia, engine fire on the Carnival Triumph and the sinking of the Deepwater Horizon rig? In all cases, the people impacted did not believe or find that the authorities, whether public or private, were capable of meeting their immediate needs. Consequently, such biases led to collective behavior or ‘herding’ with devastating outcomes. Holding true to its mission of marine safety, the United States Coast Guard (USCG) finds itself in roles of maritime incident management and provider of training for examination of foreign ships carrying U.S. passengers. Also, following land-based costal events such as Hurricane Harvey, the USCG is called upon to perform rescue operations in which risk assessment through effective communication between stakeholders becomes extremely important. Accordingly, this paper proposes a performance-based approach to occupant safety, occupant circulation, and hazard communication so that both classification rules can be developed and guidelines can be proposed for inclusion in the USCG Incident Management Handbook. Advances in the analysis and modelling of the movement of people, especially in building fires, have established the decision-making processes that individuals or groups undergo before reacting to an imminent danger. When a large number of people have a high commitment either to activity or to inactivity, it becomes important that an equilibrium solution is adopted and the resources are allocated accordingly. The author proposes evaluating incident management as a dynamic system. Like any dynamic system, incident management for any disaster, evolves with time in terms of scale, needed inputs and desired outputs. Engineers today have the capability to influence the outputs by establishing protocols for sharing of information and resources among the stakeholders. The author presented a paper on a similar topic at ASME’s Dynamic Systems and Controls Conference (DSCC 2015)3. Paper published with permission.
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Talmon, Arno M., and Cees van Rhee. "Test Set-Up for Irregular Vertical Hydraulic Transport in Deep Ocean Mining." In ASME 2011 30th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2011. http://dx.doi.org/10.1115/omae2011-49375.

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The mining of scarce minerals from the sea-floor at the depths of several kilometers and bringing them to a processing plant at the ocean surface requires new techniques. Seafloor Massive Sulphide (SMS) deposits are known to have an extremely rich mineral content, and are considered technically-economically-environmentally feasible to explore. Vertical hydraulic transport is the link between the sea-floor mining and the maritime vessel where the first processing stage will take place. Clogging of any part of the vertical transport system is an absolute disaster. Fine particles are conveyed faster than coarse particles. High concentrations of fines cannot bypass high concentrations of coarse particles, hence these particle fractions accumulate, potentially blocking the pipe. Fundamental research into yet unexplored physics is necessary. Besides numerical flow simulations, it is necessary to conducted experiments on the transport over large vertical distances. Such tests aim to investigate the dynamic development of density waves consisting of different particle diameters and clogging phenomenon thereof. Different particle size fractions have to be followed in real time as they overtake each other, and change their shape, merge and segregate. It is however impossible to back-scale the prototype riser to a one-pass laboratory test set-up, but the process can be simulated by repeated flow through an asymmetric vertical pipe loop, where slurry flow in the upward leg represent vertical hoist conditions and the slurry is returned quickly via the downward leg. The particle accumulation process is allowed to take place in the upward leg whereas in the downward leg the restoring process is nearly neutralized. The development of accumulations in time (= distance traveled to the ocean surface) can be followed upon multiple passes of the solids batches through the upward leg. The novelty of the described testing method is that the essentials of fundamental processes occurring in long vertical stretches are quantified in a specially designed laboratory setup. Via subsequent implementation of the results in a numerical flow simulation, reliable transport scenarios can be delineated.
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Reports on the topic "Maritime disaster"

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Public investment profile for disaster risk reduction: beach erosion and risk mitigation model for Barbados. Inter-American Development Bank, January 2022. http://dx.doi.org/10.18235/0003912.

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This report presents a probabilistic disaster risk assessment model for Barbados, focusing on beach erosions caused by episodic cyclonic hazard events and chronic effects associated with maritime climate. The probabilistic risk is expressed in terms of direct and indirect economic losses due to expected repair costs and downtimes, and income losses due to declines in tourism visitation and touristic usage in affected beach areas. The Comprehensive Approach for Probabilistic Risk Assessment (CAPRA) was used as a methodological model for conducting this study.
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Pacific Transport Sector Assessment, Strategy, and Road Map 2021–2025. Asian Development Bank, July 2021. http://dx.doi.org/10.22617/sgp210255-2.

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This publication highlights key transport issues in the Pacific developing member countries of the Asian Development Bank (ADB) and sets out ADB’s planned 2021–2025 transport sector operations in the region. These operations, based on domestic and regional sector priorities and ADB’s Strategy 2030, aim to help countries prepare for and respond to shocks, deliver sustainable services, and promote inclusive growth. The publication covers maritime, land, and urban transport; aviation; and intermodal connectivity. It discusses climate change adaptation and disaster risk management, regional cooperation and integration, institutional capacity, gender equality, land ownership, and procurement. It is linked to ADB’s Pacific Approach strategy document.
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