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Journal articles on the topic 'Maritime disaster'

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Author: Grafiati

Published: 10 December 2022

Last updated: 28 January 2023

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1

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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2

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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3

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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4

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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5

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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6

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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7

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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8

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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9

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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10

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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11

Kim, Suk Kyoon. "TheSewolFerry Disaster in Korea and Maritime Safety Management." Ocean Development & International Law 46, no. 4 (October 2, 2015): 345–58. http://dx.doi.org/10.1080/00908320.2015.1089748.

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12

Lessy, Mohammad Ridwan, Jefry Bemba, and Nani Nagu. "Assessing community resilience to natural disaster and climate change in Maitara Island, North Maluku-Indonesia." MATEC Web of Conferences 229 (2018): 02002. http://dx.doi.org/10.1051/matecconf/201822902002.

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Small Islands face some of the main problems of any coastal area due to climate change and natural disasters. This study aims to analyze the resilience of coastal communities on a small island in terms of disasters and climate change, and to identify the strategies and adaptations that communities have undertaken as anticipatory for disaster and climate change in the future. Qualitative analysis combined with quantitative methods is used in this research to provide a clear estimate of the categories of resilience in each village. The primary data was collected by using interviews and focus discussion group and secondary data acquired through the documentation on related stakeholders. The resilience index provided by the Ministry of Maritime and Fisheries Affairs is used to categorize the resilience scales of villages. The results of this study show that the human aspects and natural resources aspects have high scores in resilience, but disaster and climate change aspects; environmental/infrastructures aspects; and economic aspects should be improved. Furthermore, the community had been taking participation in disaster mitigation.

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13

Ester Krisnawati. "Communication Strategy for Tsunami Disaster Mitigation in Tourist Areas on the South Coast of Java Island (Case Study of the South Coast of Kebumen Regency)." Proceedings Of International Conference On Communication Science 2, no. 1 (November 10, 2022): 512–19. http://dx.doi.org/10.29303/iccsproceeding.v2i1.40.

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Indonesia is an archipelagic country with a large maritime landscape that lies between the Asian and Australian continents. Indonesia is surrounded by two oceans, the Indian and Pacific Oceans, and is prone to tsunami disasters due to the intersection of three tectonic plates. Kebumen is one of the districts on Java's southern shore that has a high risk of being hit by a tsunami. Given that the beaches in Kebumen Regency are tourist sites with local, national, and international visitors, it is essential to educate the community to be prepared through disaster mitigation activities in order to deal with the tsunami danger. The goal of this research is to look into disaster mitigation measures used in Kebumen Regency. Surveys, interviews, and field observations were used in the data collection process. The District Government, in partnership with BMKG and PNPB, organized a series of activities in the midst of the tsunami tragedy, inviting diverse groups of society, from children to adults. Disaster communication is critical in disaster mitigation because it provides for factual and well-received information to be delivered to the community.

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14

CUI, LONG-ZHE, and ZHANG LI-QIANG. "Study on the right to request compensation for maritime disaster relief by Chinese maritime authorities." Dong-A Journal of International Business Transactions Law 39 (October 31, 2022): 159–82. http://dx.doi.org/10.31839/ibt.2022.10.39.159.

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15

Jones, P. "The Global maritime distress and safety system." Journal of The Royal Naval Medical Service 75, no. 1 (March 1989): 41–45. http://dx.doi.org/10.1136/jrnms-75-41.

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AbstractThe evolution of modern communications, in particular by satellite, has enabled the development of a Global system for the alerting and coordination of search and rescue organisations in the event of maritime disaster. A brief overview of the components of the system is given after a review of the various official bodies involved in its inception.

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16

Errett, Nicole A., Alexa Tanner, Xuesi Shen, and Stephanie E. Chang. "Understanding the Impacts of Maritime Disruption Transportation to Hospital-Based Acute Health Care Supplies and Personnel in Coastal and Geographically Isolated Communities." Disaster Medicine and Public Health Preparedness 13, no. 03 (July 26, 2018): 440–48. http://dx.doi.org/10.1017/dmp.2018.64.

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ABSTRACTObjectiveThis study aimed to identify maritime transportation disruption impacts on available health care supplies and workers necessary to deliver hospital-based acute health care in geographically isolated communities post-disaster.MethodsSemi-structured interviews were conducted with 25 key informants knowledgeable about the hospital-based acute health care supply chain and workforce emergency management plans and procedures in 2 coastal communities in British Columbia. These locations were accessed primarily through maritime transportation, including one urban center and one smaller, more remote community. Interview transcriptions were thematically analyzed.ResultsCritical vulnerabilities to hospital-based acute health care delivery due to a maritime transportation disruption identified include lack of information about the existing supply chain, lack of formal plans and agreements, and limited local supply storage and workforce capacity. Measures to decrease vulnerability and enhance system capacity can be fostered to enhance acute health care system resilience for these and other geographically isolated communities.ConclusionsA maritime transportation disruption has the potential to impact the availability of hospital-based health care supplies and health care personnel necessary to deliver acute health care in coastal communities post-disaster. Multisector engagement is required to address complex interdependencies and competing priorities in emergency response. Additional research and public-private collaboration is necessary to quantify potential impacts of maritime transportation disruption on the acute health care system. (Disaster Med Public Health Preparedness. 2019;13:440-448)

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17

Jomir, M., D. Zamfirache, A. Ene, and C. Mihai. "FLOATING TANK FOR TRANSPORTING OIL AND HYDROCARBONS FOLLOWING A MARITIME DISASTER." TEXTEH Proceedings 2021 (October 22, 2021): 363–70. http://dx.doi.org/10.35530/tt.2021.06.

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Storage of recovered oil and oily water is an important issue when it comes to maritime disasters, being a significant factor of the overall operation. Using large storage vessels is not always an option especially when the vessel is close to the shore. Currently, floating or non-inflatable tanks made of composite textile materials are used worldwide for the storage of the water/hydrocarbon mixture, regardless of the area of action (maritime or fluvial). The research carried out so far by INCDTP specialists, which consists in modelling, simulation and numerical analysis of various constructive forms and devices, led to the conclusion that for the making of a floating tank for storing water/hydrocarbon/oil mixtures, the best solution for its construction is represented by textile materials woven from high-tech yarns (p-aramid and polyamide 6.6) covered with polyurethane. The experimental model of the floating tank for the transport of oils and hydrocarbons in case of disaster was designed by INCDTP specialists and consists of five experimental models of floating materials (made of five variants of covered textile structures) and assembled in collaboration with specialists from SC CONDOR SA, in the form of a floating storage tank. The storage tank that has been created will be tested on the ground first, in order to perform all gravimetric and quality measurements

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18

Byrne, Frank L. "The Sultana Tragedy: America's Greatest Maritime Disaster (review)." Civil War History 38, no. 4 (1992): 357–58. http://dx.doi.org/10.1353/cwh.1992.0003.

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19

Hou, Jingming, Xiaojuan Li, Peitao Wang, Juncheng Wang, and Zhiyuan Ren. "Hazard analysis of tsunami disaster on the Maritime Silk Road." Acta Oceanologica Sinica 39, no. 1 (January 2020): 74–82. http://dx.doi.org/10.1007/s13131-019-1526-z.

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20

Liu, Jun Ping, Fei Long Dong, and Jia Wei Shao. "Information Management of Maritime Work Based on GIS." Applied Mechanics and Materials 580-583 (July 2014): 2774–77. http://dx.doi.org/10.4028/www.scientific.net/amm.580-583.2774.

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Seawall is an important barrier of Zhejiang coastal strip. To effectively manage the information of maritime work in Zhejiang and convert the traditional management into the modern management, the information management system of maritime work based on GIS is developed. Take Kaomen seawall for example, the overall structure of information management system based on GIS is designed, focusing on the data entry, spatial attribute show, spatial attribute query, spatial information statistics and analysis. This design plays a significant role in the flood control and disaster reduction in the future, making the information management of maritime work convenient and practical.

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21

Wang, Xuming, Xianrui Yu, and Xiaobing Yu. "Flood Disaster Risk Assessment Based on DEA Model in Southeast Asia along “The Belt and Road”." Sustainability 14, no. 20 (October 13, 2022): 13145. http://dx.doi.org/10.3390/su142013145.

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The “Belt and Road” initiative proposed by China has received much attention from the international community. Natural disasters along the route have posed considerable challenges to the “Belt and Road” economic construction. Southeast Asia, as the main thoroughfare of the Maritime Silk Road, always suffers from floods. It is necessary to evaluate flood risk to enhance disaster emergency management. Based on the Data Envelopment Analysis (DEA) model, inputs consist of four factors: the number of deaths, victims, frequency of occurrence, and economic losses caused by meteorological disasters. To study the vulnerability to flood disasters in Southeast Asian countries, the four factors caused by flood disasters were taken as outputs, respectively. The relative efficiency values of Laos, Malaysia and Cambodia exceed 0.8. They are most vulnerable to floods. The following four countries, Thailand, Myanmar, Indonesia, and the Philippines, are also vulnerable to flood disasters. The vulnerability of Vietnam is relatively lower than the others. In brief, the risk of flood disasters in Southeast Asia is high. Risk assessment for Southeast Asia is essential to ensure the implementation of the “Belt and Road” initiative.

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22

Gold, Edgar. "Learning from Disaster: Lessons in Regulatory Enforcement in the Maritime sector." Review of European Community & International Environmental Law 8, no. 1 (April 1999): 16–20. http://dx.doi.org/10.1111/1467-9388.00173.

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23

Morgan, Te Kipa Kepa Brian, and Tumanako Ngawhika Fa`aui. "Empowering indigenous voices in disaster response: Applying the Mauri Model to New Zealand's worst environmental maritime disaster." European Journal of Operational Research 268, no. 3 (August 2018): 984–95. http://dx.doi.org/10.1016/j.ejor.2017.05.030.

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24

Yen, Ming-Cheng, and Tsing-Chang Chen. "On the Fire Nature of a Subtropical Maritime Island in East Asia: Taiwan." Journal of Applied Meteorology 44, no. 8 (August 1, 2005): 1274–75. http://dx.doi.org/10.1175/jam2278.1.

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Abstract Active wild fires over continental landmasses occur in the warm, dry summer. In contrast, in a study by Yen and Chen it was observed that the fire occurrence in Taiwan exhibits an annual variation with a peak in the cool, dry winter. Analysis of the fire-disaster reports released recently by the National Fire Administration of Taiwan shows that fire-related house damage, property loss, and human casualties, overall, exhibit annual variations in concert with the annual variation in the fire-occurrence frequency. The fire-disaster statistics support Yen and Chen’s observation of the annual variation of the fire-occurrence frequency on a subtropical maritime island.

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25

Choi, Kyong Jun, and Jonson N. Porteux. "LEVIATHAN FOR SALE: MARITIME POLICE PRIVATIZATION, BUREAUCRATIC CORRUPTION, AND THE SEWOL DISASTER." Journal of East Asian Studies 21, no. 1 (March 2021): 27–51. http://dx.doi.org/10.1017/jea.2020.17.

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AbstractWe argue that the 2014 Sewol ferry disaster in South Korea, in which 304 passengers perished, was a result of the mode and process of privatization of South Korea's maritime police and rescue services. Through the development of a nuanced theory of privatization and use of a novel conceptualization of corruption, coupled with empirical analysis, our study shows that the outcome was symptomatic of a wider trend of systematic bureaucratic rent-seeking. A pro-active private sector ready to capitalize on the opportunity, in conjunction with a permissive political environment, resulted in a reduction of state capacity, with devastating consequences.

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26

Berryman, Hugh E., Jerry O. Potter, and Samuel Oliver. "The III-Fated Passenger SteamerSultana:An Inland Maritime Mass Disaster of Unparalleled Magnitude." Journal of Forensic Sciences 33, no. 3 (May 1, 1988): 12500J. http://dx.doi.org/10.1520/jfs12500j.

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27

Kwesi-Buor, John, David A. Menachof, and Risto Talas. "Scenario analysis and disaster preparedness for port and maritime logistics risk management." Accident Analysis & Prevention 123 (February 2019): 433–47. http://dx.doi.org/10.1016/j.aap.2016.07.013.

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28

Yan, Liang, Bao Jinsong, Hu Xiaofeng, and Jin Ye. "A heuristic project scheduling approach for quick response to maritime disaster rescue." International Journal of Project Management 27, no. 6 (August 2009): 620–28. http://dx.doi.org/10.1016/j.ijproman.2008.10.001.

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29

Donahue Jr, DHEd, MBA, FACHE, Donald A., Stephen O. Cunnion, MD, PhD, MPH, and Evelyn A. Godwin, MS, RN. "The road less taken: Modularization and waterways as a domestic disaster response mechanism." Journal of Emergency Management 11, no. 3 (February 16, 2017): 225. http://dx.doi.org/10.5055/jem.2013.0140.

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Preparedness scenarios project the need for significant healthcare surge capacity. Current planning draws heavily from the military model, leveraging deployable infrastructure to augment or replace extant capabilities. This approach would likely prove inadequate in a catastrophic disaster, as the military model relies on forewarning and an extended deployment cycle. Local equipping for surge capacity is prohibitively costly while movement of equipment can be subject to a single point of failure. Translational application of maritime logistical techniques and an ancient mode of transportation can provide a robust and customizable approach to disaster relief for greater than 90 percent of the American population.

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30

Takakura, Hiroki. "Individualism and collectivism in small-scale fisheries post-3.11 Japan." Disaster Prevention and Management: An International Journal 30, no. 6 (March 26, 2021): 26–38. http://dx.doi.org/10.1108/dpm-10-2020-0312.

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PurposeThis study examines fisheries affected by the Great East Japan Earthquake and Tsunami in 2011 to explore how the collectivism appears during the recovery process.Design/methodology/approachThe author questions the context of collaboration after the disaster among independent small-scale fishers in Miyagi by conducting semistructured interviews with more than 50 local fishers with anthropological observations of boat fishing operations and using local documents and statistics.FindingsThe corresponding collaboration among the fishers after the disaster is not a mere “disaster utopia,” but is embedded in the socioecological context of fishing. Fishers have developed individual and group fishing. They have institutionalized competitive distribution for sedentary fish with low resource fluctuation, while outcome-equal distribution is adopted for migratory fish with high resource fluctuation. This forms a fishing continuum that connects competitive individualism with collectivism in the community, which has contributed to resilience for disaster recovery.Originality/valueThe balance between individualism and collectivism is decisively coordinated in socioecological contexts. The multifaceted resource strategy for maritime biodiversity that features family-based occupational differentiation in a community is crucial for disaster recovery of small-scale fishers.

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Nicolae, F. "Integrated Maritime Platform for Real-time Disaster Risk Management in Coastal and Port Areas." Scientific Bulletin of Naval Academy XXV, no. 1 (August 15, 2022): 83–93. http://dx.doi.org/10.21279/1454-864x-22-i1-010.

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The analysis of European bodies and agencies in the field of maritime safety management highlights the limited capacity to respond to potential disasters in the coastal and port areas of the Romanian state. Starting from this situation, the PLATMARISC project builds an intervention strategy based on an integrated risk management system that facilitates both multidisciplinary oceanographic research and monitoring and management of potential coastal and port disasters.

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32

Raab, L. Mark, and Katherine Bradford. "Making Nature Answer to Interpretivism: Response to J. E. Arnold, R. H. Colten, and S. Pletka." American Antiquity 62, no. 2 (April 1997): 340–41. http://dx.doi.org/10.2307/282515.

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In a 1995 paper, Raab et al. questioned Arnold’s assertion that high sea temperatures in prehistoric southern California resulted in maritime subsistence disaster. The current discussion by Arnold et al. argues that our data were flawed and taken out of sociocultural context. Not only are these claims unfounded, they are based largely on an unfortunate strategy of combining uniformitarian and interpretivist analytical frameworks

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33

Brand, Rao. "Empathie of sensatiezucht?" De Moderne Tijd 4, no. 3 (January 1, 2020): 321–36. http://dx.doi.org/10.5117/dmt2020.3-4.009.bran.

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Abstract Empathy or sensationalism? The shipping disaster of the ‘Berlin’ in 1907 and its aftermath In the early morning of February 21, 1907, during a fierce storm, the ferry ‘Berlin’ crashed on the pier of Hook van Holland. With 128 victims, it still is the largest maritime disaster off the Dutch coast in peacetime. Due to the enormous interest of the population, the media and the Dutch royal house, it became a major media disaster in Dutch history. How did that happen? The disaster occurred at a time when a new era was dawning by the dissemination of many new forms of media, such as film, photography and illustrated magazines. In addition, there was the special attention paid by Prince Hendrik, Queen Wilhelmina’s husband. His arrival in Hook van Holland was unprecedented, because he not only came to watch the rescue attempts, but also actively contributed to it. That made the disaster one with two faces; on the one hand, that of the lower class with the population of Hook of Holland and the brave saviors and, on the other hand, one of the upper class because of the attention paid to Prince Hendrik. All this ensured that the disaster was experienced intensely, more intensely than before.

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34

Lee, Dongweon, Hyunseok Yoon, and Moonhong Kim. "An Empirical Study on the Level of Disaster Safety Culture of Maritime Police." Journal of Humanities and Social sciences 21 10, no. 3 (June 30, 2019): 1379–92. http://dx.doi.org/10.22143/hss21.10.3.100.

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35

Kim, Moonhong, and Hyunseok Yoon. "A Study on the Recognition of Maritime Police Officer on Disaster Safety Culture." Journal of Humanities and Social sciences 21 9, no. 6 (December 31, 2018): 853–68. http://dx.doi.org/10.22143/hss21.9.6.61.

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36

Bang, Ho-Sam, and Cho-Young Jung. "A Study on the Cooperative Governance of Maritime Disaster Response among Civil·Governmental·Military Organizations." Korean Association of Maritime Police Science 11, no. 3 (August 31, 2021): 215–41. http://dx.doi.org/10.30887/jkmps.2021.11.3.215.

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37

Lim, Seunghoo, Jieun Moon, and Youngmin Oh. "Policing Reform in the South Korean Maritime Police After the Sewol Ferry Disaster." Public Administration and Development 36, no. 2 (May 2016): 144–56. http://dx.doi.org/10.1002/pad.1757.

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38

Marko, Matthew David, Lorene G. Gilman, Senthilkumar Vasulingam, Matthew Miliskievic, and Chester S. Spell. "Leadership lessons from the Titanic and Concordia disasters." Journal of Management History 26, no. 2 (April 14, 2020): 216–30. http://dx.doi.org/10.1108/jmh-09-2018-0050.

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Purpose This paper aims to investigate two famous disasters at sea, the Titanic and the Concordia, separated by 100 years, based on a comparison and analysis of those historical events, demonstrating how lessons learned and training methods used in the hazardous marine environments of aircraft carrier operations, as well as the near-solo conditions of technical scuba diving, can be better implemented in managing a large ship at sea. Design/methodology/approach This study starts with a historical analysis of these two ship-wrecks, both large, technically advanced ships that sank due to poor leadership, a breakdown in command and panic. Next, the study compares and contrasts scuba with operations aboard an aircraft carrier, two different maritime scenarios, yet similar in that there are many hazards that may require split-second decisions with limited or no communication with others. Both these mind-sets and training approaches have direct application to leadership and disaster planning on a large ship by being focused on minimizing decisions under stress in order to reduce panic. Findings This study demonstrates the value and impact of training that minimizes decisions under stress and enable people to make decisions independently in the face of a loss of communications. Focusing on two famous naval accidents, our analysis shows how such training can prevent panic and disaster, and can have direct application to leadership and disaster planning on a large ship. Originality/value This study uniquely compares and contrasts many of the planning and decision-making strategies used for both aircraft carrier operations and technical scuba diving, and the need to be able to make split-second decisions without communicating to others, and how these approaches can be used to better train a commercial ship to respond to an unforeseen disaster at sea.

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Chan, Emily Ying Yang, Chi Shing Wong, Kevin Kei Ching Hung, Gretchen Kalonji, Peng Cui, Gordon Zhou, and Rajib Shaw. "Report of Alliance of International Science Organizations on Disaster Risk Reduction (ANSO-DRR) Conference 2020." International Journal of Environmental Research and Public Health 17, no. 23 (November 26, 2020): 8772. http://dx.doi.org/10.3390/ijerph17238772.

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This article summarizes the proceedings of the four-session meeting (webinar) conducted by the Alliance of International Science Organizations on Disaster Risk Reduction (ANSO-DRR) on 18 May 2020. ANSO-DRR is an international, nonprofit and nongovernmental scientific alliance bringing together academies of science, research organizations and universities which share a strong interest in disaster risk reduction in the regions along the land-based and maritime routes of the Belt and Road Initiative. ANSO-DRR convenes an annual meeting to review its work progress and discuss its scientific programs. The first session was the opening statements and was followed by the introduction and updates on ANSO-DRR in the second session. The third session was the depiction of the big picture of ANSO, the umbrella organization of ANSO-DRR, led by the Assistant Executive Director of ANSO, while the fourth session was a presentation of perspectives on the strategic development of ANSO-DRR. One of ANSO-DRR’s key strategies is to enhance disaster mitigation and response through multidisciplinary cooperation among disaster and healthcare sciences (i.e., health emergency and disaster risk management (Health-EDRM)). It aims to enhance DRR efforts by performing as an instrument in connecting people along the Belt and Road regions, focusing on DRR resource and database development, involving higher education institutions in DRR efforts and increasing disaster resilience in built infrastructures.

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Oh, Seung-Chul, and Young-Hyo Ahn. "A Study on the Activation of Incheon-Jeju Marine Logistics: Centering on Incheon Port." Korean Logistics Research Association 32, no. 3 (June 30, 2022): 77–87. http://dx.doi.org/10.17825/klr.2022.32.3.77.

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On December 10, 2021, the ‘Incheon-Jeju’ ferry started its first regular service after 7 years and 8 months. The ferry, which had been cut off after the Sewol ferry disaster in April 2014, was reopened. The resumption of the ‘Incheon-Jeju’ waterway is expected to revive the local economy of the Incheon coastal pier and revitalize the logistics business of the Incheon coastal pier due to the increase in the supply of Jeju agricultural and marine products. In the meantime, the flow of logistics from Jeju to the Seoul metropolitan area via Honam is expected to lead directly from Jeju to Incheon Port, reducing logistics costs and resolving the distortion of logistics, thereby opening the door to logistics business through maritime transport. In addition, Incheon Port Authority expects that the annual number of coastal passengers will recover to 1 million, and it is expected to increase the number of coastal passengers, revitalize the area around the coastal pier and revitalize the local economy by contributing to the expansion of Incheon Port infrastructure and revitalization of coastal tourism. Accordingly, it is necessary to study a plan to revitalize the local economy according to the increase in maritime freight volume between Incheon and Jeju. It is time for policy proposals to revitalize the Incheon regional economy due to the increase in the Incheon-Jeju maritime trade volume. Therefore, in this study, the current status of maritime logistics between Incheon and Jeju before and after the Sewol ferry disaster was investigated, and the ‘total employment of An analysis model was developed for ‘inducing effect’ and ‘economic inducement effect’. Based on this research model, “total employment induction effect” and “economic inducement effect” caused by the increase in maritime transport volume were calculated and “how much the Incheon local economy is activated” simulation was performed. In other words, after the Sewol ferry disaster in 2014, only about 5-6% of Jeju Samdasoo and Jeju agricultural products entered Incheon Port, and on December 10, 2021, sea transportation from Jeju → Incheon Port was resumed and about 60 to 65% of Jeju Samdasoo and Jeju agricultural products were resumed. It is expected to flow into Incheon Port again. Therefore, by estimating the change in future cargo volume for the next three to five years, such as 2022 to 2025, the number of jobs created by the total employment induction effect and the economic inducement effect were calculated. In other words, when the vitalization of maritime logistics between Incheon and Jeju is normalized, Jeju Samdasoo, Jeju agricultural products, etc. will flow into Jeju → Incheon Port, and the volume of marine cargo is expected to increase from a minimum of 1.45 million tons to a maximum of 215 tons. It is expected that the total employment inducement effect will occur from a minimum of 1,629 people to a maximum of 2,618 people. In addition, it was analyzed that there was an economic inducement effect of at least 106 billion won to a maximum of 170.3 billion won due to an increase in the amount of sea freight flowing from Jeju to Incheon.

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Matthews, J. J. "Operation RUMAN: Role 2 Afloat delivering Humanitarian Aid and Disaster Relief operations in the Caribbean." Journal of The Royal Naval Medical Service 104, no. 3 (2018): 159–64. http://dx.doi.org/10.1136/jrnms-104-159.

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AbstractIn the autumn of 2017, two Category 5 hurricanes caused extensive damage in the Caribbean. This resulted in the activation of two Role 2 Afloat (R2A) teams in support of Operation RUMAN, the military response to provide Humanitarian Aid and Disaster Relief (HADR) to the affected area. This paper documents the deployment of the R2A capability during Op RUMAN and outlines the main lessons identified in the delivery of HADR in the maritime environment.

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Sivaramanan, Sivakumaran, and Sarath W. Kotagama. "Ship disaster threatened environmental security and dwindled down the spirit of maritime Sri Lanka." Bangladesh Journal of Scientific and Industrial Research 57, no. 4 (December 25, 2022): 199–206. http://dx.doi.org/10.3329/bjsir.v57i4.59704.

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The MV Xpress-Pearl ship disaster was a maritime environmental security threat that occurred on the Southwest coast of Sri Lanka during this decade. The wreck consists of tonnes of nitric acid, several other chemicals, and oils such as tonnes of bunker fuel oil, gas oil, and tanks full of lubricating oil. Also, several containers occupied with plastic nurdles that escaped have affected the west and southern coastal belt of Sri Lanka. Carcasses of dead endangered turtles, dolphins and various other rare marine organisms washed ashore, such as beaches of Uswetakeiyawa, Panadura, Unawatuna, Wellawatte, Moratuwa, and Induruwa. Besides, experts believe that it may take a long term to completely recover from the impacts including safe plastic nurdle-free seafood. Green peace USA has purported a list of conditions to be updated, such as the implementation of the plastic pallet free water act and placing plastics into the hazardous material category. The study used the qualitative content analysis technique to reconcile plastic pollution caused by the disaster as an environmental problem. Since plastic pollution is also a repercussion of two known keystone environmental problems, such as urbanization and human population increase. Bangladesh J. Sci. Ind. Res. 57(4), 199-206, 2022

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HAYASHI, Yuji, and Hirotsugu WAKE. "Problems of Japan Pilotage System Observing from Decisions of Japan Maritime Disaster Inquiry Agency." Journal of Japan Institute of Navigation 104 (2001): 81–87. http://dx.doi.org/10.9749/jin.104.81.

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Ryu, Ji Ho, Seok Ran Yeom, Jin Woo Jeong, Yong In Kim, and Suck Ju Cho. "Characteristics and triage of a maritime disaster: an accidental passenger ship collision in Korea." European Journal of Emergency Medicine 17, no. 3 (June 2010): 177–80. http://dx.doi.org/10.1097/mej.0b013e328330f452.

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Roșca, Eugen, Serban Raicu, Mircea Roșca, and Florin Valentin Rusca. "Risks and Reliability Assessment in Maritime Port Logistics." Advanced Materials Research 1036 (October 2014): 963–68. http://dx.doi.org/10.4028/www.scientific.net/amr.1036.963.

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One of the most frustrating problems when dealing with risks it’s that they come in so many different forms. They can appear at any point in a port logistic system, they can interrupt the supply of raw materials or products, they can cause demand fluctuations (peak or collapse), inventory problems (lack or crowding), dispatch delay. Risks can range on a scale from small delay to a natural disaster, from short term to a permanent damage, with effects localized on a part of a supply chain or affecting the whole chain activity. The risk management allows port administration to take appropriate measures to reduce the consequences of a risk, to provide a good reliability of the logistic system or to design a resilient one. The paper investigates the major risks in port logistics and adequate measures to minimizing their effects. A risk management tree is set-up. Using computer simulation modelling, a case study investigates the port logistic system behaviour under different risk scenarios and evaluates the reliability of the system and its resilience. The operation capacity for different port logistics sub-system is assessed taking into consideration the required operating standards and the measures of performance (e.g. waiting time for vessels and transport vehicles, storage area and time for commodities) of the logistic system are computed.

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Hahm, Hye-Hyun. "A Study on the Legal Responsibility of Maritime Police Officers Engage in Disaster Rescue Operations." Korean Association of Maritime Police Science 8, no. 3 (August 31, 2018): 87–115. http://dx.doi.org/10.30887/jkmps.2018.8.3.087.

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Gibbs, Martin. "Cultural Site Formation Processes in Maritime Archaeology: Disaster Response, Salvage and Muckelroy 30 Years on." International Journal of Nautical Archaeology 35, no. 1 (April 2006): 4–19. http://dx.doi.org/10.1111/j.1095-9270.2006.00088.x.

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Lee, Sang-Yun, and Hong-Joo Yoon. "A Study on the Ferry Sewol Disaster Cause and Marine Disaster Prevention Informatization with Big Data : In terms of ICT Administrative Spatial Informatization and Maritime Disaster Prevention System development." Journal of the Korea institute of electronic communication sciences 11, no. 6 (June 30, 2016): 567–80. http://dx.doi.org/10.13067/jkiecs.2016.11.6.567.

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Chen, Ping-Hui, and Pau-Chung Chen. "P.3.05 Maritime fatal accidents and vessel disasters in taiwanese fishing vessels, 2003–2015." Occupational and Environmental Medicine 76, Suppl 1 (April 2019): A98.1—A98. http://dx.doi.org/10.1136/oem-2019-epi.268.

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IntroductionFishery is a hazardous industry with high occupational fatalities, mainly due to vessel disasters, especially among smaller vessels, according to European and North-American studies. However, Asian countries with different industry status and larger portion of global marine capture production are short of adequate investigation.MethodsIn Taiwan, Fisheries Agency provided compensation for maritime fatalities and capsizing vessels, and recorded all enrolled crews and fishing vessels in Fishery Administration Management Information System. Using these two databases, incidence rate and odds ratio (OR) were calculated to depict an overall picture of maritime fatal accidents and associated causal factors.ResultsFrom 2003 to 2015, there were 562 cases of fatal accidents, whose mechanisms were man overboard (368, 65.5%), followed by capsizing (53, 9.4%). Overall incidence rate was 3.6 per 10 000 man-labour year. The rates were 2.51, 4.12, and 7.28 per 10 000 man-labour year, and odds ratios were 1.0, 1.64 and 2.90, for coastal (<12 Nautical miles, Nm), inshore (12–200 Nm), and deep sea (>200 Nm) fisheries.There were 632 cases of vessel capsizing, whose mechanisms were fire (162, 25.63%), followed by natural disaster, mechanical problem (85, 13.45%), and collision (71, 11.23%). Overall incidence rate was 152.01 per 10 000 vessels. The rates were 7.15, 21.42, 71.48, and 51.95 per 10 000 vessels, and odds ratios were 1.0, 3.00, 10.05 and 7.29, for small-sized (sampan and fishing raft), small-medium-sized (<20 gross registered tonnages, GRT), medium-large-sized (20–200 GRT) and large-sized (>200 GRT) vessels.ConclusionOur findings showed the mixed effect of vessel size and fishery types on maritime fatal accidents, and deep-sea medium-large-sized vessels, as the smallest vessels in deep sea fisheries, had the highest risk. Compared with other developed countries, more than half fishing vessels of deep sea fisheries in Taiwan are less than 100 GRT, and preventive intervention should be focused on these vessels.

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Jussila, Kirsi, Sirkka Rissanen, Kai Parkkola, and Hannu Anttonen. "Evaluating Cold, Wind, and Moisture Protection of Different Coverings for Prehospital Maritime Transportation–A Thermal Manikin and Human Study." Prehospital and Disaster Medicine 29, no. 6 (October 31, 2014): 580–88. http://dx.doi.org/10.1017/s1049023x14001125.

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AbstractIntroductionPrehospital maritime transportation in northern areas sets high demands on hypothermia prevention. To prevent body cooling and hypothermia of seriously-ill or injured casualties during transportation, casualty coverings must provide adequate thermal insulation and protection against cold, wind, moisture, and water splashes.ObjectiveThe aim of this study was to determine the thermal protective properties of different types of casualty coverings and to evaluate which would be adequate for use under difficult maritime conditions (cold, high wind speed, and water splashes). In addition, the study evaluated the need for thermal protection of a casualty and verified the optimum system for maritime casualty transportation.MethodsThe study consisted of two parts: (1) the definition and comparison of the thermal protective properties of different casualty coverings in a laboratory; and (2) the evaluation of the chosen optimum protective covering for maritime prehospital transportation. The thermal insulations of ten different casualty coverings were measured according to the European standard for sleeping bags (EN 13537) using a thermal manikin in a climate chamber (-5°C) with wind speeds of 0.3 m/s and 4.0 m/s, and during moisture simulations. The second phase consisted of measurements of skin and core temperatures, air temperature, and relative humidity inside the clothing of four male test subjects during authentic maritime prehospital transportation in a partially-covered motor boat.ResultsWind (4 m/s) decreased the total thermal insulation of coverings by 11%-45%. The decrement of thermal insulation due to the added moisture inside the coverings was the lowest (approximately 22%-29%) when a waterproof reflective sheet inside blankets or bubble wrap was used, whereas vapor-tight rescue bags and bubble wrap provide the most protection against external water splashes. During authentic maritime transportation lasting 30 minutes, mean skin temperature decreased on average by 0.5°C when a windproof and water-resistant rescue bag was used over layered winter clothing.ConclusionThe selected optimum rescue bag consisted of insulating and water-resistant layers providing sufficient protection against cold, wind, and water splashes during prehospital transportation lasting 30 minutes in the uncovered portion of a motor boat. The minimum thermal insulation for safe maritime transportation (30 minutes) is 0.46 m2K/W at a temperature of -5°C and a wind speed of 10 m/s.JussilaK, RissanenS, ParkkolaK, AnttonenH. Evaluating cold, wind, and moisture protection of different coverings for prehospital maritime transportation–a thermal manikin and human study. Prehosp Disaster Med. 2014;29(6):1-9.

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