Artykuły w czasopismach na temat „Sankt Marien”
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Michel, Jacqueline, i J. A. Gait. "CONDITIONS UNDER WHICH FLOATING SLICKS CAN SINK IN MARINE SETTINGS". International Oil Spill Conference Proceedings 1995, nr 1 (1.02.1995): 573–76. http://dx.doi.org/10.7901/2169-3358-1995-1-573.
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ABSTRACT Ten spills were identified in which the oil initially floated, but eventually sank. In all cases, the oils were heavy residual products (such as No. 6 fuel oil) or heavy crudes. In seven of the cases, oil sank only after mixing with sand, by either stranding on the beach or mixing in the offshore surf zone. In two of the cases, oil sank after being heated during fires. In only one case was loss by evaporation proposed us the cause of the oil's not floating. Because incorporation of sediment (primarily sand) into the oil makes the oil-sediment mixture dense, the oil can separate from the mixture and refloat. It seems likely that the separation or settling out of the sand from the sand-oil mixture depends on the viscosity of the mix, and thus may depend on temperature.
2
Trillo San José, Carmen, i Gari Amtmann. "Un castillo junto al río Laroles: ¿Sant Afliy?" Arqueología y Territorio Medieval 8 (5.10.2001): 305–23. http://dx.doi.org/10.17561/aytm.v8i0.1685.
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Este trabajo tiene como objetivo la presentación de un castillo alpujarreño hasta ahora inédito. Por su situación en la margen derecha del río Laroles, próximo al río de la Ragua, y a determinadas poblaciones como Picena y Laroles, podría ser identificado con el castillo de fiant Afliy, citado en las fuentes árabes desde el siglo XI.
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van de Löcht, Joana. "“Weil nun Sanct Marten bricht herein/[…] Will seine Ganß besungen sein”". Daphnis 49, nr 1-2 (30.03.2021): 148–66. http://dx.doi.org/10.1163/18796583-12340007.
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Abstract As the last feast before the beginning of the fasting period (Quadragesima Sancti Martini), the perishable supplies are used up on Martin’s Eve, which provides an opportunity for eating, drinking, and socializing together. In early modern literature, numerous texts – poems and songs, satires, popular literature – deal with Martin’s Eve and especially with the goose eaten there. In this article, a temporal and spatial overview of texts related to the Martin’s Eve celebrations is given, and the genre-specific functions of writing about the goose are explained.
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Maglić, Livia, Lovro Maglić, Ana Grbčić i Marko Gulić. "Composition of Floating Marine Litter in Port Areas of the Island of Mallorca". Journal of Marine Science and Engineering 10, nr 8 (7.08.2022): 1079. http://dx.doi.org/10.3390/jmse10081079.
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The paper examines the sampling effectiveness of seabin devices and the composition of floating marine litter in port areas. Sampling was carried out from May to September 2021 in Port of Cristo and Port of Colonia de Sant Jordi on Mallorca Island, Spain. This is the first study of the composition of floating marine litter in the ports of Mallorca collected by seabin devices. During the study, 15,899 items and 336 kg of litter were collected and analyzed. The results indicate that seabin effectively collects floating litter from sea surfaces different in size (2 mm to 40 cm). Microplastics (60.8%) were the most commonly found litter, followed by soft plastic items > 5 mm (11.6%) and unidentified hard plastic items > 5 mm (9.6%). Significantly more marine litter was collected in the Port of Cristo (78.6%), compared to the collection of one device in the Port of Colonia de Sant Jordi (21.4%). Time series analysis showed that the average seasonal component was highest in May (68% above baseline). The linear time trend with an R2 of 52.25% indicated the acceptable significance of the model.
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Saladié, Òscar, i Edgar Bustamante. "Abundance and Composition of Marine Litter on the Seafloor of the Gulf of Sant Jordi (Western Mediterranean Sea)". Environments 8, nr 10 (13.10.2021): 106. http://dx.doi.org/10.3390/environments8100106.
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This article analyzes the abundance and composition of marine litter in the Gulf of Sant Jordi (Catalonia, Spain). Marine litter was removed from the sea by a fishing trawler operating from the port of L’Ametlla de Mar; 56 hauls were performed between July and September 2018. The marine litter was classified following UNEP/IOC Guidelines on Survey and Monitoring of Marine Litter and EU MSFD Technical Group on Marine Litter Joint List, with a total of 2691 items collected and an average number by haul of 48 (SD 28.24). The density was 130 items km−2 but with significant differences according to trawling depth: 192 items km−2 (≤100 m) and 71.5 items km−2 (>100 m). As expected, plastic was the most commonly found material, comprising almost 80% of the total. The relative presence of plastics declined as trawling depth increased. An alarmingly high amount of sanitary waste was found. Further studies are necessary to compare summer results with those of smaller seasonal populations and to analyze what happens to sanitary waste.
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Saladié, Òscar, i Edgar Bustamante. "Abundance and Composition of Marine Litter on the Seafloor of the Gulf of Sant Jordi (Western Mediterranean Sea)". Environments 8, nr 10 (13.10.2021): 106. http://dx.doi.org/10.3390/environments8100106.
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This article analyzes the abundance and composition of marine litter in the Gulf of Sant Jordi (Catalonia, Spain). Marine litter was removed from the sea by a fishing trawler operating from the port of L’Ametlla de Mar; 56 hauls were performed between July and September 2018. The marine litter was classified following UNEP/IOC Guidelines on Survey and Monitoring of Marine Litter and EU MSFD Technical Group on Marine Litter Joint List, with a total of 2691 items collected and an average number by haul of 48 (SD 28.24). The density was 130 items km−2 but with significant differences according to trawling depth: 192 items km−2 (≤100 m) and 71.5 items km−2 (>100 m). As expected, plastic was the most commonly found material, comprising almost 80% of the total. The relative presence of plastics declined as trawling depth increased. An alarmingly high amount of sanitary waste was found. Further studies are necessary to compare summer results with those of smaller seasonal populations and to analyze what happens to sanitary waste.
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MORISHITA, TADAAKI, AIYA SATO, MARIE HISAMOTO, TOMIICHIRO ODA, KEIIGHI MATSUDA, AKIRA ISHII i KENTARO KODAMA. "N-Type Calcium Channel Blockers from a Marine Bacterium, Cytophaga sp. SANK 71996." Journal of Antibiotics 50, nr 6 (1997): 457–68. http://dx.doi.org/10.7164/antibiotics.50.457.
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Hayes, Terence M. "THE TANKER ASSIMI—A CASE HISTORY1". International Oil Spill Conference Proceedings 1985, nr 1 (1.02.1985): 307–10. http://dx.doi.org/10.7901/2169-3358-1985-1-307.
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ABSTRACT The tanker Assimi caught fire off the coast of Oman in January 1983 and subsequently broke up and sank in the Arabian Sea, approximately 200 miles equidistant from the coasts of Oman and Pakistan. This paper deals with the response actions taken by the Council for Conservation of the Environment and Prevention of Pollution (CCEPP) and the advisory role of the author during this incident. The author subsequently advised CCEPP on development of their programs of marine pollution prevention, control, and response and assisted in the preparation of a National Contingency Plan for Oman and provision of associated manpower and resources. The paper also outlines the advisory role of the International Maritime Organization in a developing country for prevention and control of marine pollution.
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Mengot, Roy F., i Richard T. Woytowich. "The Breakup of Titanic: A Progress Report From the Marine Forensics Panel (SD-7)". Marine Technology and SNAME News 47, nr 01 (1.01.2010): 37–46. http://dx.doi.org/10.5957/mtsn.2010.47.1.37.
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RMS Titanic collided with an iceberg and sank on the morning of April 15, 1912. Testimony at hearings on both sides of the Atlantic included conflicting stories of the ship breaking in two or sinking whole. The discovery of the wreck in 1985 confirmed that the ship did break near the surface. Recent evidence and analysis indicates that the initial point of hull failure was at or near the double bottom and the ship effectively broke bottom up.
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Harris, AN, i IR Poiner. "By-catch of the Prawn Fishery of Torres Strait; Composition and Partitioning of the discards into components that float of sink". Marine and Freshwater Research 41, nr 1 (1990): 37. http://dx.doi.org/10.1071/mf9900037.
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The quantity and composition of the by-catch from commercial prawn trawling in Torres Strait, Australia, were assessed from the results of seven trawl surveys and the fishery effort from log-book records, over 2 years. The total weight of by-catch caught in the fishery was estimated at 6930 t (�900 t) in 1985 and 4630 t (�710 t) in 1986. A wide range of marine organisms including cephalo- pods, crabs, rock lobsters, scallops, sharks, rays, snakes and turtles were caught, but teleost fishes were the largest component: 5520 t (�970 t) in 1985 and 2910 t (�510 t) in 1986. Nemipteridae and Synodontidae, the main teleost families, made up 15% and 13% of the teleost catch by weight, respectively. Apart from small quantities of shovel-nose lobsters (Thenus orientalis), rock lobsters (Panulirus ornatus) and squid, all the by-catch (approximately 99%) was discarded. There was little change in the composition of the fish by-catch between the 2 years but there was a noticeable change in the fish : prawn ratio from 5.1 : 1 in 1985 to 3.3 : 1 in 1986. Samples of the Torres Strait trawl by-catch from trawl surveys in 1988 were used to estimate the component of the by-catch which floated (available to surface predators) and that which sank (available to mid-water and demersal predators and scavengers). Most of the discards sank (-70%) but an estimated 40% of the teleost catch (1200-2200 t) floated. Of the teleosts, over 75% of the Apogonidae, Nemipteridae, and Monacanthidae floated, whereas all Synodontidae, Mullidae and Bothidae sank. Although for five fish families there was a difference in the proportion that floated when shallow water (= < 25 m) trawls were compared with deeper water (26-55 m) trawls, this did not affect the estimates of by-catch that floated or sank.
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Jacobsen, Maria, Vincent Y. Blouin i William Shirley. "Does Erosion Corrosion Account for Intriguing Damage to the Civil War Submarine H.L. Hunley?1". Marine Technology Society Journal 46, nr 6 (1.11.2012): 38–48. http://dx.doi.org/10.4031/mtsj.46.6.2.
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AbstractExcavation of the Civil War submarine H.L. Hunley, raised from the seabed off Charleston, South Carolina, has revealed large hull breaches in the fore and aft sections of the vessel. Initially, the damage was thought to have occurred the night the pioneering submarine sank in 1864, but recent hull forensic studies indicate that the two largest breaches in the submarine’s ballast tanks occurred due to natural and site-specific seabed conditions and did not contribute to the submarine’s demise. To reconstruct and interpret these conditions, a new methodology has been developed that utilizes forensic data embedded in the marine concretion covering the iron hull. Results from an experiment conducted to test the theory further support the notion that the largest breaches were likely caused by the combined effects of erosion and corrosion of the iron hull in the marine environment.
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Zhang, Yinde. "Marián GÁLIK, Influence, Translation and Parallels : Selected Studies on the Bible in China . Sankt Augustin, Monumenta Serica Institute, 2004, 351 pages". Revue de littérature comparée 321, nr 1 (1.03.2007): V. http://dx.doi.org/10.3917/rlc.321.0087e.
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Vieira, Hugo C., Maria D. Bordalo, Jaime Rendón-von Osten, Amadeu M. V. M. Soares, Sizenando N. Abreu i Fernando Morgado. "Can a 16th Century Shipwreck Be Considered a Mercury Source in the 21st Century?—A Case Study in the Azores Archipelago (Portugal)". Journal of Marine Science and Engineering 11, nr 2 (25.01.2023): 276. http://dx.doi.org/10.3390/jmse11020276.
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During the Spanish colonial era, ships frequently transported mercury across the Atlantic to the New World to be used in gold mining. As many of those eventually sank, shipwrecks may represent a local source of mercury contamination in the marine environment. In this context, evaluating mercury contamination in coastal sediments and mercury magnification in marine food webs is crucial for understanding mercury dynamics and estimating exposure to marine life in locations where shipwrecks occurred. This study investigated mercury concentration present in coastal sediments and biota from three distinct groups: macroalgae (Asparagopsis armata and Ulva lactuca), gastropods (Littorina striata and Patella candei gomesii) and crustaceans (Palaemon elegans and Pachygrapsus marmoratus) collected in the Azores Archipelago, Portugal (one site near a 16th-century shipwreck and others in locations further away). Mercury analyses indicated that the sediments and species from the shipwreck area had significantly higher mercury levels than the other areas. Fine sediments showed values above those established in sediment quality guidelines; however, considering the mercury concentration of the total sediment fraction, adverse biological effects are not expected to occur. Moreover, increased mercury concentration from primary producers to consumers reinforced the biomagnification potential of this metal.
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Baccigalopi, Michael John, Kathleen Clare (KC) Sullivan, Jeff Gordon Greytok i Dave Allen Jensen. "INNOVATIVE TECHNIQUES FOR RECOVERY OF DIESEL-BASED DRILLING MUD-THE TRICO MARINE CASE STUDY". International Oil Spill Conference Proceedings 2005, nr 1 (1.05.2005): 609–11. http://dx.doi.org/10.7901/2169-3358-2005-1-609.
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ABSTRACT On the evening of June 3, 2003 an operational error while circulating mud tanks on the off shore supply vessel Big Horn River resulted in the discharge of 214 barrels of 75 percent diesel-based drilling mud into Redfish Bay at Harbor Island, Texas. The bulk of the drilling mud sank to the bottom of the Aransas Channel with no surface indication as to the extent the product had spread along the channel bottom. Initial response to the release was hampered by severe weather while concern grew over the sensitivity of the surrounding area. Responders were faced with a complex challenge to develop an efficient recovery plan. Divers were utilized to delineate the extent of the underwater contamination and facilitated the cleanup with a unique vacuum truck-air lift system developed on scene.
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Drury, Alice, Gary Shigenaka i Mark Toy. "Washington State Case Study and Guidance Developed on the Closing and Re-Opening of a Shellfishery Due to Oil Contamination". International Oil Spill Conference Proceedings 2014, nr 1 (1.05.2014): 2273–87. http://dx.doi.org/10.7901/2169-3358-2014.1.2273.
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ABSTRACT The 128 foot F/V Deep Sea was illegally anchored on Washington state-owned aquatic lands in Whidbey Island's Penn Cove from December 24th 2011 until it sank on May 14th, 2012, following a fire aboard the vessel. Penn Cove is the home of Penn Cove Shellfish, LLC, the United States’ largest and oldest mussel farm. The Deep Sea sank within approximately 200 meters of Penn Cove LLC's mussel raft growing system with an unknown amount of oil aboard. After the vessel sank Penn Cove Shellfish, LLC, voluntarily ceased harvesting their shellfish. Not long after the Washington State Department of Health closed commercial and recreational harvest of shellfish in Penn Cove. Although efforts were made to plug the vessel's vents and seal the vessel's fuel tanks a cracked vent allowed fuel to leak from the sunken vessel, later identified as marine diesel by the Washington State Department of Ecology. Sheen was documented over the mussel rafts. Based on sensory testing the Washington State Department of Health re-opened Penn Cove's shellfish harvest in stages, with sampling plan and testing assistance from the National Oceanic and Atmospheric Administration. Following response to the F/V Deep Sea all agencies involved in the shellfish closure that was as result of this incident convened to establish guidelines on the best way to run the closure and subsequent re-opening process for inclusion in the Northwest Area Contingency Plan, based off of lessons learned from the response. This was especially important since shellfishery closures due to oil spill contamination are not common in Washington State. This paper outlines those lessons learned during the F/V Deep Sea response in regards to closing and then re-opening a shellfishery in Washington State, and includes the guidelines that were established and incorporated into the Northwest Area Contingency Plan as a result.
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Swannell, Richard P. J., i Fabien Daniel. "Effect of Dispersants on Oil Biodegradation Under Simulated Marine Conditions". International Oil Spill Conference Proceedings 1999, nr 1 (1.03.1999): 169–76. http://dx.doi.org/10.7901/2169-3358-1999-1-169.
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ABSTRACT A study was undertaken on the dispersion, microbial colonisation and biodegradation of chemically-dispersed weathered Forties crude oil under simulated marine conditions in laboratory microcosms. The measurements of droplet size, number and microbial colonisation were made using new techniques developed by the project team. Rapid growth of indigenous micro-organisms capable of degrading both crude oil and dispersants was observed in the presence of chemically-dispersed oil. These organisms colonised the dispersed oil and biodegraded the aliphatic and aromatic hydrocarbons. These processes was stimulated by the addition of inorganic nutrients. Some colonised droplets agglomerated into neutrally-buoyant “clusters” (100 µm- 2 mm diameter) consisting of oil, bacteria, protozoa, and nematodes. After substantial hydrocarbon biodegradation these clusters sank to the bottom of the microcosms. No biodegradation or cluster formation was noted in “killed” controls in which biological activity had been inhibited. Different dispersants promoted microbial growth to differing extents. These results suggest that the addition of dispersants can increase the rate of oil biodegradation under natural conditions by promoting the growth of indigenous hydrocarbon-degrading bacteria, as well as increasing the surface area of oil available for microbial colonisation.
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Casabán, Jose L., i Jun Kimura. "The Wreck of the Galleon San Francisco (1609): Anatomy of a Maritime Disaster in the Manila-Acapulco Trade Route". Crossroads 20, nr 1-2 (12.10.2022): 28–54. http://dx.doi.org/10.1163/26662523-bja10005.
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Abstract The Manila galleon San Francisco sank off the coast of Japan in 1609 after almost two months of sailing through storms and hurricanes that damaged the ship to the point that it was carrying more than two metres of water in its hold. This article provides an account of the final journey of San Francisco according to primary and secondary sources. It also proposes a set of theoretical dimensions for the galleon based on its tonnage, contemporary vessels of similar tonnages, hull ratios provided in late sixteenth- and early seventeenth-century shipbuilding treatises and ordinances, and archaeological parallels. In addition, the authors estimate possible distances from the wreck of the galleon to the shore, using the distances provided in accounts of wreck and contemporary marine leagues, and the theoretical draft of the vessel.
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AKKUŞ, Mustafa Asım. "Jerrahi Composers Of The Republic Period". Marife Dini Araştırmalar Dergisi 23, nr 2 (30.12.2023): 471–96. http://dx.doi.org/10.33420/marife.1360933.
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Tekke mûsikîsinin birçok formu yüzyıllar boyu tekkelerde okunmuş ve günümüze kadar ulaşmıştır. Bu formların icrâsının yapıldığı en aktif ve mâhir tekkelerden birisi de Cerrâhî Tekkesi’dir. Halvetî tarikatının bir kolu olan Cerrâhîlik, mûsikî alt yapısı bakımından gelişmiş tekkelerden birisidir. Âsitâne olarak İstanbul Fatih’te Karagümrük mevkiinde bulunan Cerrâhîler yüzyıllar boyunca faaliyet göstermiş ve sadece İstanbul değil birçok ilde de şubeleri açılmış, tasavvuf erbabı tarafından kabul görmüştür. Örneğin Sakarya, Bursa, Ankara bunlardan başlıcaları olarak kabul edilmektedir. Cerrâhîlik, aynı zamanda Amerika başta olmak üzere birçok farklı ülkede de kabul görmüş ve şubeleri açılmıştır. Tekke ve zâviyelerin kapatılmasından sonra Cerrâhîlik kültürünü yaşatmak, mûsikîsi ve folklorunu uygulamak için Türk Tasavvuf Mûsikîsini ve Folklorunu Araştırma ve Yaşatma Vakfı kurulmuştur. Bu vakıfta ilahi formu başta olmak üzere birçok Türk din mûsikîsi formu okunmuş ve bu formlar meşkler sayesinde yayılmış ve icrâ edilmiştir. Meşkler, yeni ilahilerin üretilmesine teşvik etmiş ve yeni bestekârların yetişmesine vesile olmuştur. Meşkler genellikle pazartesi günü yapılmaktadır. Pazartesi meşkleri, pazartesi günleri belirli makamlarda takımlar hazırlanarak ya da karma takımlar şeklinde birbirine yakın makamlarda ilâhilerin icrâ yapıldığı meşkler olarak bilinmektedir. Cumhuriyet dönemi öncesi hafta gecesi denilen zikir pazartesi öğleden sonra yapılmakta idi. Cumhuriyet döneminden sonra memuriyetin mesâi saatlerine denk gelmesi sebebiyle zikrin yapılış zamanı Fahreddin Erenden tarafından pazartesi akşam olarak değiştirilmiştir. Muzaffer Ozak zamanında ise perşembe akşamına alınmıştır. Fakat Nureddin Cerrâhî’den beri pazartesi günü zikrin yapıldığı gün olması sebebiyle de ona hürmeten pazartesi meşk gecesi olarak belirlenmiştir. Pazartesi meşkleri Fahredin Erenden’in vefât etmesinden sonra 1967 senesinde Muzaffer Ozak ile birlikte başlamıştır. Arşiv kayıtlarındaki ses kayıtları ise 1980’lerden itibaren vakıf arşivinde bulunmaktadır. Meşkte ilâhilere sazlar da eşlik etmektedir. Kanun, ney, kudüm, halîle, dâire, bendir gibi sazları icrâ eden sâzendeler meşkte hazır bulunur. Yapılan meşklerde geçilen eserler, perşembe gecesi folklorü yaşatmak için yapılan zikirde de icrâ edilir. Bu sebeple pazartesi meşkleri perşembeye hazırlık olarak prova mâhiyeti de taşımaktadır. Meşklerin, internet ortamında da 1996 senesinden itibâren istifâdeye sunulan 189 kaydı bulunmaktadır. 2003 senesinden beri meşkleri kaydetmeye gayret eden Ömer Çolakoğlu ile yapılan mülâkatta 60’a yakın makamın bu meşklerde geçildiği ifâde edilmiştir. Meşklerin repertuvarı, içinde bulunulan haftanın ya da ayın özelliğine göre belirlenir. Örneğin şeyh efendilerin vefâtının olduğu haftalar şeyh efendilerin şiirleri ya da besteleri repertuvara konulur. Mübârek aylar ve gecelerde ise o aydan bahseden güftelerden bestelenmiş eserler tercih edilir. Meşkler şeyh efendilerin işâret etmesiyle son bulmakta ve ardından çay ikram edilerek sohbet edilmektedir. Meşkler, birçok farklı makamda geçilen repertuvar sebebiyle Türk din mûsikîsi ve tekke mûsikîsi alanına merakı olan öğrencilerin ve mûsikîşinasların istifâde ettiği sanat meclisleri olmuştur. Meşkler içerisinde aktif olarak okunan ilahiler sebebiyle Türk din mûsikîsi repertuvarı anlamında zengin bir içeriğe sahip bir tekke ortaya çıkmıştır diyebiliriz. Bunu mûsikî altyapısı güçlü olan bestekârlar sağlamıştır. Cumhuriyet dönemi öncesinde Eyyübi Mehmet Efendi (ö.1266/1850) ve Eğrikapılı Şeyh Mehmet Efendi (ö.1317/1900) gibi bestekârların ismi bilinse de Cumhuriyet Dönemi sonrası meşklerin sistemleşmesiyle de paralel olarak bestekâr sayısı artmış ve Türk din mûsikîsine yeni besteler kazandırılmıştır. Bu araştırma ile Cumhuriyet Dönemi sonrası Türk Tasavvuf Mûsikîsini ve Folklorunu Araştırma ve Yaşatma Vakfı’na üye olan bestekârların isimlerinin ve sayılarının tespit edilmesi, yapmış oldukları bestelerin türleri ve eser sayılarının tespit edilmesi amaçlanmıştır. Yapılan çalışma neticesinde Cumhuriyet döneminde vefât eden 14 bestekârın 347 eserine, yaşayan 35 bestekârın ise 2021 yılı itibâriyle 1017 eserine ulaşılmıştır.
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Čović, Ivan, Anamarija Šimunac, Jelena Veža, Merica Slišković i Gorana Jelić-Mrčelić. "Methods of Pollution Removal After Tanker “Erika” Accident". Transactions on Maritime Science 2, nr 1 (20.04.2013): 41–48. http://dx.doi.org/10.7225/toms.v02.n01.006.
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Marine accident of the Maltese tanker Erika is the biggest environmental disaster ever to hit France. 12th of December 1999, on the way from Dunkerque (France) to Livorno (Italy), Erika broke in two and sank near the French coast, spilling around 20.000 tons of heavy fuel oil into the sea. About 11.000 tons of dangerous cargo, trapped inside the sunken wreck, presented a danger to the environment. Severe weather conditions prevented any offshore clean-up operations. Oil trapped inside the wreckage was pumped out, while the on-shore clean-up operations lasted for another two years. This accident had a direct impact on the economy of affected regions and resulted in numerous lawsuits against the ship owners, charterers and classification societies. This paper aims to provide an overview of oil spill pollution clean-up methods and technologies after the accident of tanker Erika.
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Jung, Kyeongil Kyeongil. "Faith After Sewol". Estudos de Religião 32, nr 3 (18.12.2018): 287. http://dx.doi.org/10.15603/2176-1078/er.v32n3p287-304.
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On April 16, 2014, in the south sea of Korea, a ferry named Sewol sank and 304 people were killed, including 250 high school students who were on their field trip. Koreans witnessed painfully and powerlessly the victims dying in the cold water, which terrified and traumatized them. It was not simply a marine accident but culminating tragic event caused by decades of accumulated social problems and evils. Because of the complexity behind the tragedy, there were mixed responses to the suffering of the victims and their bereaved families, such as empathy, apathy, and antipathy, sometimes sequentially and sometimes simultaneously. The purpose of this essay, therefore, is to examine these complex social and religious responses to the tragedy, focusing on the Christian bereaved families’ struggle to make sense of their faith in the face of their unspeakable suffering.
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TAKAISHI, SACHIKO, NAOKO TUCHIYA, AIYA SATO, TERUAKI NEGISHI, YASUYUKI TAKAMATSU, YOICHI MATSUSHITA, TOHRU WATANABE i in. "B-90063, a Novel Endothelin Converting Enzyme Inhibitor Isolated from a New Marine Bacterium, Blastobacter sp. SANK 71894." Journal of Antibiotics 51, nr 9 (1998): 805–15. http://dx.doi.org/10.7164/antibiotics.51.805.
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de Vos, Marc, Panagiotis Kountouris, Lasse Rabenstein, John Shears, Mira Suhrhoff i Christian Katlein. "Understanding the drift of Shackleton's Endurance during its last days before it sank in November 1915, using meteorological reanalysis data". History of Geo- and Space Sciences 14, nr 1 (27.01.2023): 1–13. http://dx.doi.org/10.5194/hgss-14-1-2023.
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Abstract. On 5 December 1914, Sir Ernest Shackleton and his crew set sail from South Georgia aboard the wooden barquentine vessel Endurance, beginning the Imperial Trans-Antarctic Expedition to cross the Antarctic continent. However, Shackleton and his crew never reached land because the vessel became beset in the sea ice of the Weddell Sea in January 1915. Endurance then drifted in the pack for 11 months, was crushed by the ice, and sank on 21 November 1915. Over many years, various predictions were made about the location of the wreck. These were based largely on navigational fixes taken by Captain Frank Worsley, the navigator of the Endurance, 3 d prior to and 1 d after the sinking of Endurance. On 5 March 2022, the Endurance22 expedition located the wreck some 9.4 km southeast of Worsley's estimated sinking position. In this paper, we describe the use of meteorological reanalysis data to reconstruct the likely ice drift trajectory of Endurance for the period between Worsley's final two fixes, at some point along which the vessel sank. Reconstructions are sensitive to choices of wind factor and turning angle, but allow an envelope of possible scenarios to be developed. A likely scenario yields a simulated sinking location some 3.5 km from the position at which the wreck finally was found, with a trajectory describing an excursion to the southeast and an anticlockwise turn to the northwest prior to sinking. Despite numerous sources of uncertainty, these results show the potential for such methods in marine archaeology.
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Moore, P. G., J. Davenport i N. E. Middleton. "On the Density of Certain Amphipoda and Isopoda". Journal of the Marine Biological Association of the United Kingdom 77, nr 1 (luty 1997): 253–56. http://dx.doi.org/10.1017/s0025315400033920.
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Data are presented on the density of ten species of Amphipoda and two species of Isopoda from terrestrial to aquatic (freshwater through brackish water to marine) habitats, derived using a new modification of the displacement method involving batch testing of animals and subsequent Probit Analysis of data.Surprisingly few data are available in the literature concerning the densities of marine organisms. Extensive work on this topic was published some half a century ago by A.G. Lowndes. He reported widely on crabs and lobsters (Lowndes, 1943a), echinoderms (Lowndes, 1953) and fishes (Lowndes, 1955). In his paper to the Linnean Society (Lowndes, 1938a) he included data on some of the smaller freshwater Crustacea. Gross & Raymont (1942) have published on the specific gravity of the marine copepod Calanus finmarchicus.In espousing the displacement method for dealing with live individuals (Lowndes, 1938a,b, 1942, 1943b, 1955), he dismissed summarily earlier techniques that involved ascertaining whether killed or narcotized animals sank or floated in liquids of known density. While we recognize the limitations of the old methods, Lowndes’ displacement technique, although very accurate for individuals (he quoted figures to five decimal places), is very tedious to replicate [“elegant if somewhat exacting”, according to Hutchinson, 1967] and so reliance tends to be placed on figures obtained for very few individuals, typically only one or two. Even Lowndes himself was wary of attributing significance to the last two decimal places in his estimations, since individuals will vary in density according to sex, the contents of the gut etc. (Eyden, 1923; Lowndes, 1938b; but see Fox & Mitchell, 1953).
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Gili, Eulalia, Antonio Obrador, Peter W. Skelton i Gregorio López. "Las formaciones de rudistas de la plataforma de Sant Corneli (Cretácico Superior, unidad central surpirenaica)". Spanish Journal of Palaeontology 11, nr 3 (27.02.2022): 172. http://dx.doi.org/10.7203/sjp.23938.
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En ambos flancos de! anticlinal de Sant Corneli, en la unidad central surpirenaica, afloran facies de plataforma calcárea de edad Santoniense. En este trabajo, hemos realizado un análisis paleoambiental detallado de la formación de rudistas y corales del flanco norte. La sección estudiada tiene una extensión de 6,8 Km de este a oeste y de 1,25 Km de norte a sur. En el oeste hay calcarenitas cuarzosas, ricas en miliolidos, transportadas desde el sudoeste. En el nordeste, en su parte mas externa, se desarrollo una formacion de rudistas y corales. Los ciclos que forman dicha formación empiezan con unas margas con abundantes corales en la base y asociaciones mixtas de corales y rudistas hacia arriba, que pasan a un tramo calcáreo constituido por agregados de hipurítidos. Los tramos inferiores de estas sucesiones representan condiciones marinas normales, relativamente más abiertas, y los litosomas de hipurítidos de la parte superior condiciones marinas más restringidas. Esta sucesión faunística se formo en respuesta a la somerización causada por la acumulación de sedimento. Del estudio detallado de uno de los litosomas de hipurítidos, se concluye que los agregados de hipurítidos carecían de estructura orgánica rígida y relieve original. Estos rudistas, por lo tanto, crecieron como pobladores de sedimentos, no como constructores arrecifales, en aguas restringidas de la parte superior de la plataforma. Allí, ocasionalmente eran perturbados por tempestades, y finalmente cubiertos por sedimentos bioclasticos transportados del margen de la plataforma.
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Cederwall, Jeffrey, Tyler A. Black, Jules M. Blais, Mark L. Hanson, Bruce P. Hollebone, Vince P. Palace, José Luis Rodríguez-Gil i in. "Life under an oil slick: response of a freshwater food web to simulated spills of diluted bitumen in field mesocosms". Canadian Journal of Fisheries and Aquatic Sciences 77, nr 5 (maj 2020): 779–88. http://dx.doi.org/10.1139/cjfas-2019-0224.
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Heavy crude oil transportation over land is increasing, yet the ecological impacts of spills, particularly of diluted bitumen, in freshwater environments remain poorly understood. We simulated spills of diluted bitumen in 1400 L land-based mesocosms containing water and sediments from a boreal, oligotrophic lake and monitored the response of natural planktonic communities over 11 days. Most species of phytoplankton (chrysophytes and dinoflagellates) and zooplankton (copepods and cladocerans) were sensitive to oil, exhibiting >70% overall abundance reductions in response to the spills. Declines in nano- and microphytoplankton were short-lived and began to recover after the oil sank, whereas picophytoplankton and zooplankton populations remained depressed at the end of the experiment. In contrast, oil spills stimulated bacteria known to degrade hydrocarbons, especially Alphaproteobacteria, whereas Gammaprotobacteria (a common marine oil spill bacterial class) increased less. This is the first experiment to examine the effects of diluted bitumen in a multitrophic freshwater community.
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Sato, Aiya, i ET AL ET AL. "ChemInform Abstract: B-90063, a Novel Endothelin Converting Enzyme Inhibitor Isolated from a New Marine Bacterium, Blastobacter sp. SANK 71894." ChemInform 30, nr 9 (17.06.2010): no. http://dx.doi.org/10.1002/chin.199909280.
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de Lapparent de Broin, France, Xabier Murelaga, Adán Pérez-García, Francesc Farrés i Jacint Altimiras. "The turtles from the upper Eocene, Osona County (Ebro Basin, Catalonia, Spain): new material and its faunistic and environmental context". Fossil Record 21, nr 2 (28.09.2018): 237–84. http://dx.doi.org/10.5194/fr-21-237-2018.
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Abstract. Eochelone voltregana n. sp. is a new marine cryptodiran cheloniid found at the Priabonian levels (latest Eocene) of the Vespella marls member of the Vic–Manlleu marls formation. It is the second cheloniid from Santa Cecília de Voltregà (Osona County, Spain), the first one being Osonachelus decorata from the same formation. Shell parameters indicate that the new species belongs to a branch of sea turtles including the Eocene Anglo–Franco–Belgian forms Argillochelys, Puppigerus and Eochelone (the shell of the latter was studied here for the first time) as well as Glarichelys from the Oligocene of Switzerland, all of them predating the worldwide living Miocene genera. The description of two other more littoral–continental Eocene species is given: Trionyx sp., from an older layer of the same formation; and the podocnemidid erymnochelyine, Cordichelys from a more basal layer of a middle Eocene (Lutetian) formation. The last one is identified as the only evidence of the Shweboemys subgroup in the European record, being distinct from the other known Osona County pleurodire Eocenochelus farresi, which is a member of the Erymnochelys group (same subfamily), from the younger Priabonian Sant Martí Xic layer. Thus, an update on the marine turtle fauna of the eastern Ebro Basin that variably opened in the east during Eocene times is provided. The turtles of Osona County belong to two suborders and five genera with three new species and extend the known distribution of their families (LSID urn:lsid:zoobank.org:act:48CE8676-7B82-4EF2-8165-27BEE90129F2).
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Agaton, Casper Boongaling, Charmaine Samala Guno, Russel Añonuevo Labog i Angelie Azcuna Collera. "Immediate Socioeconomic Impacts of Mindoro Oil Spill on Fisherfolk of Naujan, Philippines". Resources 12, nr 9 (1.09.2023): 102. http://dx.doi.org/10.3390/resources12090102.
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In February 2023, an oil tanker carrying 5660 bbl of industrial fuel oil sank off Naujan in the Philippines, causing an oil spill in the waters of Oriental Mindoro and nearby provinces. The disaster affected fishing communities as well as marine ecosystems including the Verde Island Passage, which is at the “center of the world’s marine biodiversity”. This study assessed the immediate social and economic impacts of this oil spill on various communities of the Naujan coast. We conducted semi-structured interviews and employed a narrative analysis to explore the lived experiences of fisherfolk after the oil spill and to understand the socioeconomic impacts. With the prohibition of fishing and other aquatic activities, the participants lost up to USD 1300 of income per week from fishing. The participants had no other source of income due to the lack of other skills or an opportunity for an alternative livelihood in the community. While the government provided food packs and financial assistance, the participants found these insufficient to sustain their basic family needs including food, utilities, education, and health. Traces of oil were also found in the sources of potable water affecting their daily household activities. The fisherfolk, who live in communities that are vulnerable to natural and human-made hazards, had their subsistence, food security, and human well-being highly compromised. The findings provided recommendations for government interventions to mitigate the impacts of an oil spill and other future disasters, considering social, economic, and human ecological perspectives.
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Ryan, Melissa S., i John P. McGrath. "Search for the Bonhomme Richard Using Computer Modeling and Submarine Technologies". Marine Technology Society Journal 42, nr 4 (1.12.2008): 57–63. http://dx.doi.org/10.4031/002533208787157660.
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The Ocean Technology Foundation and Naval Historical Center have been searching for the remains of the Bonhomme Richard, which sank in the western North Sea as a casualty of the American Revolution. Historical information about the ship's final resting place is lacking, but its activities up until the sinking are well documented. The results of many years of historical research have been incorporated into computer modeling programs, and a Geographic Information System (GIS) map was created to document all known information on shipwreck locations, seabed geology, and other pertinent information to enable the most effective survey. A recent survey expedition utilized the U.S. Navy's nuclear research submarine NR-1 to search nearly 400 square nautical miles of the North Sea. This paper focuses on the technological tools used in the search for the Bonhomme Richard: computer modeling, GIS, and submarine technologies. It also discusses the benefits and drawbacks of using a submarine to conduct marine archaeological surveys. The expedition yielded insights into the strengths and limitations of computerized drift modeling, especially when used to reconcile empiric environmental data with conflicting eyewitness accounts.
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Rahmawan, Guntur Adhi, i Wisnu Arya Gemilang. "STATUS BAKU MUTU AIR LAUT PERAIRAN TELUK AMBON LUAR UNTUK WISATA BAHARI KAPAL TENGGELAM SS AQUILA". EnviroScienteae 13, nr 2 (11.09.2017): 139. http://dx.doi.org/10.20527/es.v13i2.3915.
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Ambon Bay waters consist of two parts, Inner Ambon Bay and Outer Ambon Bay separated by a gap that is narrow and shallow. Ambon Bay has a lot of functionality and usability both in transportation, conservation, and tourism. The existence of one of the sites SS. Aquila sinking ship that sank since May 27, 1958, became one of the tourist attraction diving in Ambon Bay. Determination of water pollution index Ambon Bay becomes very important to do as support material and development of sea travel. Determining pollution index is done by direct measurement using the sea water quality parameters Water Quality Checker (DKK TOA WQC Type-24), as well as laboratory analysis to determine the chemical parameters of seawater (pH, TSS, salinity, turbidity, oil, grease). The results showed that the waters of the Bay of Ambon Affairs based on some parameters water quality standard for marine tourism is still included in accordance with the standard criteria by Keputusan Menteri Negara Lingkungan Hidup Nomor: 51 Tahun 2004 on Guidelines for Determination of Water Quality Status.
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Hoyle, B. Gary, Daniel C. Fisher, Harold W. Borns, Lisa L. Churchill-Dickson, Christopher C. Dorion i Thomas K. Weddle. "Late Pleistocene mammoth remains from Coastal Maine, USA". Quaternary Research 61, nr 3 (maj 2004): 277–88. http://dx.doi.org/10.1016/j.yqres.2004.02.006.
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Remains identified as those of a woolly mammoth (Mammuthus primigenius) dated at 12,200 ± 55 14C yr B.P. were recovered while excavating in a complex sequence of glaciomarine sediments in Scarborough, Maine, USA. The mammoth was found in the top meter of a fossiliferous unit of mud and sand laminites. These sediments were deposited during a marine regressive phase following the transgression that accompanied northward retreat of the margin of the Laurentide ice sheet. A Portlandia arctica valve from the underlying transgressive unit provides a minimum age of 14,820 ± 105 14C yr B.P. for local deglaciation. The mammoth, an adult female, died in midwinter with no evidence of human involvement. Tusk growth rates and oxygen-isotope variation over the last few years of life record low seasonality. The mammoth was transported to the site as a partial carcass by the late-glacial proto-Saco River. It sank in a near-shore setting, was subjected to additional disarticulation and scattering of elements, and was finally buried in sediments reworked by the shallowing sea.
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Sapunov, Ivo, Platon Tchoumatchenco, A. Atanasov i A. Marinkov. "Central North Bulgaria during the Jurassic". Geologica Balcanica 21, nr 5 (30.10.1991): 3–68. http://dx.doi.org/10.52321/geolbalc.21.5.3.
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During the Early-Middle Jurassic Central North Bulgaria belonged to the Moesian Early-Middle Jurassic Platform. Even as early as the Hettangian it gradually started sinking. As a result of this a marine ingression started over its lowermost grabens. Within limited areas the marine ingression was preceded by continental accumulation of swamp and lake sediments. The link between the marine basin and the Vardar Ocean was the strait along the Tundža Diagonal Early-Middle Jurassic Fault-Angle Valley (=tilt-block basin) which was orientated towards the southeast-northwest. The fault-angle valley demarcated the Thracian Massif in the west·from the West Pontids in the east, which were presented by the Zlatarski Exotic Ridge and by its northern shelf. Between the Zlatarski Ridge in the south and the Moesian Platform in the north lay the Matorian Early-Middle Jurassic Flysch Trough (Fig. 20). The Early-Middle Jurassic marine transgression gradually spread all over the Moesian Platform to reach its maximum at the end of Callovian. Thus the detached epicontinental basin became a place of terrigenous and terrigenous-carbonate sedimentation, the depths being within the limits of the shelf, i.e. down to about 200 m. From the beginning of Callovian in the marine basin started a stage of bathymetric diferentiation, which was a result of a notable rearrangement of paleotectonic structures. Thus the central part of the homogenous by that time Moesian Early-Middle Jurassic Platform faulted and sank. This led to the differentiation of two independent platforms – the Western Moesian Late Jurassic-Early Cretaceous Carbonate Platform and the Eastern Moesian Late Jurassic-Early Cretaceous Carbonate Platform which were separated by the Central Moesian Late Jurassic-Early Cretaceous Basin. The Niš-Trojan Late Callovian-Valanginian Flysch Trouglt was gradually formed south of them. During the Callovian the Tunža Fault-Angle Valley did not exist any more. As a result of that the Thracian Massif joined the West Pontids and the adjoining Matorids. All these together became a source land to the Niš-Trojan Flysch Trough (Fig. 25). By means of this trough the link to the east with the Vardar Ocean was realized. While over the carbonate platforms the environments were very shallow-water (depths of the order of 10–20 m), in the basin, where pelagic limestones deposited, the depths were of the order of 150–300 m. In the lowermost parts of the flysch trough the depths reached the lower part of the epibathyal, i.e. – 500-600 m.
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Monfils, Rean. "THE GLOBAL RISK OF MARINE POLLUTION FROM WWII SHIPWRECKS: EXAMPLES FROM THE SEVEN SEAS". International Oil Spill Conference Proceedings 2005, nr 1 (1.05.2005): 1049–54. http://dx.doi.org/10.7901/2169-3358-2005-1-1049.
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ABSTRACT The world took notice and action when the oil tanker Prestige sank and leaked oil onto the coast of Spain and France. Significant resources and considerable money was allocated to locate the wreck, patch the leaks and eventually offload the remaining oil. What is not well known, is that there is a significantly larger global marine pollution threat from over 7800 sunken WWII vessels worldwide, including over 860 oil tankers, corroding for over 60 years at the bottom of the worlds oceans. Over the past three years, in conjunction with the Pacific Regional Environment Programme (SPREP), a project has been completed by the author to compile data on WWII shipwrecks across the Asia/Pacific region. This regional risk assessment is probably the first and most complete of its type so far published. The Geographic Information System (GIS) database created for the Asia Pacific waters details ship type, tonnage and location of over 3,800 vessels lost in WWII. This amounts to over 13 million tons of sunken vessels in the Pacific alone ranging from aircraft carriers to battleships, and including over 330 tankers and oilers. The creation of the Asia Pacific database acted as a catalyst to the creation of the Atlantic, Mediterranean and Indian Ocean (AMI0) WWII shipwreck database. This new geographic database, although still in its initial development, highlights the significant number of WWII shipwrecks globally. The AMIO database details the location and ownership of over 3950 vessels, over 1000 tons, of which 529 are oil tankers. This paper details the information contained within the AMIO WWII shipwreck database including the potential oil and non-oil sources of marine pollution from these vessels. WWII shipwrecks are unique from commercial and non-military shipwrecks due to sovereignty, jurisdictional and ownership issues and these differences will also be discussed. The paper concludes with a summary for future directions to address the many response and preparedness issues associated with WWII shipwrecks.
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Mirnaghi, Fatemeh, Yujuan Hua, Bruce P. Hollebone i Carl E. Brown. "Evaluation of Oil-Sediment Interactions and the Possibility of Oil Sinking in Marine Environments". International Oil Spill Conference Proceedings 2017, nr 1 (1.05.2017): 2017–217. http://dx.doi.org/10.7901/2169-3358-2017.1.2017-217.
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ABSTRACT 2017-217 One of the major unknowns with respect to the fate and behavior of spilled dilbit is its state of buoyancy, particularly when mixed with sediments. What form do diluted bitumen and sediment mixtures take, and will they float or sink in water column? In this study, we evaluated the fate and behavior of Cold Lake Blend-Winter at three different weathering states (i.e., fresh, medium, and heavily weathered) in high-energy mixing marine conditions, with (and without) sufficient concentrations of sediments to ensure formation of oil-particulate aggregates (OPA). Conventional light crude oil and intermediate and heavy fuel oils were also included to serve as references for behavior of other types of oils. Two mineral sediments including kaolin (fine) and sand (coarse) as well as natural sediment from the Douglas Channel (DC) in northern British Columbia, (medium) were used for this evaluation. The resulting OPAs were characterized in terms of buoyancy, OPA density, particle size distribution, and morphology to better understand the oil-sediment interaction. In the absence of sediment, mixing of the oils with water resulted in meso/entrained–water-in-oil mixtures; these mixtures remained floating on the water surface. However, in presence of kaolin or the DC sediments, a significant portion of the OPA sank to the bottom of the water column for all oils, with the exception of the light crude oil and the highly weathered Cold Lake Blend-Winter. The later did not uptake as much sediment and instead formed discrete free-floating tarballs. In experiments with the larger sand sediment, no OPAs formed. The density and particle size analysis revealed that the OPAs of the oils with higher viscosity tended to have larger densities and particle sizes. Microscopic examination of the OPAs showed that all consisted of oil droplets surrounded by sediment particles and were present in single droplet or multiple-droplet clusters.
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Richardson, Cassandra. "OIL SPILL CONTINGENCY PLANS: INCORPORATING WASTE MANAGEMENT AND FURTHERING ITS PROMOTION1". International Oil Spill Conference Proceedings 2005, nr 1 (1.05.2005): 281–83. http://dx.doi.org/10.7901/2169-3358-2005-1-281.
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ABSTRACT A fundamental problem exists with waste disposal in marine-based oil spill clean up, as up to ten times more waste can be generated than the actual oil spilled. Lessons learnt are rarely recognised until the clean up operation has finished and oiled waste has accumulated. In 1999 the oil tanker Erika broke in two and sank off the coast of Brittany, France. Spilling 20,000 tonnes of Heavy Fuel Oil but creating 250,000 tonnes of oiled waste. The Author, during the Prestige spill has observed first hand how the handling and disposal of oily waste can have major implications for oil clean up operations. It can hinder the entire operation by causing bottlenecks and delays in further recovery of oil, unless suitable arrangements can be made. The promotion of a holistic approach to waste management is fundamental to effective oil recovery operations and should be incorporated into oil spill contingency plans. The paper will highlight the importance of developing a proactive waste management strategy, emphasising good practice and the key issues involved. The paper is supported by existing reports, the author's practical experience and a published document, co-authored, on current waste disposal options for IPIECA's technical document series.
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McCarthy, Mac W., i John McGrath. "THE CONTRIBUTION OF AIR CUSHIONED VEHICLES IN OIL SPILL RESPONSE1". International Oil Spill Conference Proceedings 1993, nr 1 (1.03.1993): 127–33. http://dx.doi.org/10.7901/2169-3358-1993-1-127.
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ABSTRACT On July 22, 1991, the Tuo Hai, a 46,500 ton Chinese grain carrier, collided with the Tenyo Maru, a 4,800 ton Japanese fish processing ship, off the coast of Washington State. The Tenyo Maru sank, creating an oil spill that cost upwards of $4 million (U.S.) to clean up. The incident initiated a joint response from the U.S. and Canadian governments. As part of this response, the Canadian Coast Guard mobilized an SRN-6 hovercraft. This air cushioned vehicle (ACV) provided logistical support to responders on both sides of the international boundary. The response operation along the Pacific Coast was extensive. Dense fog and the remote location of the impacted area provided formidable challenges to the cleanup effort. It was the mission scenario of the Canadian SRN-6 hovercraft to provide logistical support—as an experiment in ACV utility—to the organizations responding to this incident. Based on this experience, it can be argued that the hovercraft offers great potential value in responding to marine oil spills. Appropriate application of ACV technology can enhance oil spill response work, spill waste management, and incident surveillance. This paper discusses the contribution of the SRN-6 hovercraft to the Tenyo Maru response, briefly examines the use of another, very different hovercraft, during a response in the Gulf of St. Lawrence, and reviews a new hovercraft design and discusses its potential contributions.
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Bottrill, A. D., J. van Hunen i M. B. Allen. "Insight into collision zone dynamics from topography: numerical modelling results and observations". Solid Earth Discussions 4, nr 2 (19.07.2012): 889–917. http://dx.doi.org/10.5194/sed-4-889-2012.
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Abstract. Dynamic models of subduction and continental collision are used to predict dynamic topography changes on the overriding plate. The modelling results show a distinct evolution of topography on the overriding plate, during subduction, continental collision and slab break-off. A prominent topographic feature is a temporary (few Myrs) deepening in the area of the back arc-basin after initial collision. This collisional mantle dynamic basin (CMDB) is caused by slab steepening drawing material away from the base of the overriding plate. Also during this initial collision phase, surface uplift is predicted on the overriding plate between the suture zone and the CMDB, due to the subduction of buoyant continental material and its isostatic compensation. After slab detachment, redistribution of stresses and underplating of the overriding plate causes the uplift to spread further into the overriding plate. This topographic evolution fits the stratigraphy found on the overriding plate of the Arabia-Eurasia collision zone in Iran and south east Turkey. The sedimentary record from the overriding plate contains Upper Oligocene-Lower Miocene marine carbonates deposited between terrestrial clastic sedimentary rocks, in units such as the Qom Formation and its lateral equivalents. This stratigraphy shows that during the Late Oligocene-Early Miocene the surface of the overriding plate sank below sea level before rising back above sea level, without major compressional deformation recorded in the same area. This uplift and subsidence pattern correlates well with our modelled topography changes.
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Bottrill, A. D., J. van Hunen i M. B. Allen. "Insight into collision zone dynamics from topography: numerical modelling results and observations". Solid Earth 3, nr 2 (23.11.2012): 387–99. http://dx.doi.org/10.5194/se-3-387-2012.
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Abstract. Dynamic models of subduction and continental collision are used to predict dynamic topography changes on the overriding plate. The modelling results show a distinct evolution of topography on the overriding plate, during subduction, continental collision and slab break-off. A prominent topographic feature is a temporary (few Myrs) basin on the overriding plate after initial collision. This "collisional mantle dynamic basin" (CMDB) is caused by slab steepening drawing, material away from the base of the overriding plate. Also, during this initial collision phase, surface uplift is predicted on the overriding plate between the suture zone and the CMDB, due to the subduction of buoyant continental material and its isostatic compensation. After slab detachment, redistribution of stresses and underplating of the overriding plate cause the uplift to spread further into the overriding plate. This topographic evolution fits the stratigraphy found on the overriding plate of the Arabia-Eurasia collision zone in Iran and south east Turkey. The sedimentary record from the overriding plate contains Upper Oligocene-Lower Miocene marine carbonates deposited between terrestrial clastic sedimentary rocks, in units such as the Qom Formation and its lateral equivalents. This stratigraphy shows that during the Late Oligocene–Early Miocene the surface of the overriding plate sank below sea level before rising back above sea level, without major compressional deformation recorded in the same area. Our modelled topography changes fit well with this observed uplift and subsidence.
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Gultom, Elfrida R. "The Importance of Sea Boat as a Supporting Transportation Facility for People and Goods". SHS Web of Conferences 54 (2018): 06015. http://dx.doi.org/10.1051/shsconf/20185406015.
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KM. Sinar Bangun which sank in Lake Toba on June 18, 2018 caused 4 passengers died and 183 others missing. Four days later, the accident occurred again on the same lake, involved KM. Ramos Risna Marisi. The results of the investigation stated that this accident happens since the ship did not meet the seaworthy criteria and not feasible for sailing. Many cases about ship accidents are caused by other factors. Then, how are the rules regarding seaworthiness and ship loading according to the Regulation on Sea Transportation? Moreover, what are the efforts of the Government, Ship and Transport Owners to minimize accidents at sea? These are going to be the subject matter of this research. The research method used is Normative method, it is done by analyze the data descriptively, using secondary data which are obtained through literature study. The conclusion of this research is that the seaworthiness according to shipping regulations is the condition of the ship that must meet the requirements of ship safety, prevention of marine pollution from ships; Escort, Loading, Health and welfare of crew and passengers and legal status for sailing in certain waters. Efforts made by the Government and the responsibility of the Ship and Carrier Owner are to impose strict regulations on the obligation of the Sea Freight Company to check the feasibility of the sea of ships before sailing for carrying people and goods
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Berner, A. H., C. S. Bretherton i R. Wood. "Large-eddy simulation of ship tracks in the collapsed marine boundary layer: a case study from the Monterey Area Ship Track experiment". Atmospheric Chemistry and Physics Discussions 14, nr 17 (22.09.2014): 24387–439. http://dx.doi.org/10.5194/acpd-14-24387-2014.
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Abstract. For the first time, a large-eddy simulation (LES) coupled to a bulk aerosol scheme is used to simulate an aircraft-sampled ship track. The track was formed by the M/V Sanko Peace on 13 June 1994 in a shallow drizzling boundary layer with high winds but very low background aerosol concentrations (10 cm−3). A Lagrangian framework is used to simulate the evolution of a short segment of track as it is advected away from the ship for eight hours (a downwind distance exceeding 570 km). Using aircraft observations for initialization, good agreement is obtained between the simulated and observed features of the ambient boundary layer outside the track, including the organization of cloud into mesoscale rolls. After eight hours, a line of aerosol is injected to start the ship track. The simulation successfully reproduces the significant albedo enhancement and suppression of drizzle observed within the track. The aerosol concentration within the track dilutes as it broadens due to turbulent mixing. A sensitivity study shows the broadening rate strongly depends on the alignment between the track and the wind-aligned boundary layer rolls, as satellite images of ship tracks suggest. Entrainment is enhanced within the simulated track, but the observed 100 m elevation of the ship track above the surrounding layer is not simulated, possibly because the LES quickly sharpens the rather weak observed inversion. Liquid water path within the simulated track increases with time even as the ambient liquid water path is decreasing. The albedo increase in the track from liquid water and cloud fraction enhancement (second indirect effect) eventually exceeds that from cloud droplet number increases (first indirect or Twomey effect). In a sensitivity study with a higher initial ambient aerosol concentration, stronger ship track aerosol source, and much weaker drizzle, there is less liquid water inside the track than outside for several hours downwind, consistent with satellite estimates for such situations. In this case, the Twomey effect dominates throughout, although, as seen in satellite images, the albedo enhancement of the track is much smaller.
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Berner, A. H., C. S. Bretherton i R. Wood. "Large eddy simulation of ship tracks in the collapsed marine boundary layer: a case study from the Monterey area ship track experiment". Atmospheric Chemistry and Physics 15, nr 10 (27.05.2015): 5851–71. http://dx.doi.org/10.5194/acp-15-5851-2015.
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Abstract. For the first time, a large eddy simulation (LES) coupled to a bulk aerosol scheme is used to simulate an aircraft-sampled ship track. The track was formed by the M/V Sanko Peace on 13 June 1994 in a shallow drizzling boundary layer with high winds but very low background aerosol concentrations (10 cm−3). A Lagrangian framework is used to simulate the evolution of a short segment of track as it is advected away from the ship for 8 h (a downwind distance exceeding 570 km). Using aircraft observations for initialization, good agreement is obtained between the simulated and observed features of the ambient boundary layer outside the track, including the organization of the cloud into mesoscale rolls. After 8 h, a line of aerosol is injected to start the ship track. The simulation successfully reproduces the significant albedo enhancement and suppression of drizzle observed within the track. The aerosol concentration within the track dilutes as it broadens due to turbulent mixing. A sensitivity study shows the broadening rate strongly depends on the alignment between the track and the wind-aligned boundary layer rolls, as satellite images of ship tracks suggest. Entrainment is enhanced within the simulated track, but the observed 100 m elevation of the ship track above the surrounding layer is not simulated, possibly because the LES quickly sharpens the rather weak observed inversion. Liquid water path within the simulated track increases with time even as the ambient liquid water path is decreasing. The albedo increase in the track from liquid water and cloud fraction enhancement (second indirect effect) eventually exceeds that from cloud droplet number increases (first indirect or Twomey effect). In a sensitivity study with a higher initial ambient aerosol concentration, stronger ship track aerosol source, and much weaker drizzle, there is less liquid water inside the track than outside for several hours downwind, consistent with satellite estimates for such situations. In that case, the Twomey effect dominates throughout, although, as seen in satellite images, the albedo enhancement of the track is much smaller.
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Daniel, Pierre, Patrick Josse, Philippe Dandin, Vincent Gouriou, Michel Marchand i Claudine Tiercelin. "Forecasting the Erika Oil Spills". International Oil Spill Conference Proceedings 2001, nr 1 (1.03.2001): 649–55. http://dx.doi.org/10.7901/2169-3358-2001-1-649.
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ABSTRACT On December 12, 1999, the Erika tanker broke in two sections at about 30 miles from the Brittany coast in the Bay of Biscay, France. The two parts of the wreck sank a few hours after the break. Some 15,000 tons of heavy fuel were released into the marine environment. It is the most serious discharge that has occurred in France since 1980 (Tanio, 6,000 tons). The nature of the incident, the kind and quantity of oil spilled, and the prevailing weather conditions posed considerable response problems. The spilled oil drifted for 2 weeks before reaching the coast. Three different models were implemented by CEntre de Documentation de Recherche et d'Expérimentations sur les pollutions accidentelles des eaux (CEDRE) within a couple of hours of the Erika sinking. On December 14, it appeared that the forecast of the MOTHY model was closer to reality. The MOTHY model was developed by Météo-France (the French national weather service) to simulate the movement of pollutants in three dimensions. MOTHY is an integrated system that includes hydrodynamic coastal ocean modeling and real-time atmospheric forcing from a global model. Pollutants can be oil or floating objects. CEDRE contributes to the improvement and validation of the model using both experiments and interventions during actual pollution events. New developments, exercises, and training are jointly conducted. In the event of marine pollution, Météo-France sends meteorological forecasts and pollutant drift forecasts to CEDRE. This response system has been operational since February 1994. The MOTHY model was used routinely for several weeks after the ship broke up. The model predicted that the coastline was at risk and that the beaching of the main slick would occur after 2 weeks. Diffuse pollution reached the coastline 1 or 2 days before the main slicks, about 200 km west of the main beaching. Hindcast runs and backward integration of the model explained this unexpected arrival of oil. Some pollution was still arriving onshore several weeks after the initial release. This longer-term pollution came from the wrecks, but also of older pollution by the coastal detachment and deposit tides. Using the model in conjunction with remote sensing information allowed operators to develop and then execute a response strategy rather than react only to observed information.
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McGuire, William, Ellen Alexandra Holtmaat i Aseem Prakash. "Penalties for industrial accidents: The impact of the Deepwater Horizon accident on BP’s reputation and stock market returns". PLOS ONE 17, nr 6 (15.06.2022): e0268743. http://dx.doi.org/10.1371/journal.pone.0268743.
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Do visible industrial accidents damage firms’ reputations and depress their stock market returns, and do these penalties spill over to other firms in the industry? On April 20, 2010, the Deepwater Horizon offshore oil rig in the Gulf of Mexico leased by BP exploded and sank, causing 11 deaths and the largest marine oil spill in US history. We examine the impact of this accident on BP’s reputation and stock market performance using data from YouGov’s BrandIndex and Capital IQ’s financial data for the period 2007–2017. We employ a synthetic control analysis to examine the extent and duration of these penalties. We find that in the aftermath of the Deepwater accident, BP’s reputation declined by approximately 50% relative to the synthetic control, and this decline persisted through the end of 2017. Yet, in terms of financial market returns, though the stock price dropped drastically in the first two months, we do not find a statistically significant decline in the stock market returns either in the mid-term (1–2 years) or the long term (2–7 years). In terms of spillover effects, we find no evidence of reputational damage or a decline in stock market returns for other oil and gas firms. These findings suggest that while environmental accidents invite swift and lasting reputational penalties, they might not depress the stock market performance in the long run. Moreover, the impact either on reputation or stock market returns does not necessarily spill over to other firms in the same industry.
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Alimuddin, ,., K. Sumantadinata, Yani Hadiroseyani i D. Irawan. "Phenotype of the First Gynogenesis Generation of Koi". Jurnal Akuakultur Indonesia 1, nr 2 (1.08.2007): 65. http://dx.doi.org/10.19027/jai.1.65-68.
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<p>ABSTRACT</p><p>This experiment was conducted to study phenotype of F<sub>1</sub> koi that obtained from gynogenesis at the Laboratory of Fish Genetic and Breeding, Department of Aquaculture, Faculty of Fisheries and Marine Sciences, Bogor Agricultural University (IPB). Females koi used for this experiment were <em>kohaku</em> (white-red), <em>hi-utsuri</em> (red-black), and <em>shiro-bekko</em> (white-black); whereas males used <em>kohaku</em>, <em>hi-utsuri</em>, and <em>shiro-bekko</em>. Analysis on body coloration of fish was carried out at three months old. Results showed that gynogenesis from <em>kohaku</em> produced three types of koi, those were white koi, red koi and <em>kohaku</em>, and <em>hi-utsuri</em> produced red koi, black koi and hi-utsuri. Meanwhile, <em>shiro-bekko</em> by gynogenetic technique produce seven types of koi; those were white, red, black, <em>kohaku</em>, <em>shiro-bekko</em>, <em>hi-utsuri</em> and <em>sanke</em> (white-red-black koi). Survival rate of gynogenetic koi was lower then normal might be due to inbreeding stress.</p><p>Key words : Gynogenesis, phenotype, koi fish (<em>Cyprinus carpio</em>).</p><p> </p><p>ABSTRAK</p><p>Studi tentang fenotip keturunan pertama ikan koi hasil ginogenesis telah dilakukan di Laboratorium Pengembangbiakan dan Genetika Ikan, Jurusan Budidaya Perairan, Fakultas Perikanan dan Ilmu Kelautan IPB. Ikan koi betina yang dipakai adalah <em>kohaku</em> (putih-merah), <em>hi-utsuri</em> (merah-hitam) dan <em>shiro-bekko</em> (putih-hitam), sedangkan jantannya adalah <em>kohaku</em>, <em>hi-utsuri</em>, dan <em>shiro-bekko</em>. Analisis warna pada ikan dilakukan setelah ikan berumur tiga bulan. Hasil penelitian menunjukkan bahwa ginogenesis pada ikan kohaku menghasilkan tiga jenis ikan koi, yaitu koi putih, koi merah dan <em>kohaku</em>; pada ikan <em>hi-utsuri</em> dihasilkan ikan koi merah, koi hitam dan hi-utsuri. Sementara itu, teknik ginogenesis untuk ikan koi putih-hitam dihasilkan tujuh macam jenis ikan koi, yaitu koi putih, koi merah, koi hitam, <em>kohaku</em>, <em>hi-utsuri</em>, <em>siro-bekko</em> dan <em>sanke</em> (putih-merah-hitam). Tingkat kelangsungan hidup ikan ginogenetik lebih rendah daripada kontrol normalnya.</p><p>Kata kunci : Ginogenesis, fenotip, ikan koi (<em>Cyprinus carpio</em>)</p>
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Mogstad, Aksel Alstad, Øyvind Ødegård, Stein Melvær Nornes, Martin Ludvigsen, Geir Johnsen, Asgeir J. Sørensen i Jørgen Berge. "Mapping the Historical Shipwreck Figaro in the High Arctic Using Underwater Sensor-Carrying Robots". Remote Sensing 12, nr 6 (19.03.2020): 997. http://dx.doi.org/10.3390/rs12060997.
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In 2007, a possible wreck site was discovered in Trygghamna, Isfjorden, Svalbard by the Norwegian Hydrographic Service. Using (1) a REMUS 100 autonomous underwater vehicle (AUV) equipped with a sidescan sonar (SSS) and (2) a Seabotix LBV 200 mini-remotely operated vehicle (ROV) with a high-definition (HD) camera, the wreck was in 2015 identified as the Figaro: a floating whalery that sank in 1908. The Figaro is to our knowledge currently the northernmost wreck in the world to be investigated by archaeologists. As the wreck is protected by law as an underwater cultural heritage (UCH) site, only non-intrusive methods could be used during surveys. In this study, we demonstrate how using multiple complementary remote sensing techniques can be advantageous with respect to acquiring a holistic overview of a recently discovered wreck site. In January 2016, the wreck was revisited, and a full photogrammetric survey of the site was conducted with a Sperre Subfighter 7500 medium class ROV. In addition to stereo camera images, HD-video and underwater hyperspectral imagery was also obtained from the wreck site. In terms of data analysis and interpretation, the emphasis was in the current study put on the photogrammetric 3D model and the underwater hyperspectral imagery. The former provided an excellent general overview of the Figaro wreck site, whereas the latter supplied detailed information from a 14.65-m2 sub-area situated on the top of the wreck. By analyzing classified underwater hyperspectral imagery in context with supplementary information from the 3D model, the levels of biofouling associated with different marine archaeological substrate types were assessed. Our findings suggest that strongly protruding archaeological objects support significantly higher levels of biofouling than their surroundings, and consequently that high-density biological assemblages could serve as proxies for identifying human-made artifacts on the seafloor.
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Kane, Don A. "Recovery of Submerged oil from an Alaska Lake". International Oil Spill Conference Proceedings 2003, nr 1 (1.04.2003): 713–18. http://dx.doi.org/10.7901/2169-3358-2003-1-713.
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ABSTRACT On November 26, 1997, the M/V Kuroshima was anchored near Unalaska, Alaska when extreme weather conditions dislodged it from its anchorage. Winds exceeding 90 miles per hour and waves exceeding 25 feet forced the vessel onto rocks, where its hull was punctured. Approximately 39,000 gallons of heavy fuel oil (IFO 380) were discharged into marine waters, onto adjacent shorelines, into a creek, and into Summer Bay Lake. Shoreline cleanup was implemented immediately following the spill, but was suspended until spring due to harsh weather conditions, safety concerns, and inefficient cleanup operations. Because the oil had a very high viscosity, was stranded high on the shoreline and winter had set in, the oil did not present an immediate environmental or human health threat. It was suspected that some of the discharged oil mixed with sand as it moved through the surf zone and sank when it entered the lake. During the winter, state and federal agencies and the responsible party developed a plan to survey the lake and creek for submerged oil. In early spring, divers conducted visual surveys of the lake bottom along 6.5 miles of transect to locate submerged oil. Transect locations were identified using a Differential Global Positioning System and the bottom was videotaped. A survey approach similar to that used to conduct a shoreline cleanup assessment was employed to characterize the lake bottom and the nature and spatial extent of the submerged oil. An oil recovery plan and cleanup criteria were developed and implemented. This case study describes the approach and technology utilized to survey for submerged oil and presents the survey findings and oil recovery and disposal methods employed. The challenges presented by the remote location, difficult working conditions, and natural resource concerns are also discussed.
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Marko, Matthew David, Lorene G. Gilman, Senthilkumar Vasulingam, Matthew Miliskievic i Chester S. Spell. "Leadership lessons from the Titanic and Concordia disasters". Journal of Management History 26, nr 2 (14.04.2020): 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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Yender, Ruth, Katharina Stanzel i Anthony Lloyd. "IMPACTS AND RESPONSE CHALLENGES OF THE TANKER SOLAR 1OIL SPILL, GUIMARAS, PHILIPPINES: OBSERVATIONS OF INTERNATIONAL ADVISORS". International Oil Spill Conference Proceedings 2008, nr 1 (1.05.2008): 77–81. http://dx.doi.org/10.7901/2169-3358-2008-1-77.
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ABSTRACT The tanker SOLAR 1 sank in the Guimaras Strait in the central Philippines on August 11, 2006, spilling a significant part of her 2,100 tonne cargo of IFO 217. The Philippine Coast Guard led the challenging response to this spill, which impacted sensitive tropical habitats, disrupted fisheries, and affected coastal communities. The spill oiled shorelines along the southern coasts of Guimaras Island and several smaller islands in the Guimaras Strait. This area is rich in mangroves, coral reefs, and seagrass beds, which makes it very important for fisheries and aquaculture. Extensive areas of mangroves were oiled, including stands in the Taklong Island National Marine Reserve. Oil also stranded along sand, pebble, and cobble beaches, often seeping into the substrate or becoming buried. The remoteness and rugged terrain of the affected area made shoreside access for cleanup difficult and oversight of cleanup operations complicated. Political demands and press attention frequently made it more difficult for response managers to direct response operations. Shoreline cleanup, organized under the auspices of the national oil company Petron, was conducted manually by hired local residents. The removal of heavy contamination was completed in most areas within three weeks but more detailed cleaning and clearing recovered oily waste continued for approximately three months. As recommended by mangrove experts, little cleanup was conducted in oiled mangroves. Monitoring a year after the spill indicates that impacted mangroves are recovering naturally and suffered only minor mortality. Perceptions that seafood might be contaminated affected fisheries far beyond the areas actually contaminated by oil. Misunderstanding of the health risks associated with the spilled oil led to prolonged evacuation of a number of villages and hardship for coastal subsistence communities. Several international oil spill experts provided guidance to Philippine responders. A U.S. advisory team, including representatives of the U.S. Coast Guard Pacific Strike Team and the National Oceanic and Atmospheric Administration'S Emergency Response Division, spent three weeks on-scene in the spill area, working with Philippine responders and natural resource managers. Representatives of the International Tanker Owners Pollution Federation provided technical guidance and advice on-scene for several months. Based on the observations of external advisors, this paper summarizes the impacts and challenges responders confronted in cleaning up the SOLAR 1 oil spill.
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Hara, Shoichi, Osamu Miyata, Takahiro Majima, Masao Ono, Hideyuki Shirota i Hiroshi Kagemoto. "Dispersive Performance of Underwater Injection of Dispersant to Heavy Fuel Oil". International Oil Spill Conference Proceedings 2014, nr 1 (1.05.2014): 299045. http://dx.doi.org/10.7901/2169-3358-2014-1-299045.1.
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The National Maritime Research Institute started 5 year research project on the establishment of synthetic countermeasures against the discharge of oil and hazardous fluid substance from 2011 to 2015. The main purpose of this project is to produce the tool for the environmental risk assessment of the oil discharge from vessels which sank due to the marine accident. The element technologies as the counter-measure against the discharged oil will also be developed in the project. The element technology as sub-surface application of dispersant for counter-measures will be introduced at the poster session. The first large-scale application has been carried out during the Deepwater Horizon incident in gulf of Mexico in 2010. The experimental set-up consists of rectangular water tank (0.8m×0.8m×3.0m) connected to the oil tank and dispersant tank. The heavy fuel oil was used. Both oil and mixed sample of oil and dispersant have been discharged from the nozzle into the water tank. The video for the behavior of oil and mixed sample has been analyzed by defining the concentration of black and white color. The video has been taken by the high resolution camera. The concentration of 8 different steps between black and white was set in the analysis. The dispersed oil has particular color when dispersed in water and too much dispersant becomes clouded because the dispersant reacts to water. The concentration change has been related with the dispersive performance. The rising-up velocity was also analyzed by PIV (Particle Image Velocity) method so as to ensure the effect of the dispersive performance. The distribution of oil droplets has also been measured and analyzed. The various percentage of dispersant has been compounded into mixed heavy fuel oil. 1%, 5% and 10% dispersant oil ratio (DOR) has been tried in the experiment. The dispersive area and rising-up velocity after injection of both oil and mixed sample have been compared among them. The dispersive area and rising-up velocity due to difference of DOR has been discriminated. Those parameters can be an index of evaluating the dispersive performance.
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Rosiu, Cornell, Stephen Lehmann, David Sherry, Wyman Briggs i Peter Blanchard. "When Oil is the Lesser of Two Evils: Comparative Risk of the Shipwreck EMPIRE KNIGHT". International Oil Spill Conference Proceedings 2014, nr 1 (1.05.2014): 299468. http://dx.doi.org/10.7901/2169-3358-2014-1-299468.1.
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When Oil is the Lesser of Two Evils: Comparative Risk of the Shipwreck EMPIRE KNIGHT Cornell J. Rosiu, First Coast Guard District - Incident Management, 408 Atlantic Ave, Boston MA 02110Stephen M. Lehmann, NOAA - Office of Response and Restoration, 10 George St, #220, Lowell, MA 01852David M. Sherry, Center for Law and Military Operations, Charlottesville, VA 22903Wyman W. Briggs, USCG - Sector Northern New England, 259 High St, South Portland, ME 04106Peter J. Blanchard, Maine DEP – Div. of Response Services, #17 State House Station, Augusta, ME 04333At the height of WWII in February of 1944, the 428-ft British ship EMPIRE KNIGHT ran aground on Boon Island Ledge off York, Maine during a storm. It broke in two and sank with the stern section in 243-ft of water where it remains today. Her hull contained 10,000-bbls of diesel fuel oil, military tank and locomotive parts, 5-in cannon shells and 16,000-lbs of elemental mercury stored in 221 glass and steel carboys. This poster summarizes the wreck disposition and its environmental assessment and ongoing monitoring. In 1993, the U.S. Coast Guard (USCG) oversaw an emergency removal of 1,200-lbs elemental mercury through a hole cut in stern cargo hold #5 representing <10% of the cargo of elemental mercury. Much of the mercury is assumed to have migrated to the lower portion of the shipwreck beneath a cargo of military hardware and live ammunition. Since much of the mercury is believed to remain on-site, a permanent safety zone was established in 1995 within a 1000-yd radius prohibiting activities such as commercial salvage that could spread contamination. Mercury is a priority pollutant that accumulates in marine life and can bio-magnify in the environment. Results of bio-monitoring in 1998, 2004 and 2012 using blue mussels (Mytilus edulis) supported previous findings and indicated mercury does not pose unacceptable risk to human health or the environment. Moreover, average concentrations of mercury across the three years are less than averages in mussels sampled from 2007 to 2009 in areas of the Gulf of Maine coast that have no known point source of mercury contamination. NOAA ranked EMPIRE KNIGHT 12th among 13 RULET shipwrecks in USCG District 1 with “medium” risk of oil discharge. Disturbing the wreck to recover oil onboard has the potential to spread contamination and make the mercury more bioavailable.