Emissions from India's transport sector: Statewise synthesis

A decentralized emission inventories are prepared for road transport sector of India in order to design and implement suitable technologies and policies for appropriate mitigation measures. Globalization and liberalization policies of the government in 90's have increased the number of road vehicles nearly 92.6% from 1980-1981 to 2003-2004. These vehicles mainly consume non-renewable fossil fuels, and are a major contributor of green house gases, particularly CO2 emission. This paper focuses on the statewise road transport emissions (CO2, CH4, CO, N-x, N2O, SO2, PM and HC) using region specific mass emission factors for each type of vehicles. The country level emissions (CO2, CH4, CO, NOx, N2O, SO2 and NMVOC) are calculated for railways, shipping and airway, based on fuel types. In India, transport sector emits an estimated 258.10 Tg Of CO2, of which 94.5% was contributed by road transport (2003-2004). Among all the states and Union Territories, Maharashtra's contribution is the largest, 28.85 Tg (11.8%) Of CO2, followed by Tamil Nadu 26.41 Tg(10.8%), Gujarat 23.31 Tg(9.6%), Uttar Pradesh 17.42 Tg(7.1%), Rajasthan 15.17 Tg (6.22%) and, Karnataka 15.09 Tg (6.19%). These six states account for 51.8% of the CO2 emissions from road transport.

Emissions from India’s transport sector: Statewise synthesis

A decentralized emission inventories are prepared for road transport sector of India in order to design and implement suitable technologies and policies for appropriate mitigation measures. Globalization and liberalization policies of the government in 90's have increased the number of road vehicles nearly 92.6% from 1980–1981 to 2003–2004. These vehicles mainly consume non-renewable fossil fuels, and are a major contributor of green house gases, particularly CO2 emission. This paper focuses on the statewise road transport emissions (CO2, CH4, CO, NOx, N2O, SO2, PM and HC), using region specific mass emission factors for each type of vehicles. The country level emissions (CO2, CH4, CO, NOx, N2O, SO2 and NMVOC) are calculated for railways, shipping and airway, based on fuel types. In India, transport sector emits an estimated 258.10 Tg of CO2, of which 94.5% was contributed by road transport (2003–2004). Among all the states and Union Territories, Maharashtra's contribution is the largest, 28.85 Tg (11.8%) of CO2, followed by Tamil Nadu 26.41 Tg (10.8%), Gujarat 23.31 Tg (9.6%), Uttar Pradesh 17.42 Tg (7.1%), Rajasthan 15.17 Tg (6.22%) and, Karnataka 15.09 Tg (6.19%). These six states account for 51.8% of the CO2 emissions from road transport.

Peftjauawybast, king of Nen-nesut : genealogy, art history, and the chronology of late libyan Egypt

This paper argues in detail for the identification of Peftjauawybast, King of Nen-nesut (fl. 728/720 BC ), with Peftjauawybast, High Priest of Ptah in Memphis (fl. c. 790–780 BC2), known from the Apis stela of year 28 of Shoshenq III. This identification ties in with a significant lowering of the accepted dates for the kings from Shoshenq III, Osorkon III and Takeloth III to Shoshenq V, and the material culture associated with them. Such a shift seems to be supported by stylistic and genealogical evidence. As a consequence, it is further suggested that the Master of Shipping at Nen-nesut, Pediese i, was perhaps related by descent and marriage to the family of the High Priests of Memphis and King Peftjauawybast.

Conservation science in NOAA’s National Marine Sanctuaries: description and recent accomplishments

This report describes cases relating to the management of national marine sanctuaries in which certain scientific information was required so managers could make decisions that effectively protected trust resources. The cases presented represent only a fraction of difficult issues that marine sanctuary managers deal with daily. They include, among others, problems related to wildlife disturbance, vessel routing, marine reserve placement, watershed management, oil spill response, and habitat restoration. Scientific approaches to address these problems vary significantly, and include literature surveys, data mining, field studies (monitoring, mapping, observations, and measurement), geospatial and biogeographic analysis, and modeling. In most cases there is also an element of expert consultation and collaboration among multiple partners, agencies with resource protection responsibilities, and other users and stakeholders. The resulting management responses may involve direct intervention (e.g., for spill response or habitat restoration issues), proposal of boundary alternatives for marine sanctuaries or reserves, changes in agency policy or regulations, making recommendations to other agencies with resource protection responsibilities, proposing changes to international or domestic shipping rules, or development of new education or outreach programs. (PDF contains 37 pages.)

Olympic Coast National Marine Sanctuary Area to be Avoided (ATBA) Education and Monitoring Program

The National Marine Sanctuaries Act (16 U.S.C. 1431, as amended) gives the Secretary of Commerce the authority to designate discrete areas of the marine environment as National Marine Sanctuaries and provides the authority to promulgate regulations to provide for the conservation and management of these marine areas. The waters of the Outer Washington Coast were recognized for their high natural resource and human use values and placed on the National Marine Sanctuary Program Site Evaluation List in 1983. In 1988, Congress directed NOAA to designate the Olympic Coast National Marine Sanctuary (Pub. L. 100-627). The Sanctuary, designated in May 1994, worked with the U.S. Coast Guard to request the International Maritime Organization designate an Area to be Avoided (ATBA) on the Olympic Coast. The IMO defines an ATBA as "a routeing measure comprising an area within defined limits in which either navigation is particularly hazardous or it is exceptionally important to avoid casualties and which should be avoided by all ships, or certain classes of ships" (IMO, 1991). This ATBA was adopted in December 1994 by the Maritime Safety Committee of the IMO, “in order to reduce the risk of marine casualty and resulting pollution and damage to the environment of the Olympic Coast National Marine Sanctuary”, (IMO, 1994). The ATBA went into effect in June 1995 and advises operators of vessels carrying petroleum and/or hazardous materials to maintain a 25-mile buffer from the coast. Since that time, Olympic Coast National Marine Sanctuary (OCNMS) has created an education and monitoring program with the goal of ensuring the successful implementation of the ATBA. The Sanctuary enlisted the aid of the U.S. and Canadian coast guards, and the marine industry to educate mariners about the ATBA and to use existing radar data to monitor compliance. Sanctuary monitoring efforts have targeted education on tank vessels observed transiting the ATBA. OCNMS's monitoring efforts allow quantitative evaluation of this voluntary measure. Finally, the tools developed to monitor the ATBA are also used for the more general purpose of monitoring vessel traffic within the Sanctuary. While the Olympic Coast National Marine Sanctuary does not currently regulate vessel traffic, such regulations are within the scope of the Sanctuary’s Final Environmental Impact Statement/Management Plan. Sanctuary staff participate in ongoing maritime and environmental safety initiatives and continually seek opportunities to mitigate risks from marine shipping.(PDF contains 44 pages.)

Raumordnung in der AWZ: Mittlere Anlandungen der deutschen und internationalen Fischereiflotten aus deutschen Nordseegewässern im Zeitraum von 2000 bis 2004

The pressure of users other than shipping and fishery on the national EEZs for territorial claims has increased in recent years. So it becomes necessary to carry out a spatial planning for which all users have to indicate their recent and planned future activities. For the German waters in the North Sea a first attempt was made to calculate the mean international landings for the commercially important fish and crustacean species on the spatial scale of ICES-rectangles. The relationships between the German and international landings per species are listed in a table and the distribution of the landings for each species within the area are shown in 13 figures.

Integrated Sensor Systems for Vessels of Opportunity, National Oceanographic Centre, Southampton, UK, October 10-12,2006 : workshop proceedings

The use of self-contained, low-maintenance sensor systems installed on commercial vessels is becoming an important monitoring and scientific tool in many regions around the world. These systems integrate data from meteorological and water quality sensors with GPS data into a data stream that is automatically transferred from ship to shore. To begin linking some of this developing expertise, the Alliance for Coastal Technologies (ACT) and the European Coastal and Ocean Observing Technology (ECOOT) organized a workshop on this topic in Southampton, United Kingdom, October 10-12, 2006. The participants included technology users, technology developers, and shipping representatives. They collaborated to identify sensors currently employed on integrated systems, users of this data, limitations associated with these systems, and ways to overcome these limitations. The group also identified additional technologies that could be employed on future systems and examined whether standard architectures and data protocols for integrated systems should be established. Participants at the workshop defined 17 different parameters currently being measured by integrated systems. They identified that diverse user groups utilize information from these systems from resource management agencies, such as the Environmental Protection Agency (EPA), to local tourism groups and educational organizations. Among the limitations identified were instrument compatibility and interoperability, data quality control and quality assurance, and sensor calibration andlor maintenance frequency. Standardization of these integrated systems was viewed to be both advantageous and disadvantageous; while participants believed that standardization could be beneficial on many levels, they also felt that users may be hesitant to purchase a suite of instruments from a single manufacturer; and that a "plug and play" system including sensors from multiple manufactures may be difficult to achieve. A priority recommendation and conclusion for the general integrated sensor system community was to provide vessel operators with real-time access to relevant data (e.g., ambient temperature and salinity to increase efficiency of water treatment systems and meteorological data for increased vessel safety and operating efficiency) for broader system value. Simplified data displays are also required for education and public outreach/awareness. Other key recommendations were to encourage the use of integrated sensor packages within observing systems such as 100s and EuroGOOS, identify additional customers of sensor system data, and publish results of previous work in peer-reviewed journals to increase agency and scientific awareness and confidence in the technology. Priority recommendations and conclusions for ACT entailed highlighting the value of integrated sensor systems for vessels of opportunity through articles in the popular press, and marine science. [PDF contains 28 pages]

Field and Laboratory Studies of Atmospheric Organic Aerosol

This thesis is the culmination of field and laboratory studies aimed at assessing processes that affect the composition and distribution of atmospheric organic aerosol. An emphasis is placed on measurements conducted using compact and high-resolution Aerodyne Aerosol Mass Spectrometers (AMS). The first three chapters summarize results from aircraft campaigns designed to evaluate anthropogenic and biogenic impacts on marine aerosol and clouds off the coast of California. Subsequent chapters describe laboratory studies intended to evaluate gas and particle-phase mechanisms of organic aerosol oxidation.

The 2013 Nucleation in California Experiment (NiCE) was a campaign designed to study environments impacted by nucleated and/or freshly formed aerosol particles. Terrestrial biogenic aerosol with > 85% organic mass was observed to reside in the free troposphere above marine stratocumulus. This biogenic organic aerosol (BOA) originated from the Northwestern United States and was transported to the marine atmosphere during periodic cloud-clearing events. Spectra recorded by a cloud condensation nuclei counter demonstrated that BOA is CCN active. BOA enhancements at latitudes north of San Francisco, CA coincided with enhanced cloud water concentrations of organic species such as acetate and formate.

Airborne measurements conducted during the 2011 Eastern Pacific Emitted Aerosol Cloud Experiment (E-PEACE) were aimed at evaluating the contribution of ship emissions to the properties of marine aerosol and clouds off the coast of central California. In one study, analysis of organic aerosol mass spectra during periods of enhanced shipping activity yielded unique tracers indicative of cloud-processed ship emissions (m/z 42 and 99). The variation of their organic fraction (f₄₂ and f₉₉) was found to coincide with periods of heavy (f₄₂ > 0.15; f₉₉ > 0.04), moderate (0.05 < f₄₂ < 0.15; 0.01 < f₉₉ < 0.04), and negligible (f₄₂ < 0.05; f₉₉ < 0.01) ship influence. Application of these conditions to all measurements conducted during E-PEACE demonstrated that a large fraction of cloud droplet (72%) and dry aerosol mass (12%) sampled in the California coastal study region was heavily or moderately influenced by ship emissions. Another study investigated the chemical and physical evolution of a controlled organic plume emitted from the R/V Point Sur. Under sunny conditions, nucleated particles composed of oxidized organic compounds contributed nearly an order of magnitude more cloud condensation nuclei (CCN) than less oxidized particles formed under cloudy conditions. The processing time necessary for particles to become CCN active was short ( < 1 hr) compared to the time needed for particles to become hygroscopic at sub-saturated humidity ( > 4 hr).

Laboratory chamber experiments were also conducted to evaluate particle-phase processes influencing aerosol phase and composition. In one study, ammonium sulfate seed was coated with a layer of secondary organic aerosol (SOA) from toluene oxidation followed by a layer of SOA from α-pinene oxidation. The system exhibited different evaporative properties than ammonium sulfate seed initially coated with α-pinene SOA followed by a layer of toluene SOA. This behavior is consistent with a shell-and-core model and suggests limited mixing among different SOA types. Another study investigated the reactive uptake of isoprene epoxy diols (IEPOX) onto non-acidified aerosol. It was demonstrated that particle acidity has limited influence on organic aerosol formation onto ammonium sulfate seed, and that the chemical system is limited by the availability of nucleophiles such as sulfate.

Flow tube experiments were conducted to examine the role of iron in the reactive uptake and chemical oxidation of glycolaldehyde. Aerosol particles doped with iron and hydrogen peroxide were mixed with gas-phase glycolaldehyde and photochemically aged in a custom-built flow reactor. Compared to particles free of iron, iron-doped aerosols significantly enhanced the oxygen to carbon (O/C) ratio of accumulated organic mass. The primary oxidation mechanism is suggested to be a combination of Fenton and photo-Fenton reactions which enhance particle-phase OH radical concentrations.

Análise do gênero portuário NOR sob a ótica da linguística sistêmico-funcional

O ensino de inglês em uma escola técnica é voltado para atender às necessidades dos alunos e do curso. Atuando como professora de inglês para fins específicos no CEFET UnED Itaguaí, deparei-me com um curso novo no estado do Rio de Janeiro, o Curso Pós-Médio Técnico em Portos. Em vista disto, este estudo propõe-se a investigar como o documento portuário, NOR, Notice of Readiness, ou ainda, Aviso de Prontidão, fundamental em uma operação portuária e, consequentemente, material importante para o curso de Portos, se estrutura em estágios para transmitir significados. Objetivamente, este trabalho responde as seguintes questões: em que situação o gênero NOR se constitui? e que linguagem medeia a atividade social nessa situação?. Para tanto, no desenvolvimento da pesquisa, são utilizados os pressupostos da Linguística Sistêmico-funcional (HALLIDAY, 1985; HALLIDAY; HASAN, 1989), que tem a função e a semântica como base da linguagem e da atividade comunicativa, sendo a língua influenciada pelo contexto social. Dessa forma, adota-se uma concepção de gênero a partir de uma perspectiva funcionalista: o gênero é visto como uma atividade direcionada por objetivos e propósitos, realizada em estágios e na qual os falantes são engajados como membros da nossa cultura (MARTIN, 1992). Adota-se, ainda, a noção de configuração contextual (CC) de um gênero, que faz referência às variáveis de registro localizadas no contexto situacional: o campo, a relação e o modo, que possibilitam perceber os elementos obrigatórios e opcionais que compõem a estrutura potencial de um gênero (EPG), assim como verificar seus traços estruturais, lexicais, gramaticais e semânticos (HALLIDAY; HASAN, 1989). O corpus desta pesquisa é constituído de dez exemplares do documento NOR, coletados em duas empresas que possuem terminais portuários na região da Costa Verde, no Rio de Janeiro. A fim de analisar os exemplares do documento, fizemos uma pesquisa de base qualitativa para identificar os seus estágios obrigatórios e opcionais a partir das marcas léxico-gramaticais no texto, mapeando suas funções, conforme a proposta de Hasan (1989). Os resultados da análise dos dez documentos sugere que há quatro estágios obrigatórios nestes textos, ou seja, o documento NOR possui quatro estágios que cumprem certas funções importantes na atividade social em que se insere. Estes estágios ocorreram em todos os exemplares pesquisados e são portanto determinantes para caracterizar o gênero NOR. Nestes estágios, foram identificados padrões da léxico-gramática que sinalizam as respectivas funções dos segmentos textuais que compõem o NOR, mostrando a estreita relação entre texto (representado por suas características lexico-gramaticais) e contexto (representado pela configuração contextual postulada para o NOR). Assim, esta análise aponta vantagens para o contexto portuário uma vez que propõe um modelo para facilitar a leitura e escrita do documento NOR, levando o profissional da área a se tornar um participante mais competente. Além do aporte à área portuária, esta dissertação pode auxiliar na análise de outros gêneros, nos quais seus pesquisadores tenham como premissa um modelo que considera o meio social onde o texto é produzido

Gestão de custo no transporte marítimo de cargas no Brasil

A importância do transporte aquaviário é dada pelos diferentes modos de navegação, podendo ser por meio fluvial, lacustre e navegação marítima. Para a logística e economia brasileira, este é um modal extremamente importante, haja vista a pluralidade de transporte pelo fato das relações de exportação e importação ocorrerem especialmente por este tipo de modal. No Brasil há cinco modalidades de transportes: o aquaviário, o rodoviário, o aeroviário, o ferroviário e o dutoviário. Serão descritas nos próximos capítulos as características de cada tipo de modal, especificamente dos modais rodoviário e aquaviário, em especial a cabotagem, objeto principal deste estudo. O objetivo deste trabalho é analisar a atual situação do transporte marítimo no Brasil, especialmente a cabotagem. Através de três parâmetros - custos, tempo de viagem e segurança -, procurar-se-á avaliar o nível de qualidade do modal, visando à identificação da existência de pontos críticos e sugerir possíveis soluções baseadas na logística e na tecnologia, ferramentas fundamentais para a busca da eficácia na redução dos custos de transportes, contribuindo para um melhor resultado dos custos logísticos finais. Para uma reflexão sobre o transporte nacional de mercadorias por via marítima através da cabotagem, serão apresentadas as características principais do transporte marítimo, com suas vantagens e desvantagens e sua importância para a economia brasileira. A crítica envolverá a questão do frete marítimo e suas interrelações, discutindo variáveis que compõem o preço do frete. Ferramentas tecnológicas fundamentais para a eficácia das operações também serão abordadas durante este trabalho. Serão descritas as características dos portos brasileiros, em especial as dos portos do Rio Grande (RS), Santos (SP), Suape (PE) e Rio de Janeiro (RJ), a distancia entre o porto do Rio de Janeiro (RJ) e os demais, bem como o tempo de viagem relacionado entre eles. Explorado pela União diretamente ou mediante concessão (precedida de licitação), o porto organizado, construído e aparelhado para atender necessidades da navegação e da movimentação é administrado pelo Conselho de Autoridade Portuária - CAP -, contando ainda com a figura do OGMO Orgão Gestor de Mão de Obra que controla a força de trabalho nas áreas portuárias, organismos instituídos pela Lei n. 8.630, de 25 de fevereiro de 1993, chamada da Lei de Modernização dos Portos. Por fim serão analisadas as variáveis custo, tempo de viagem e segurança no intuito de contribuir para uma reflexão para o crescimento do transporte de cabotagem no Brasil, procurando identificar um ganho substancial na economia brasileira, através da economia de escala, observados todos os parâmetros necessários para o bom desenvolvimento da logística de transporte de mercadorias por via marítima. Este trabalho abordará a Gestão do Transporte Marítimo de Cargas no Brasil, em especial a cabotagem.

Avaliação vestibular em indivíduos com cinetose

A cinetose tem elevada prevalência mundial, sendo mais frequente na infância e no sexo feminino, mas também pode acometer adultos. Resulta de um conflito vestíbulo-visual que incide durante a locomoção em diversos meios de transporte, como carro, ônibus, avião e barco. A forma mais dramática ocorre no transporte marítimo. Ocasiona náusea, vômito, sudorese, aumento da salivação, redução do apetite, hipotensão e mal-estar. Geralmente é produzida por estímulo vestibular, mas também pode ser induzida por estímulo visual. Tanto as acelerações lineares quanto angulares geram cinetose se persistirem por longo período em indivíduos susceptíveis. Recentemente ocorre maior interesse nessa afecção devido ao crescente uso de tecnologia de simulação de vôo e direção automobilística. O objetivo do estudo foi analisar as alterações vestibulares nos indivíduos adultos com cinetose. Trata-se de um estudo prospectivo, tipo série de casos. Os pacientes do ambulatório do Hospital Universitário Pedro Ernesto-UERJ foram avaliados através de anamnese geral e dirigida e exame fisico geral e otorrinolaringológico. Aqueles com histórico de doença otológica foram excluídos. Posteriormente realizaram audiometria e testes vestibulares com o registro gráfico dos nistagmos através da vectoeletronistagmografia. Nos resultados das provas calóricas encontramos 3,33% de pacientes com alteração de predomínio direcional, 6,67% com alteração de predomínio labiríntico, 3,33% com hiperreflexia esquerda, 3,33% com hiporreflexia direita e 3,33% com hiporreflexia esquerda. Encontrados algumas variações na análise dos movimentos sacádicos, nistagmo optocinético e rastreio pendular. Os resultados foram de encontro aos achados da literatura. Diante dos achados, foi observado que o exame otoneurológico com registro gráfico da cinetose mostrou-se muito importante para a avaliação dos pacientes com essa afecção. O estudo traz benefícios por contribuir para o melhor entendimento da cinetose e estimular novas pesquisas na área.

Historical knowledge of sharks: ancient science, earliest American encounters, and American science, fisheries, and utilization

In western civilization, the knowledge of the elasmobranch or selachian fishes (sharks and rays) begins with Aristotle (384–322 B.C.). Two of his extant works, the “Historia Animalium” and the “Generation of Animals,” both written about 330 B.C., demonstrate knowledge of elasmobranch fishes acquired by observation. Roman writers of works on natural history, such as Aelian and Pliny, who followed Aristotle, were compilers of available information. Their contribution was that they prevented the Greek knowledge from being lost, but they added few original observations. The fall of Rome, around 476 A.D., brought a period of economic regression and political chaos. These in turn brought intellectual thought to a standstill for nearly one thousand years, the period known as the Dark Ages. It would not be until the middle of the sixteenth century, well into the Renaissance, that knowledge of elasmobranchs would advance again. The works of Belon, Salviani, Rondelet, and Steno mark the beginnings of ichthyology, including the study of sharks and rays. The knowledge of sharks and rays increased slowly during and after the Renaissance, and the introduction of the Linnaean System of Nomenclature in 1735 marks the beginning of modern ichthyology. However, the first major work on sharks would not appear until the early nineteenth century. Knowledge acquired about sea animals usually follows their economic importance and exploitation, and this was also true with sharks. The first to learn about sharks in North America were the native fishermen who learned how, when, and where to catch them for food or for their oils. The early naturalists in America studied the land animals and plants; they had little interest in sharks. When faunistic works on fishes started to appear, naturalists just enumerated the species of sharks that they could discern. Throughout the U.S. colonial period, sharks were seldom utilized for food, although their liver oil or skins were often utilized. Throughout the nineteenth century, the Spiny Dogfish, Squalus acanthias, was the only shark species utilized in a large scale on both coasts. It was fished for its liver oil, which was used as a lubricant, and for lighting and tanning, and for its skin which was used as an abrasive. During the early part of the twentieth century, the Ocean Leather Company was started to process sea animals (primarily sharks) into leather, oil, fertilizer, fins, etc. The Ocean Leather Company enjoyed a monopoly on the shark leather industry for several decades. In 1937, the liver of the Soupfin Shark, Galeorhinus galeus, was found to be a rich source of vitamin A, and because the outbreak of World War II in 1938 interrupted the shipping of vitamin A from European sources, an intensive shark fishery soon developed along the U.S. West Coast. By 1939 the American shark leather fishery had transformed into the shark liver oil fishery of the early 1940’s, encompassing both coasts. By the late 1940’s, these fisheries were depleted because of overfishing and fishing in the nursery areas. Synthetic vitamin A appeared on the market in 1950, causing the fishery to be discontinued. During World War II, shark attacks on the survivors of sunken ships and downed aviators engendered the search for a shark repellent. This led to research aimed at understanding shark behavior and the sensory biology of sharks. From the late 1950’s to the 1980’s, funding from the Office of Naval Research was responsible for most of what was learned about the sensory biology of sharks.

Saline-saturated DMSO-EDTA as a storage medium for microbial DNA analysis from coral mucus swab samples

The mucus surface layer of corals plays a number of integral roles in their overall health and fitness. This mucopolysaccharide coating serves as vehicle to capture food, a protective barrier against physical invasions and trauma, and serves as a medium to host a community of microorganisms distinct from the surrounding seawater. In healthy corals the associated microbial communities are known to provide antibiotics that contribute to the coral’s innate immunity and function metabolic activities such as biogeochemical cycling. Culture-dependent (Ducklow and Mitchell, 1979; Ritchie, 2006) and culture-independent methods (Rohwer, et al., 2001; Rohwer et al., 2002; Sekar et al., 2006; Hansson et al., 2009; Kellogg et al., 2009) have shown that coral mucus-associated microbial communities can change with changes in the environment and health condition of the coral. These changes may suggest that changes in the microbial associates not only reflect health status but also may assist corals in acclimating to changing environmental conditions. With the increasing availability of molecular biology tools, culture-independent methods are being used more frequently for evaluating the health of the animal host. Although culture-independent methods are able to provide more in-depth insights into the constituents of the coral surface mucus layer’s microbial community, their reliability and reproducibility rely on the initial sample collection maintaining sample integrity. In general, a sample of mucus is collected from a coral colony, either by sterile syringe or swab method (Woodley, et al., 2008), and immediately placed in a cryovial. In the case of a syringe sample, the mucus is decanted into the cryovial and the sealed tube is immediately flash-frozen in a liquid nitrogen vapor shipper (a.k.a., dry shipper). Swabs with mucus are placed in a cryovial, and the end of the swab is broken off before sealing and placing the vial in the dry shipper. The samples are then sent to a laboratory for analysis. After the initial collection and preservation of the sample, the duration of the sample voyage to a recipient laboratory is often another critical part of the sampling process, as unanticipated delays may exceed the length of time a dry shipper can remain cold, or mishandling of the shipper can cause it to exhaust prematurely. In remote areas, service by international shipping companies may be non-existent, which requires the use of an alternative preservation medium. Other methods for preserving environmental samples for microbial DNA analysis include drying on various matrices (DNA cards, swabs), or placing samples in liquid preservatives (e.g., chloroform/phenol/isoamyl alcohol, TRIzol reagent, ethanol). These methodologies eliminate the need for cold storage, however, they add expense and permitting requirements for hazardous liquid components, and the retrieval of intact microbial DNA often can be inconsistent (Dawson, et al., 1998; Rissanen et al., 2010). A method to preserve coral mucus samples without cold storage or use of hazardous solvents, while maintaining microbial DNA integrity, would be an invaluable tool for coral biologists, especially those in remote areas. Saline-saturated dimethylsulfoxide-ethylenediaminetetraacetic acid (20% DMSO-0.25M EDTA, pH 8.0), or SSDE, is a solution that has been reported to be a means of storing tissue of marine invertebrates at ambient temperatures without significant loss of nucleic acid integrity (Dawson et al., 1998, Concepcion et al., 2007). While this methodology would be a facile and inexpensive way to transport coral tissue samples, it is unclear whether the coral microbiota DNA would be adversely affected by this storage medium either by degradation of the DNA, or a bias in the DNA recovered during the extraction process created by variations in extraction efficiencies among the various community members. Tests to determine the efficacy of SSDE as an ambient temperature storage medium for coral mucus samples are presented here.

Remote sensing of the oceans from space with special reference to marine resources

A number of ocean science fields have profitted, either directly or indirectly from satellite remote sensing, including physical, biological and geological oceanography. User oriented applications include fishing, shipping, offshore drilling and mining, coastal engineering and coastal hydrology. Following a brief account of the technology involved, areas in oceanography benefitting from satellite information are detailed. Examples are given of satellite data applications to marine resources.

Community-based tarball monitoring in the Maldives

Monitoring oil pollution by using students to count tarballs on beaches. Samples were taken between 2006 and 2010; a significant relationship was demonstrated between the abundance of tarballs and exposure to shipping lanes. The contribution of local communities to monitoring marine pollution was also demonstrated.