981 resultados para Mooring of ships


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In this thesis the role played by expansive and introduced species in the phytoplankton ecology of the Baltic Sea was investigated. The aims were threefold. First, the studies investigated the resting stages of dinoflagellates, which were transported into the Baltic Sea via shipping and were able to germinate under the ambient, nutrient-rich, brackish water conditions. The studies also estimated which factors favoured the occurrence and spread of P. minimum in the Baltic Sea and discussed the identification of this morphologically variable species. In addition, the classification of phytoplankton species recently observed in the Baltic Sea was discussed. Incubation of sediments from four Finnish ports and 10 ships ballast tanks revealed that the sediments act as sources of living dinoflagellates and other phytoplankton. Dinoflagellates germinated from all ports detected and from 90% of ballast tanks. The concentrations of cells germinating from ballast tank sediments were mostly low compared with the acceptable cell concentrations set by the International Maritime Organization s (IMO s) International Convention for the Control and Management of Ships Ballast Water and Sediments. However, the IMO allows such high concentrations of small cells in the discharged ballast water that the total number of cells in large ballast water tanks can be very high. Prorocentrum minimum occurred in the Baltic Sea annually but with no obvious trend in the 10-year timespan from 1993 to 2002. The species occurred under wide ranges of temperatures and salinities and the abundance of the species was positively related especially to the presence of organic nitrogen and phosphorus. This indicated that the species was favoured by increased organic nutrient loading and runoff from land and rivers. The cell shape of P. minimum varied from triangular to oval-round, but morphological fine details indicated that only one morphospecies was present. P. minimum also is, according to present knowledge, the only potentially harmful phytoplankton species that has recently expanded widely into new areas of the Baltic Sea.

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ENGLISH: EASTROPIC Expedition was a cooperative oceanographic study of the eastern tropical Pacific Ocean conducted during the period 2 October through 16 December 1955. The five participating agencies and the ships they operated were: Scripps Institution of Oceanography (SIO), Spencer F. Baird and Horizon; Pacific Oceanic Fisheries Investigations (POFI) of the U. S. Fish and Wildlife Service, now Honolulu Biological Laboratory (HBL) of the U. S. Bureau of Commercial Fisheries, Hugh M. Smith; California Department of Fish and Game, N. B. Scofield; the Peruvian Navy, Bondu; and the Inter-American Tropical Tuna Commission which operated no vessels but supplied equipment and personnel. In addition to these planned participations in EASTROPIC Expedition, valuable information was provided by CCOFI Cruise 5512 of the California Cooperative Oceanic Fisheries Investigations, conducted during the period 29 November -16 December 1955 with the two vessels Stranger and Black Douglas. While the observational programs of most of the agencies involved, in part, special hydrographic-biological studies of known features and processes in the region (see reports listed under Data Sources) the deployment of ships and therefore of observations was sufficient that EASTROPIC Expedition could be considered a survey of the eastern tropical Pacific. This report is concerned with that aspect of the Expedition and is a presentation in atlas form of most of the hydrographic data collected. For reasons given below, emphasis has been placed on the upper 300 m of the water column. SPANISH: La Expedición EASTROPIC es un estudio oceanográfico cooperativo del Océano Pacífico Oriental Tropical llevado a cabo durante el período del 2 de octubre al 16 de dícíembre de 1955. Las cinco agencias participantes y los barcos operados por ellas son los siguientes: Scrípps Instítutíon of Oceanography (SIO) , Spencer F. Baird y Horizon; Pacific Oceanic Fisheries Investigatíons (PO'FI) del U. S. Fish and Wildlife Service, ahora Honolulu Biological Laboratory (BHL) del U. S. Bureau of Commercial Fisheries, Hugh M. Smith; California Department of Fish and Game, N. B. Scofield; la Marina Peruana, Bondu; y la Comisión Interamericana del Atún Tropical que no dirigió ningún barco pero proporcionó equipo y personal. Además de estas participaciones planeadas en la Expedición EASTROPIC, fué suministrada información de valor por el Crucero CCOFI 5512 del California Cooperative Fisheries Investigatíons, llevado a cabo durante el período del 29 de noviembre al 16 de diciembre de 1955 con los barcos Stranger y Black Douglas. Aunque los programas de observación de la mayoría de las agencias, comprendieron en parte estudios especiales hidrográficos y biológicos de las características y de los procesos conocidos de la región (véase los informes indicados bajo Fuente de Datos), el despliegue de los barcos, y por lo tanto, de las observaciones, fué suficiente para que la Expedición EASTROPIC pudiera ser considerada como una encuesta del Pacífico Oriental Tropical. Este informe se refiere a este aspecto de la Expedición y es una presentación, en forma de un atlas, de la mayoría de los datos hidrográficos recolectados. Por las razones que se dan a continuación, se le dió énfasis a los 300 m., superiores de la columna de agua. (PDF contains 136 pages.)

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Two species of mussels, the green mussel (Perna viridis) and the brown mussel (Perna indica) were cultured using the seed collected from the natural beds of the east and west coasts of India. The results of culture experiments are consolidated and the present status is reviewed. Although the culture experiments gave encouraging results, problems such as mooring of rafts in highly turbulent coastal waters, large scale seed requirements, control of predation, legal problems and marketing of end products require urgent attention before undertaking commercial operations. Some of the major problems of mussel culture are outlined for formulating effective management policies and their implementation for commercial mussel farming in India.

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The wave data collected on board Ins Kistna from Bay of Bengal during July to August, 1964 and January, February and April, 1965 are presented. The wave parameters are analyzed and given in a form most suitable for model testing of ships. The variation of wave height with Beaufort number is remarkable. Wave periods from 2 to 10 seconds are observed with maximum frequency in the range of 2 to 5 seconds. The heights and period obtained are compared with those obtained by previous workers for the North Atlantic region and Bay of Bengal. The influence of the wave period 2 to 5 seconds on the rolling, pitching and heaving periods of medium size vessels is also discussed.

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A high attention has been paid for constant research on the preservation of materials in the marine environment. This includes all phases of design, development, applied engineering and economics which may influence the construction and operation of ships and underwater installations.

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Scyphomedusae are receiving increasing recognition as key components of marine ecosystems. However, information on their distribution and abundance beyond coastal waters is generally lacking. Organising access to such data is critical to effectively transpose findings from laboratory, mesocosm and small scale studies to the scale of ecological processes. These data are also required to identify the risks of detrimental impacts of jellyfish blooms on human activities. In Ireland, such risks raise concerns among the public, but foremost amongst the professionals of the aquaculture and fishing sectors. The present work looked at the opportunity to get access to new information on the distribution of jellyfish around Ireland mostly by using existing infrastructures and programmes. The analysis of bycatch data collected during the Irish groundfish surveys provided new insights into the distribution of Pelagia noctiluca over an area >160 000 km2, a scale never reached before in a region of the Northeast Atlantic (140 sampling stations). Similarly, 4 years of data collected during the Irish Sea juvenile gadoid fish survey provided the first spatially, explicit, information on the abundance of Aurelia aurita and Cyanea spp. (Cyanea capillata and Cyanea lamarckii) throughout the Irish Sea (> 200 sampling events). In addition, the use of ships of opportunity allowed repeated samplings (N = 37) of an >100 km long transect between Dublin (Ireland) and Holyhead (Wales, UK), therefore providing two years of seasonal monitoring of the occurrence of scyphomedusae in that region. Finally, in order to inform the movements of C. capillata in an area where many negative interactions with bathers occur, the horizontal and vertical movements of 5 individual C. capillata were investigated through acoustic tracking.

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Ecological indicators are used extensively as tools to manage environmental resources. In the oceans, indicators of plankton can be measured using a variety of observing systems including: mooring stations, ships, autonomous floats and ocean colour remote sensing. Given the broad range of temporal and spatial sampling resolutions of these different observing systems, as well as discrepancies in measurements obtained from different sensors, the estimation and interpretation of plankton indicators can present significant challenges. To provide support to the assessment of the state of the marine ecosystem, we propose a suite of plankton indicators and subsequently classify them in an ecological framework that characterizes key attributes of the ecosystem. We present two case studies dealing with plankton indicators of biomass, size structure and phenology, estimated using the most spatially extensive and longest in situ and remote-sensing observations. Discussion of these studies illustrates how some of the challenges in estimating and interpreting plankton indicators may be addressed by using for example relative measurement thresholds, interpolation procedures and delineation of biogeochemical provinces. We demonstrate that one of the benefits attained, when analyzing a suite of plankton indicators classified in an ecological framework, is the elucidation of non-trivial changes in composition, structure and functioning of the marine ecosystem.

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Ship recycling has been considered as the best means to dispose off an obsolete ship. The current state of art of technology combined with the demands of sustainable developments from the global maritime industrial sector has modified the status of erstwhile ‘ship breaking’ involving ship scrap business to a modern industry undertaking dismantling of ships and recycling/reusing the dismantled products in a supply chain of pre owned product market by following the principles of recycling. Industries will have to formulate a set of best practices and blend them with the engineering activities for producing better quality products, improving the productivity and for achieving improved performances related to sustainable development. Improved performance by industries in a sustainable development perspective is accomplished only by implementing the 4E principles, ie.,. ecofriendliness, engineering efficiency, energy conservation and ergonomics in their core operations. The present study has done a comprehensive investigation into various ship recycling operations for formulating a set of best practices.Being the ultimate life cycle stage of a ship, ship recycling activities incorporate certain commercial procedures well in advance to facilitate the objectives of dismantling and recycling/reusing of various parts of the vessel. Thorough knowledge regarding these background procedures in ship recycling is essential for examining and understanding the industrial business operations associated with it. As a first step, the practices followed in merchant shipping operations regarding the decision on decommissioning have been and made available in the thesis. Brief description about the positioning methods and important preparations for the most feasible ship recycling method ie.,. beach method have been provided as a part of the outline of the background information. Available sources of guidelines, codes and rules & regulations for ship recycling have been compiled and included in the discussion.Very brief summary of practices in major ship recycling destinations has been prepared and listed for providing an overview of the global ship recycling activities. The present status of ship recycling by treating it as a full fledged engineering industry has been brought out to establish the need for looking into the development of the best practices. Major engineering attributes of ship as a unique engineering product and the significant influencing factors on her life cycle stage operations have been studied and added to the information base on ship recycling. Role of ship recycling industry as an important player in global sustainable development efforts has been reviewed by analysing the benefits of ship recycling. A brief synopsis on the state of art of ship recycling in major international ship recycling centres has also been incorporated in the backdrop knowledgebase generation on ship recycling processes.Publications available in this field have been reviewed and classified into five subject categories viz., Infrastructure for recycling yards and methods of dismantling, Rules regarding ship recycling activities, Environmental and safety aspects of ship recycling, Role of naval architects and ship classification societies, Application of information technology and Demand forecasting. The inference from the literature survey have been summarised and recorded. Noticeable observations in the inference include need of creation of a comprehensive knowledgebase on ship recycling and its effective implementation in the industry and the insignificant involvement of naval architects and shipbuilding engineers in ship recycling industry. These two important inferences and the message conveyed by them have been addressed with due importance in the subsequent part of the present study.As a part of the study the importance of demand forecasting in ship recycling has been introduced and presented. A sample input for ship recycling data for implementation of computer based methods of demand forecasting has been presented in this section of the thesis.The interdisciplinary nature of engineering processes involved in ship recycling has been identified as one of the important features of this industry. The present study has identified more than a dozen major stake holders in ship recycling having their own interests and roles. It has also been observed that most of the ship recycling activities is carried out in South East Asian countries where the beach based ship recycling is done in yards without proper infrastructure support. A model of beach based ship recycling has been developed and the roles, responsibilities and the mutual interactions of the elements of the system have been documented as a part of the study Subsequently the need of a generation of a wide knowledgebase on ship recycling activities as pointed out by the literature survey has been addressed. The information base and source of expertise required to build a broad knowledgebase on ship recycling operations have been identified and tabulated. Eleven important ship recycling processes have been identified and a brief sketch of steps involved in these processes have been examined and addressed in detail. Based on these findings, a detailed sequential disassembly process plan of ship recycling has been prepared and charted. After having established the need of best practices in ship recycling initially, the present study here identifies development of a user friendly expert system for ship recycling process as one of the constituents of the proposed best practises. A user friendly expert system has been developed for beach based ship recycling processes and is named as Ship Recycling Recommender (SRR). Two important functions of SRR, first one for the ‘Administrators’, the stake holders at the helm of the ship recycling affairs and second one for the ‘Users’, the stake holders who execute the actual dismantling have been presented by highlighting the steps involved in the execution of the software. The important output generated, ie.,. recommended practices for ship dismantling processes and safe handling information on materials present onboard have been presented with the help of ship recycling reports generated by the expert system. A brief account of necessity of having a ship recycling work content estimation as part of the best practices has been presented in the study. This is supported by a detailed work estimation schedule for the same as one of the appendices.As mentioned earlier, a definite lack of involvement of naval architect has been observed in development of methodologies for improving the status of ship recycling industry. Present study has put forward a holistic approach to review the status of ship recycling not simply as end of life activity of all ‘time expired’ vessels, but as a focal point of integrating all life cycle activities. A new engineering design philosophy targeting sustainable development of marine industrial domain, named design for ship recycling has been identified, formulated and presented. A new model of ship life cycle has been proposed by adding few stages to the traditional life cycle after analysing their critical role in accomplishing clean and safe end of life and partial dismantling of ships. Two applications of design for ship recycling viz, recyclability of ships and her products and allotment of Green Safety Index for ships have been presented as a part of implementation of the philosophy in actual practice.

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The present investigation has looked exclusively into the aspect of the biological phenomenon of settling behaviour by two serious fouling offenders encountered in the tropical seas mainly on the hulls of ships and stationary structures in the harbours. The cue to study the behaviour was adopted from the observations so far made by scientists on the epizoic growth of these organisms on the surfaces of algal fronds of variegated shape, texture, size etc. The results do indicate that there are sufficient qualities of bioactive substances produced by plants occupying the lowest categories in organic evolution and curiously enough these substances have withstood the test of time.

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The ship is the dominant element in the visual culture of the South Scandinavian Bronze Age, appearing in several different media, including rock carvings, decorated metalwork and above-ground monuments. Discussion has divided between those scholars who interpret this imagery in terms of long-distance exchange networks and those who emphasize its more local significance, including its deployment in mortuary ritual. A strikingly similar system is identified in Southeast Asia and part of Melanesia and can be interpreted through archaeological and ethnographic sources, but in this case there is no need to distinguish between 'practical' and 'symbolic' interpretations of the depictions of ships. This paper summarizes the evidence from this region and suggests that it can offer a fruitful source of comparison for archaeologists working in northern Europe.

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In 1977 Grahame Clark suggested that the siting of megalithic tombs along the west coast of Scandinavia reflected the distribution of productive fishing grounds. Unlike the situation in other parts of Europe, these monuments were not associated with agriculture. Opinions have varied over the last quarter century, but enough is now known about changes of sea-level for his interpretation to be investigated on the ground. There seems to have been considerable diversity. On the large island of Örust some of the tombs located near to the sea appear to be associated with small natural enclosures defined by rock outcrops and may have been associated with grazing land. On the neighbouring island of Tjörn, however, the tombs were associated with small islands and important sea channels. During the Bronze Age the same areas included carvings of ships. Recent fieldwork in western Norway suggests that such locations were especially important in a maritime economy.

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A dragagem dos sedimentos do Canal de Santos é necessária para permitir o trânsito de navios que operam no Porto de Santos. As áreas de disposição do material dragado estão situadas na zona costeira, em frente à Baía de Santos. Este estudo visou avaliar a qualidade dos sedimentos do Canal de Santos e das áreas de disposição atuais e antigas, utilizando testes de toxicidade de sedimento integral com anfípodos e de toxicidade de elutriatos com embriões de ouriço do mar. As amostras do Canal de Santos foram consideradas as mais tóxicas: todas as amostras dessa área foram consideradas significativamente tóxicas. Além disso, algumas amostras das áreas de disposição exibiram toxicidade. Os resultados mostraram, portanto, que os sedimentos apresentam evidências de degradação em sua qualidade, porém novos estudos devem ser conduzidos visando determinar as relações entre contaminação e toxicidade. Os resultados sugerem ainda que a disposição dos sedimentos dragados deva ser reavaliada.

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Since the nineteenth century ships have been using ballast water (BW) for safety, stability, propulsion and maneuverability, as well as to redress loss of fuel weight and water consumption, and to maintain structural stress at acceptable levels. Ballast water has been spreading many non-native species around the globe, but little is known about the extent and potential significance of ship-mediated transfer of microorganisms. The global movements of ballast water by ships create a long-distance dispersal mechanism for human pathogens that may be important in the worldwide distribution of microorganisms, as well as for the epidemiology of waterborne diseases. Only a few studies have been carried out on this subject, most of them involving ballast water containing crustacean larvae and phytoplankton. Specialized microbiological studies on these waters are necessary to avoid a repeat of what happened in 1991, when epidemic cholera was reported in Peru and rapidly spread through Latin America and Mexico. In July of 1992, Vibrio cholerae was found in the USA and the Food and Drug Administration (FDA) determined that it came from ballast water of ships whose last port of call was in South America. In Brazil, just a few studies about the subject have been performed. An exploratory study by the Brazilian National Health Surveillance Agency (Agencia Nacional de Vigilancia Sanitaria - ANVISA) found in ballast water different microorganisms, such as fecal coliforms, Escherichia coli, Enterococcus faecalis, Clostridium perfringens, coliphages, Vibrio cholerae O1 and Vibrio cholerae non-O1. Until now, Brazil has been focusing only on organisms transported to its territory from other countries by ballast water, to avoid their establishment and dissemination in Brazilian areas. Studies that can assess the probability that water ballast carries pathogenic microorganisms are extremely important, as is the examination of ships that arrive in the country. Treatment of the human infections caused by BW exists but none is completely safe and efficient.

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Nós examinamos 308 espécimes do blenídeo Omobranchus punctatus, de origem Indo-Pacífica, depositados em coleções de quatro museus. Os dados de distribuição foram analisados com o objetivo de avaliar a invasão das águas costeiras do Oceano Atlântico nas Américas do Sul e Central. Em sua área de distribuição original, O. punctatus ocorre em ambientes marinhos e estuarinos. Amostragens datadas de 1930 e de 2004 produziram 20 registros da espécie no Atlântico Oeste tropical, incluindo amostras do Panamá, Colômbia, Venezuela, Trinidade e Brasil. Neste trabalho nós apresentamos 17 novos registros em áreas da Venezuela e nordeste do Brasil. O padrão temporal dos dados (1930-2009) e a proximidade da maioria das áreas de amostragem a regiões portuárias indicam que a espécie foi inicialmente introduzida no Atlântico pela água de lastro de navios navegando na rota India-Trinidade. No Brasil, a introdução parece estar associada ao movimento de navios em torno das plataformas de petróleo. No Maranhão e no Pará, a introdução está associada ao movimento de navios entre os portos próximos à foz do rio Amazonas. Alternativamente, a expansão de área desta espécie ao longo da costa da América pode ter acontecido através de dispersão larval, acompanhando as correntes em direção ao norte. Nós recomendamos o monitoramento desta espécie, bem como o desenvolvimento de estudos sobre sua ecologia em ambientes do Atlântico ocidental agora ocupados por ela.

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Within the stone monumental artefacts artistic fountains are extremely favorable to formation of biofilms, giving rise to biodegradation processes related with physical-chemical and visual aspect alterations, because of their particular exposure conditions. Microbial diversity of five fountains (two from Spain and three from Italy) was investigated. It was observed an ample similarity between the biodiversity of monumental stones reported in literature and that one found in studied fountains. Mechanical procedures and toxic chemical products are usually employed to remove such phototrophic patinas. Alternative methods based on natural antifouling substances are recently experimented in the marine sector, due to their very low environmental impact and for the bio settlement prevention on partially immersed structures of ships. In the present work groups of antibiofouling agents (ABAs) were selected from literature for their ability to interfere, at molecular level, with the microbial communication system “quorum sensing”, inhibiting the initial phase of biofilm formation. The efficacy of some natural antibiofoulants agents (ABAs) with terrestrial (Capsaicine - CS, Cinnamaldehyde - CI) and marine origin (Zosteric Acid - ZA, poly-Alkyl Pyridinium Salts – pAPS and Ceramium botryocarpum extract - CBE), incorporated into two commercial coatings (Silres BS OH 100 - S and Wacker Silres BS 290 - W) commonly used in stone conservation procedures were evaluated. The formation of phototrophic biofilms in laboratory conditions (on Carrara marble specimens and Sierra Elvira stone) and on two monumental fountains (Tacca’s Fountain 2 - Florence, Italy and Fountain from Patio de la Lindaraja - Alhambra Palace, Granada, Spain) has been investigated in the presence or absence of these natural antifouling agents. The natural antibiofouling agents, at tested concentrations, demonstrated a certain inhibitory effect. The silane-siloxane based silicone coating (W) mixing with ABAs was more suitable with respect to ethyl silicate coating (S) and proved efficacy against biofilm formation only when incompletely cured. The laboratory results indicated a positive action in inhibiting the patina formation, especially for poly-alkyl pyridinium salts, zosteric acid and cinnamaldehyde, while on site tests revealed a good effect for zosteric acid.