Dynamics of air–sea CO2 fluxes in the northwestern European shelf based on voluntary observing ship and satellite observations

From January 2011 to December 2013, we constructed a comprehensive pCO2 data set based on voluntary observing ship (VOS) measurements in the western English Channel (WEC). We subsequently estimated surface pCO2 and air–sea CO2 fluxes in northwestern European continental shelf waters using multiple linear regressions (MLRs) from remotely sensed sea surface temperature (SST), chlorophyll a concentration (Chl a), wind speed (WND), photosynthetically active radiation (PAR) and modeled mixed layer depth (MLD). We developed specific MLRs for the seasonally stratified northern WEC (nWEC) and the permanently well-mixed southern WEC (sWEC) and calculated surface pCO2 with uncertainties of 17 and 16 μatm, respectively. We extrapolated the relationships obtained for the WEC based on the 2011–2013 data set (1) temporally over a decade and (2) spatially in the adjacent Celtic and Irish seas (CS and IS), two regions which exhibit hydrographical and biogeochemical characteristics similar to those of WEC waters. We validated these extrapolations with pCO2 data from the SOCAT and LDEO databases and obtained good agreement between modeled and observed data. On an annual scale, seasonally stratified systems acted as a sink of CO2 from the atmosphere of −0.6 ± 0.3, −0.9 ± 0.3 and −0.5 ± 0.3 mol C m−2 yr−1 in the northern Celtic Sea, southern Celtic sea and nWEC, respectively, whereas permanently well-mixed systems acted as source of CO2 to the atmosphere of 0.2 ± 0.2 and 0.3 ± 0.2 mol C m−2 yr−1 in the sWEC and IS, respectively. Air–sea CO2 fluxes showed important inter-annual variability resulting in significant differences in the intensity and/or direction of annual fluxes. We scaled the mean annual fluxes over these provinces for the last decade and obtained the first annual average uptake of −1.11 ± 0.32 Tg C yr−1 for this part of the northwestern European continental shelf. Our study showed that combining VOS data with satellite observations can be a powerful tool to estimate and extrapolate air–sea CO2 fluxes in sparsely sampled area.

Autonomous COLREGs Compliant Ship Navigation, Using BridgeSimulators and an Unmanned Vessel

This paper presents an approach to COLREGs compliant ship navigation. A system architecture is proposed, which will be implemented and tested on two platforms: networked bridge simulators and at sea trials using an autonomous unmanned surface vessel. Attention is paid to collision avoidance software and its risk mitigation.

Optimization models for a short sea fuel oil distribution problem

O transporte marítimo e o principal meio de transporte de mercadorias em todo o mundo. Combustíveis e produtos petrolíferos representam grande parte das mercadorias transportadas por via marítima. Sendo Cabo Verde um arquipelago o transporte por mar desempenha um papel de grande relevância na economia do país. Consideramos o problema da distribuicao de combustíveis em Cabo Verde, onde uma companhia e responsavel por coordenar a distribuicao de produtos petrolíferos com a gestão dos respetivos níveis armazenados em cada porto, de modo a satisfazer a procura dos varios produtos. O objetivo consiste em determinar políticas de distribuicão de combustíveis que minimizam o custo total de distribuiçao (transporte e operacões) enquanto os n íveis de armazenamento sao mantidos nos n íveis desejados. Por conveniencia, de acordo com o planeamento temporal, o prob¬lema e divido em dois sub-problemas interligados. Um de curto prazo e outro de medio prazo. Para o problema de curto prazo sao discutidos modelos matemáticos de programacao inteira mista, que consideram simultaneamente uma medicao temporal cont ínua e uma discreta de modo a modelar multiplas janelas temporais e taxas de consumo que variam diariamente. Os modelos sao fortalecidos com a inclusão de desigualdades validas. O problema e então resolvido usando um "software" comercial. Para o problema de medio prazo sao inicialmente discutidos e comparados varios modelos de programacao inteira mista para um horizonte temporal curto assumindo agora uma taxa de consumo constante, e sao introduzidas novas desigualdades validas. Com base no modelo escolhido sao compara¬das estrategias heurísticas que combinam três heur ísticas bem conhecidas: "Rolling Horizon", "Feasibility Pump" e "Local Branching", de modo a gerar boas soluçoes admissíveis para planeamentos com horizontes temporais de varios meses. Finalmente, de modo a lidar com situaçoes imprevistas, mas impor¬tantes no transporte marítimo, como as mas condicões meteorológicas e congestionamento dos portos, apresentamos um modelo estocastico para um problema de curto prazo, onde os tempos de viagens e os tempos de espera nos portos sao aleatórios. O problema e formulado como um modelo em duas etapas, onde na primeira etapa sao tomadas as decisões relativas as rotas do navio e quantidades a carregar e descarregar e na segunda etapa (designada por sub-problema) sao consideradas as decisoes (com recurso) relativas ao escalonamento das operacões. O problema e resolvido por um metodo de decomposto que usa um algoritmo eficiente para separar as desigualdades violadas no sub-problema.

Short sea como alternativa ao transporte terrestre

O Short Sea Shipping (SSS) é um conceito de transporte marítimo de difícil definição. No entanto, considera-se neste trabalho, que corresponde ao movimento de carga e passageiros por mar entre portos situados geográficamente na Europa ou entre outros portos que não estejam situados na Europa, mas que partilham costa com mares que banham a Europa. Esta definição é sem dúvida aquela que melhor se adequa à inclusão do Short SSS como elo de uma cadeia multimodal de transporte de mercadorias no espaço Europeu, e como alternativa ao transporte de mercadorias apenas por estrada. Este trabalho aborda alguns conceitos importantes subjacentes ao transporte marítimo de forma a permitir uma contextualização que possibilite uma melhor compreensão da abordagem feita ao SSS. A sua promoção e implementação, como alternativa viável para o transporte de mercadorias dentro do espaço Europeu, são objetivos da política de transportes da União Europeia (UE). Este trabalho reflete sobre algumas das políticas estratégicas de promoção da UE para impulsionar o SSS como alternativa ao transporte rodoviário. O objetivo deste trabalho é analisar se o SSS é uma alternativa ao transporte terrestre, no contexto de uma distribuição no Reino Unido de produtos de uma Industria localizada nos arredores da cidade do Porto. Neste trabalho analisou-se as vantagens e desvantagens do SSS, foi efetuada uma descrição do Porto de Leixões como porto escolhido para as expedições, assim como uma análise descritiva dos serviços de Short Sea disponiveis neste porto para as zonas de distribuição desta empresa. Foram descritos os fatores chave da mudança de transporte terrestre para SSS, efectuada uma caracterização da distribuição desta empresa e da solução que esta adotou para distribuir os seus produtos no Reino Unido. A anállise económica da operação, dos tempos de trânsito são dois temas fundamentais para a viabilidade da solução como alternativa ao transporte terrestre.

Genetic algorithm for shipping route estimation with long-range tracking data : automatic reconstruction of shipping routes based on the historical ship positions for maritime safety applications

Ship tracking systems allow Maritime Organizations that are concerned with the Safety at Sea to obtain information on the current location and route of merchant vessels. Thanks to Space technology in recent years the geographical coverage of the ship tracking platforms has increased significantly, from radar based near-shore traffic monitoring towards a worldwide picture of the maritime traffic situation. The long-range tracking systems currently in operations allow the storage of ship position data over many years: a valuable source of knowledge about the shipping routes between different ocean regions. The outcome of this Master project is a software prototype for the estimation of the most operated shipping route between any two geographical locations. The analysis is based on the historical ship positions acquired with long-range tracking systems. The proposed approach makes use of a Genetic Algorithm applied on a training set of relevant ship positions extracted from the long-term storage tracking database of the European Maritime Safety Agency (EMSA). The analysis of some representative shipping routes is presented and the quality of the results and their operational applications are assessed by a Maritime Safety expert.

Resolución No. 025 del 26 de febrero de 2014 ¿Existe un control de legalidad a cargo de la Cámara de comercio sobre la verificación o reconocimiento de la titularidad de quienes detentan acciones en una Sociedad Anónima?

La Cámara de Comercio de Bogotá inscribió el acta No. AA-021 de la asamblea de accionistas de la SOCIEDAD DE TELECOMUNICACIONES, INGENIERÍA MERCADEO TELEVISIÓN POR CABLE Y SERVICIOS SAS, en la cual se hizo nombramiento de gerente general, gerente ejecutivo y presidente de la asamblea de accionistas.

Scott Misener Steamships Co. Ltd. Records, 1965, 1967, 1972-1977, 1987, n.d.

Ontario Editorial Bureau (O.E.B.)

Queretaro libre ó sea : el triunfo de la justicia, en los plausible acontecimientos políticos de la capital de este estado, en los días 22 y 23 de diciembre de 1829

UANL

Le régime juridique international de la responsabilité du transporteur maritime de marchandises sous connaissement : un échec?

Les avocats, praticiens et universitaires qui sont engagés dans le droit des transports internationaux de marchandises par mer ont l’habitude de travailler avec un régime complexe de responsabilité du transporteur maritime. La coexistence de plusieurs conventions régissant ce régime et l’imprécision des textes de ces différentes législations rendent leur application difficile d’où l’échec permanent du voeu d’uniformisation de ce droit. En premier lieu, nous retrouvons le régime de base celui de la Convention de Bruxelles sur l’unification de certaines règles en matière de connaissement, ratifiée le 25 août 1924 et ses Protocoles modificatifs annexés en 1968 et 1979. Il s’agit d’un régime fondé sur la présomption de responsabilité comprenant une liste de cas exonératoires appelés « cas exceptés ». En second lieu figurent les Règles de Hambourg, édictées en 1978, qui établissent un régime basé sur la présomption de faute du transporteur à l’exception de deux cas exonératoires : l’incendie et l’assistance ou la tentative de sauvetage. Enfin, apparaît la Convention sur le contrat de transport international de marchandises effectué entièrement ou partiellement par mer, adoptée par les Nations unies en 2009, sous l’appellation « Les Règles de Rotterdam », qui adopte un régime de responsabilité « particulier ». Cette étude a tenté d’analyser ces mécanismes juridiques mis en place. Pour ce faire, nous nous sommes concentrées sur les sources du dysfonctionnement de ces régimes, afin de favoriser le développement d’initiatives d’uniformisation des règles de responsabilité du propriétaire du navire. L’analyse des textes positifs, de la doctrine et de la jurisprudence, nous a permis de constater que les différentes approches du régime juridique du transporteur maritime des marchandises sous ces différentes législations ne garantissent pas la prévisibilité et la sécurité juridiques recherchées par les différents acteurs maritimes. Par conséquent, l’absence d’un régime cohérent et unifié a créé des incertitudes au sein de la communauté maritime internationale et au sein des tribunaux en cas de litige. Pour surmonter cette réalité complexe, notre thèse propose une approche qui pourra simplifier ce régime, l’approche objective.

Conflits sur un navire de croisière : étude descriptive

Cette étude vise à comprendre les motifs qui peuvent s’avérer source de conflits dans une situation où il est le plus inattendu : les navires de croisières. Nous analysons les constructions de la propagande de vente de croisières avec l’utilisation des mythes marins. Nous nous questionnons ensuite sur la relation entre l’être humain et la mer à partir de la grande diversité mythologique entourant celle-ci ainsi que l’expérience empirique de la vie sur un navire de croisière (également sur un paquebot, cargo et bateau militaire). Dans ce contexte touristique, nous abordons le thème de la rencontre de l’Autre : l’Autre étant les personnes habitant les destinations visitées, les touristes, et principalement, les employés sur le navire responsables du service à la clientèle. Enfin, nous analysons plusieurs conflits représentatifs vécus à bord d’une croisière afin de comprendre les structures conflictuelles ; l’espace, la subordination, les jeux de rôle, les classes sociales, etc.

Les effets politiques des spectacles médiatiques d’immigration : une analyse critique des discours de la presse écrite canadienne sur l’arrivée du MV Sun Sea

Ce mémoire de maîtrise porte sur les effets politiques des discours médiatiques sur la gouvernance et la régulation des demandeurs d’asile au Canada. À travers une analyse critique des discours de la presse écrite canadienne au sujet de l’arrivée en août 2010 de 492 requérants du statut de réfugié à bord du bateau MV Sun Sea en Colombie-Britannique, l’auteure identifie les principales interprétations de cet évènement ainsi que leurs relations avec la mise en place subséquente de mesures visant à restreindre les possibilités d’accès non autorisés au Canada, notamment par la création d’une nouvelle catégorisation discriminatoire des demandeurs d’asile. L’analyse révèle l’articulation de ces discours autour de deux thématiques distinctes, mais interreliées. Tandis que les discours sécuritaires associent l’arrivée non autorisée des demandeurs d’asile à une menace à la sécurité de la nation, les discours humanitaires interprètent cet évènement comme une demande d’aide de la part d’un groupe de personnes menacées par leur propre pays. Ce mémoire propose une analyse multidimensionnelle de ces deux cadrages et de leurs effets politiques qui considère leurs dimensions discursives, contextuelles et affectives. L’analyse démontre comment ces deux discours en apparence conflictuels partagent en fait un même sous-texte racial qui fait de ce type de spectacle médiatique un dispositif clé de « gouvernementalité racialisée de l’immigration » (Bilge, 2012, 2013).

Changes in significant and maximum wave heights in the Norwegian Sea

This paper analyses 10 years of in-situ measurements of significant wave height (Hs) and maximum wave height (Hmax) from the ocean weather ship Polarfront in the Norwegian Sea. The 30-minute Ship-Borne Wave Recorder measurements of Hmax and Hs are shown to be consistent with theoretical wave distributions. The linear regression between Hmax and Hs has a slope of 1.53. Neither Hs nor Hmax show a significant trend in the period 2000–2009. These data are combined with earlier observations. The long-term trend over the period 1980–2009 in annual Hs is 2.72 ± 0.88 cm/year. Mean Hs and Hmax are both correlated with the North Atlantic Oscillation (NAO) index during winter. The correlation with the NAO index is highest for the more frequently encountered (75th percentile) wave heights. The wave field variability associated with the NAO index is reconstructed using a 500-year NAO index record. Hs and Hmax are found to vary by up to 1.42 m and 3.10 m respectively over the 500-year period. Trends in all 30-year segments of the reconstructed wave field are lower than the trend in the observations during 1980–2009. The NAO index does not change significantly in 21st century projections from CMIP5 climate models under scenario RCP85, and thus no NAO-related changes are expected in the mean and extreme wave fields of the Norwegian Sea.

Wave height analysis from 10 years of observations in the Norwegian Sea

Large waves pose risks to ships, offshore structures, coastal infrastructure and ecosystems. This paper analyses 10 years of in-situ measurements of significant wave height (Hs) and maximum wave height (Hmax) from the ocean weather ship Polarfront in the Norwegian Sea. During the period 2000 to 2009, surface elevation was recorded every 0.59 s during sampling periods of 30 min. The Hmax observations scale linearly with Hs on average. A widely-used empirical Weibull distribution is found to estimate average values of Hmax/Hs and Hmax better than a Rayleigh distribution, but tends to underestimate both for all but the smallest waves. In this paper we propose a modified Rayleigh distribution which compensates for the heterogeneity of the observed dataset: the distribution is fitted to the whole dataset and improves the estimate of the largest waves. Over the 10-year period, the Weibull distribution approximates the observed Hs and Hmax well, and an exponential function can be used to predict the probability distribution function of the ratio Hmax/Hs. However, the Weibull distribution tends to underestimate the occurrence of extremely large values of Hs and Hmax. The persistence of Hs and Hmax in winter is also examined. Wave fields with Hs>12 m and Hmax>16 m do not last longer than 3 h. Low-to-moderate wave heights that persist for more than 12 h dominate the relationship of the wave field with the winter NAO index over 2000–2009. In contrast, the inter-annual variability of wave fields with Hs>5.5 m or Hmax>8.5 m and wave fields persisting over ~2.5 days is not associated with the winter NAO index.

Drawing lines in the sea : the laws that govern traffic on the world’s oceans can be as difficult to shape as water

Since World War II, however, the term has increasingly referred to law enforcement operations, as a means to enforce trade sanctions, to prevent the movement of weapons of mass destruction (WMDs), and particularly in the Caribbean Sea, to prevent the smuggling of illicit drugs. Such ambiguity should allow flexibility when deciding whom should be targeted, as well as allowing states with veto powers in the UN Security Council, which may legitimately ship nuclear weapons and materials, to avoid being targeted as long as they do not export WMDs to rogue states or non-state groups or individuals.2 The ISPS Code was created under the auspices of the International Maritime Organization (IMO) and is part of the 1974 Safety of Life at Sea Convention (SOLAS) concerning the safety of merchant ships.

Maritime archaeology and trans-oceanic trade : a case study of the Oranjemund Shipwreck Cargo, Namibia

Routine sand dredging for alluvial diamonds at Oranjemund on the southern coast of Namibia exposed remnants of a long forgotten Portuguese merchant ship believed to have wrecked in the 1530s. The rescue excavations yielded over 40 tons of cargo consisting of thousands of gold and silver coins, tons of copper and lead ingots, and large quantities of ivory together with food refuse, part of personal possessions and the superstructure of the ship. This paper discusses the cargo from the shipwreck. The varying provenances show that overland inter-and intra-regional networks fed into the maritime trade between Europe and the Indian sub-continent. As such, the wreck is a lens through which we can view what was happening on the seas as well as on land. Finally we consider wider issues raised by this discovery relating to the protection and management of such material wherever it may be found in future.