Effects of vessel traffic on relative abundance and behaviour of cetaceans : the case of the bottlenose dolphins in the Archipelago de La Maddalena, north-western Mediterranean sea

Acknowledgements This study was part of the Tursiops Project of the Dolphin Research Centre of Caprera, La Maddalena. Financial and logistical support was provided by the Centro Turistico Studentesco (CTS) and by the National Park of the Archipelago de La Maddalena. We thank the Natural Reserve of Bocche di Bonifacio for the support provided during data collection. The authors thank the numerous volunteers of the Caprera Dolphin Research Centre and especially Marco Ferraro, Mirko Ugo, Angela Pira and Maurizio Piras whose assistance during field observation and skills as a boat driver were invaluable.

Web de control de tráfico marítimo

El proyecto Web de Control de Tráfico Marítimo (WCTM) un proyecto Web que va a gestionar información útil para el Control del Tráfico Marítimo de una determinada zona del mundo. Usa el concepto de arquitectura SOA, una arquitectura que se basa en los servicios Web, proporciona en tiempo real información sobre los buques usando los mapas de Google.

Traffic law and procedure ...

Reprinted from a series of articles published serially in Traffic world from Oct., 1942 to Sept., 1944. cf. Publisher's note, v.3.

Traffic world.

Issued in two sections, 19 -12: News section and Tariff section.

Development and validation of the Multiple Remote Tower (MRT) for remote air traffic control

The symbol in air traffic control (ATC), essentially unchanged since the beginning of commercial air traffic early last century, is the characteristic control tower with its large, tilted windows, situated at an exposed location, and rising high above the airport. “Remote Tower” is changing the provision of Air Traffic Services (ATS) in a way that it is more service tailored, dynamically located and available when and where needed, enabled by digital solutions replacing the physical presence of controllers and control towers at aerodromes with a remotely provided Air Traffic Service for Multiple Aerodromes. The paper examines this phenomenon that will mark an epochal change, analysing the experiments and validations carried out in the last years.

A new model for EEZ surveillance and management in Portugal

Management Information Systems 2000, p. 103-111

Roadway Alignments as Assets: Evaluating Alternatives for Valuing Major Highway Corridor Rights of Way Final Report December 2010 Sponsored

In most highway asset management exercises, real estate used in alignments is considered to be an asset class that does not depreciate. Although the treatment of right of way assets as non-depreciable real property may be appropriate as an accounting exercise, the fact is that the real estate contained in transportation corridors can in fact lose value from a traffic service point of view. Such facilities become functionally obsolete in that they no longer serve the purpose that was intended when they were planned, designed, and built. This report is intended to begin a discussion of the topic of how highway alignments ought be valued as assets as opposed to how they generally are valued, at either book value or replacement value, given it can be shown that some highway alignments do in fact depreciate in value.

Corridor Management Pilot Projects, 2004

Managing existing and newly constructed highway corridors has recently become a significant concern in many states, including Iowa. As urban land and land on the urban fringe develops, there is pressure to add features such as commercial driveways, at-grade public road intersections, and traffic signals to arterial highway routes that should primarily serve high-speed traffic. This diminishes the speed and traffic capacity of such roadways and can also cause significant safety issues. if mobility and safety are diminished, the value of the highway investment is diminished. Since a major highway corridor improvement may cost tens of millions of dollars or more, corridor management is as critical to preserving that investment as is more "hard side" management practices such as pavement or bridge management. Corridor management is a process that applies access management principles to highway corridors in an attempt to balance the competing needs of traffic service, safety, and support for land development. This project helped to identify routes that should be given high priority for corridor management. The pilot study in the form of two corridor management case studies provides an analytical process that can be replicated along the other Iowa commuting corridors using commonly available transportation and land use data resources. It also offers a general set of guidelines for the Iowa Department of Transportation to use in the development of its own comprehensive corridor management program.

Strategisen tuotteen materiaalitoimittajan valintaprosessi

Työn tavoitteena on esittää strategisen tuotteen toimittajan valintaprosessi. Tavoitteena on esittää valintaprosessin eri vaiheet ja niissä huomioitavat asiat sekä eri vaiheisiin sovellettavia menetelmiä ja työkaluja.Valintaprosessi alkaa tarpeen määrittämisellä, joka käsittää sekä tuotteen ominaisuuksien että toimittajasuhteen kuvaamisen. Strategisten tuotteiden kohdalla tavoitteena on useimmiten pitkäaikainen yhteistyömuoto valitun toimittajan kanssa. Tarpeen määrittämisen jälkeen etsitään eri lähteistä, kuten erilaisista kaupallisista hakemistoista, internetistä, ammattijulkaisuista sekä henkilökohtaisten kontaktien avulla, potentiaalisia toimittajia, joista luodaan ehdokaslista. Seuraavana on vuorossa sovellettavien valintakriteerien määrittäminen. Tyypillisesti tarkastellaan ainakin toimittajan taloudellista tilannetta, laatua, tuotantoa, kuljetusta, palvelua ja raportointia ja tiedonvälitystä. Tämän jälkeen suoritetaan ensimmäinen seulonta, jossa karsitaan epäsopivimmat ehdokkaat pois prosessin jatkovaiheista. Tarvittavia tietoja voidaan hankkia kirjallisten kyselyiden sekä puhelin- ja henkilöhaastatteluiden avulla. Yksityiskohtaisessa arvioinnissa suoritetaan perusteellinen toimittajien vertailu aikaisemmin valittujen valintakriteerien mukaan. Toimittajan yksityiskohtaiseen arviointiin on tarjolla erilaisia menetelmiä, kuten luokiteltu arviointi, painotettu pistearviointi ja kustannussuhdearviointi. Neuvotteluihin valitaan tyypillisesti muutama sopivin toimittaja ja neuvotteluiden jälkeen on pystyttävä valitsemaan sopivin toimittaja tai vaihtoehtoisesti pari toimittajaa, joiden kesken sopimus jaetaan.

Survey of transportation of liquid bulk chemicals in the Baltic Sea

This study is made as a part of the Chembaltic (Risks of Maritime Transportation of Chemicals in Baltic Sea) project which gathers information on the chemicals transported in the Baltic Sea. The purpose of this study is to provide an overview of handling volumes of liquid bulk chemicals (including liquefied gases) in the Baltic Sea ports and to find out what the most transported liquid bulk chemicals in the Baltic Sea are. Oil and oil products are also viewed in this study but only in a general level. Oils and oil products may also include chemical-related substances (e.g. certain bio-fuels which belong to MARPOL annex II category) in some cargo statistics. Chemicals in packaged form are excluded from the study. Most of the facts about the transport volumes of chemicals presented in this study are based on secondary written sources of Scandinavian, Russian, Baltic and international origin. Furthermore, statistical sources, academic journals, periodicals, newspapers and in later years also different homepages on the Internet have been used as sources of information. Chemical handling volumes in Finnish ports were examined in more detail by using a nationwide vessel traffic system called PortNet. Many previous studies have shown that the Baltic Sea ports are annually handling more than 11 million tonnes of liquid chemicals transported in bulk. Based on this study, it appears that the number may be even higher. The liquid bulk chemicals account for approximately 4 % of the total amount of liquid bulk cargoes handled in the Baltic Sea ports. Most of the liquid bulk chemicals are handled in Finnish and Swedish ports and their proportion of all liquid chemicals handled in the Baltic Sea is altogether over 50 %. The most handled chemicals in the Baltic Sea ports are methanol, sodium hydroxide solution, ammonia, sulphuric and phosphoric acid, pentanes, aromatic free solvents, xylenes, methyl tert-butyl ether (MTBE) and ethanol and ethanol solutions. All of these chemicals are handled at least hundred thousand tonnes or some of them even over 1 million tonnes per year, but since chemical-specific data from all the Baltic Sea countries is not available, the exact tonnages could not be calculated in this study. In addition to these above-mentioned chemicals, there are also other high volume chemicals handled in the Baltic Sea ports (e.g. ethylene, propane and butane) but exact tonnes are missing. Furthermore, high amounts of liquid fertilisers, such as solution of urea and ammonium nitrate in water, are transported in the Baltic Sea. The results of the study can be considered indicative. Updated information about transported chemicals in the Baltic Sea is the first step in the risk assessment of the chemicals. The chemical-specific transportation data help to target hazard or e.g. grounding/collision risk evaluations to chemicals that are handled most or have significant environmental hazard potential. Data gathered in this study will be used as background information in later stages of the Chembaltic project when the risks of the chemicals transported in the Baltic Sea are assessed to highlight the chemicals that require special attention from an environmental point of view in potential marine accident situations in the Baltic Sea area.

La chaîne de responsabilité de la sécurité maritime

"Mémoire présenté à la faculté des études supérieures en vue de l'obtention du grade de maître en droit (LL.M.)". Ce mémoire a été accepté à l'unanimité et classé parmi les 15% des mémoires de la discipline.

Évaluation de l’effet des vagues de bateau sur les conditions hydrauliques près des berges en milieu fluvial

Les vagues de bateau ajoutent une pression supplémentaire sur les berges de rivières et doivent être considérées dans les modèles de prédiction des taux de recul des berges. L’objectif de cette étude est d’examiner le rôle des vagues de bateau sur l’écoulement et le transport en suspension le long des berges en milieu fluvial. Pour atteindre cet objectif, nous utilisons un transect perpendiculaire à la berge de quatre courantomètres électromagnétiques (ECMs) mesurant deux dimensions de l’écoulement et deux turbidimètres (OBSs) placés dos à dos, orientés vers la berge et le large pour mesurer les conditions moyennes et turbulentes de l’écoulement longitudinal et vertical ainsi que les flux de sédiments en suspension provoqués par les vagues. Une chaloupe à moteur de 16 pieds, équipée d’un moteur 40 hp, a été utilisée afin de générer des vagues. Nous avons mesuré l’effet de trois distances à partir de la berge (5, 10, 15 m) et trois vitesses de bateau (5, 15 et 25 km/h) et cinq répliques de chaque combinaison de distance et de vitesse ont été réalisées, totalisant 45 passages. Nous avons caractérisé la variabilité des conditions d’écoulement, de vagues et de transport de sédiments et nous avons réalisé des analyses spectrales afin de séparer les portions oscillatoire et turbulente de l’écoulement généré par les vagues de bateau. L’effet de la distance et de la vitesse du bateau sur le transport de sédiments est non-linéaire et la réponse sédimentaire induite par les passages de bateau montre une variabilité importante entre les répliques et les deux sondes OBS, ce qui suggère un changement morphologique induit par les vagues de bateau. Les corrélations entre les variables d’écoulement et de transport montrent l’importance des relations entre le cisaillement et la puissance de la portion turbulente de l’écoulement avec le transport de sédiments. Cette étude a permis de quantifier les relations entre la dynamique des vagues et les flux de concentrations de sédiments en suspension, ce qui représente une contribution importante au développement de mesures de mitigation dans les environnements fluviaux où les berges sont fragilisées par le trafic plaisancier.

Aviation solutions

Overview Some of the Challenges - Future Technology - Capacity - Safety Working with Airports, Air Traffic Service Providers and Airlines The Role of the Regulator Air Traffic Service Providers

Estimativa populacional e uso do hábitat do boto-cinza (Sotalia guianensis) no litoral sul do Rio Grande do Norte

Four areas are known as of frequent usage by Guiana dolphins (Sotalia guianensis) in the south coast of Rio Grande do Norte state, northeast Brazil: Tabatinga, Pipa, Lagoa de Guaraíras and Baia Formosa. This extension of 40 km of shoreline is under increasing anthropogenic impacts due to continuous development of the coastal areas and vessel traffic. The objective of this study was to investigate aspects of population biology and habitat use of the population of Sotalia guianensis in the south coast of Rio Grande do Norte. It was applied the photo-identification technique and posterior methods of capture-recapture for population estimation (POPAN extension in MARK). The distribution, movement and site fidelity of the dolphins were analyzed trough the geographic information system (GIS) and group characteristics and behavior trough non-parametric statistics. Field work was conducted on board a 10m motor vessel from March 2008 to March 2009. Photo-identification effort was 329h with 113h of direct observation of the dolphins. The population estimatives for each area: Tabatinga: 75 (63-92); Pipa 105 (88-129); Lagoa de Guaraíras: 27 (18-54) e Baia Formosa: 112 (89-129) individuals. Total population estimative was: 223 (192 a 297). High site fidelity was detected for only part of the population (<15%) as low site fidelity and transients individuals were also detected (>20%). It was observed frequent movements between Tabatinga, Lagoa de Guaraíras and Pipa, but not Baía Formosa. This suggests a division in two communities along this shore extension: one in Pipa and other in Baía Formosa. Group size was small, most groups with up to 10 dolphins. The areas were use intensively, only in Lagoa de Guaraíras dolphins were not seen in all field trips. Lagoa de Guaraíras is an area used by small groups exclusively for foraging. In Tabatinga and Pipa dolphins concentrated close to the shore, in the inner sector of the area and the main activity is also foraging. Significant larger groups were seen in socializing behavior but there was no difference in group size between the inner and external sectors of the area. The presence of calves and juveniles were significant greater in the inner areas of Tabatinga and Pipa, confirming the hypothesis that these beaches are also used for parental care. In Baia Formosa dolphins concentrated in the outer sector and foraging was also predominant. Significant larger groups were seen in the outer sector, mainly engaged in mixed behaviors of travel/foraging, possibly in some kind of group foraging. Calves and juveniles were significant more present in the outer sector where group size was also larger. In general there was no difference in area usage and period of the day. Sotalia guianensis has characteristics that make the species vulnerable to human activities such as small population concentrated in patches of suitable habitats restrict to coastal areas. We hope that this study bring new information for the species and help for the adequate management of the area in order to assure the presence of the dolphins as well as its behavior pattern and gene flow betweencommunities.

Digest of selected cases on interstate commerce regulation; summary of significant decisions of the Interstate Commerce Commission and courts in transportation cases.

"A revision of the 1958 edition."