Local Shipping Research Articles

Measurement and Modeling of Ship-Related Ultrafine Particles and Secondary Organic Aerosols in a Mediterranean Port City.

Maritime transport emerges as a major source of ultrafine particle (UFP) pollution in coastal regions with consequences for the health of people living in port cities. Inhalation of UFPs can cause inflammation and oxidative stress, which are starting points for further diseases. In addition to primary particles, secondary organic aerosol (SOA) may form through the photo-oxidation of volatile organic compounds emitted in ship exhaust. The characterization of size-segregated and chemical properties of particles is essential for assessing the health implications related to shipping. We applied a coupled regional-local chemistry transport modeling system to study the effects of ship emissions on atmospheric concentrations of UFP and SOA in the Mediterranean port city Marseille (France), which is characterized by the combination of high port activity, industrialized emissions, and active photochemistry in summer. Our results show that the average potential impact from local shipping in the port area was 6-9% for SOA and 27-51% for total particle number concentration in July 2020. The estimated oxidative potential of daily mean particulate organic matter related to shipping was lower than the oxidative potential reported for heavy fuel oil (HFO). The lower oxidative potential in this study is very likely due to the low share of ships using HFO during stopover.

Distribution and main sources of oil spills in the Persian Gulf based on satellite monitoring with synthetic aperture radar

ABSTRACT The Persian Gulf is characterized by a huge number of offshore oil and gas platforms, large number of many oil terminals, and busy shipping lines for supporting oil transportation. In this regard, developing various methods for assessing the oil pollution of the Gulf, including remote sensing, is extremely important. For the first time, synthetic aperture radar (SAR) images of the European Sentinel-1A and Sentinel-1B satellites were used routinely to monitor the entire Gulf in 2017–2019. To effectively analyse the SAR images and their detected dark patches, a monitoring method based on manual detection and all contextual information available using web-GIS approach, was used. This involved the creation of a dedicated geoportal with oceanographic, physical – geographical, industrial and navigational information on the water basin, including the offshore oil and gas infrastructure. Using this approach, as well as data from automatic ship identification system, most oil spills were detected, recognized and mapped. The summary oil spill distribution maps and main statistical results of the monitoring are presented and discussed. It is shown that the main sources of oil pollution in the Persian Gulf (oil slicks/spills from 0.5 to about 700 km2) are (in decreasing order) oil production, oil transportation, and local shipping.

The Impact of Distance in Retail Markets

We examine the demand-side implications of Amazon's distribution and logistics investments. Our results indicate that online demand–transactions at Amazon and its competitors–does not respond to the consumer's proximity to Amazon's upstream fulfillment distribution facilities, suggesting that their densification did not differentially improve local shipping times and on-time delivery. Instead, we find that investments in last-mile delivery facilities and services allow the company to improve shipping times more directly in the urban markets served by these facilities, simultaneously increasing demand through the rollout of same-day service options and reducing the visits to traditional brick-and-mortar retail.

Creating Exciting Content: A Descriptive Study of Pixbox's Digital Marketing Strategies on Social Media

Many companies have adapted their marketing strategies to focus on digital media to overcome the limitations of face-to-face communication. Pixbox, an Indonesian local shipping company, has created brand awareness through digital marketing, including social media platforms, to attract customers and promote their services. This study aims to determine how the Pixbox creative team creates digital marketing content on social media. The research used a descriptive qualitative approach, collecting data through interviews and analyzing them using qualitative methods. The study focused on the Pixbox marketing content creator team and their social media activities, using purposive sampling to select participants and qualitative data analysis techniques to analyze the data. This study indicated that in creating exciting content, the content creator team of Pixbox carried out three stages, namely the pre-production stage, trying to plan content by thinking about how the purpose of the content will be, the production stage as a stage of content creation strategy as well as publishing it. The post-production stage, as the content evaluation stage, shows that the achievement of content creation on social media has an impact on increasing Pixbox brand awareness/customers, which is targeted at young entrepreneurs. Pixbox’s content creator team creates exciting marketing content in three stages: pre-production, production, and post-production, successfully increasing brand awareness and customer orders. Suggestions for improvement include better planning and research in the pre-production stage, exploring other social media platforms, and constantly evaluating content creation.

Polycyclic aromatic hydrocarbons in coarse particles (PM10) over the coastal urban region in Poland: Distribution, source analysis and human health risk implications

In this study, the results of PM10-bound PAH measurements were subjected to positive matrix factorization (PMF) approach and diagnostic ratios to investigate their levels, seasonal variability, impact of primary anthropogenic sources, and human health risk via the inhalation route. Daily ground-based observations were carried out at a representative coastal site in Gdynia (northern Poland), from April to December 2019. The concentrations of Σ13PAHs in PM10 varied between 0.45 ng m−3 and 54.02 ng m−3, with a mean of 5.22 ± 8.67 ng m−3. A clear seasonality and distribution profiles of PM10-bound PAHs were observed as a result of local/remote sources and meteorological conditions. The highest Σ13PAH concentration was found in December (18.56 ± 16.45 ng m−3) and the lowest values were observed between June and September (3.89 ± 0.52 ng m−3). The PMF-based analysis revealed five factors, suggesting the importance of primary anthropogenic sources of PAHs, i.e. coal combustion, biomass burning, gasoline/diesel vehicles, industrial and shipping activities as well as natural gas combustion. In summer, PAH levels were mostly controlled by local shipping emissions as well as traffic-related and non-combustion sources such as photochemical decomposition. The winter PAH maxima were attributed to a strong increase in residential coal combustion. A Spearman's rank correlation and multilinear regression analysis showed that ambient temperature and NO× had a significant impact on intra-annual variability in PM10-bound PAH transformation in this region. PAH congeners in coarse-size fraction were positively correlated with SO2, indicating their shared anthropogenic sources. The annual mean of epidemiologically based ILCR value was 6.6 × 10−5. This work indicates a potential carcinogenic risk for the local population and a significant difference in BaPeq levels between the individual seasons in this region.

Impact of shipping emissions on air pollution and pollutant deposition over the Barents Sea

Arctic warming leading to reduced summertime sea-ice is likely to lead to increased local shipping especially along the Northeast Passage near the northern coasts of Norway and Russia, which are shorter than the traditional southerly routes. Here, the regional chemistry-transport model WRF-Chem is used to examine the effects of shipping emissions on levels of air pollutants and deposition fluxes over the Barents Sea both for present-day and future conditions, based on a high growth scenario. Present-day shipping emissions are found to have already substantial effects on ozone concentrations, but limited effects on sulphate and nitrate aerosols. Predicted future changes in ozone are also important, particularly in regions with low nitrogen oxide concentrations, and results are sensitive to the way in which diversion shipping is distributed due to non-linear effects on photochemical ozone production. Whilst modest future increases in sulphate and nitrate aerosols are predicted, large enhancements in dry deposition of sulphur dioxide and wet deposition of nitrogen compounds to the Barents Sea are predicted. Such levels of future nitrogen deposition would represent a significant atmospheric source of oceanic nitrogen affecting sensitive marine ecosystems.

Tagging ocean soundscapes with machine learning and topological approaches

With a multitude of sources simultaneously contributing to the ambient ocean soundscape, it is important to disaggregate noise source contributions for better monitoring and assessing noise impacts. Our work adopts a modular set of neural networks and topological pipelines to analyze multiple representations of time-series samples of the ambient ocean noise. Specifically, a convolutional neural network (CNN) is used to broadly tag the presence of local shipping and marine mammal vocalizations from spectrogram representations. Multiple approaches are investigated using topological data analysis to predict a class label of the ship hull type or specific marine mammal species using the audio data as input. The datasets used in training, testing, and validation comprise hydrophone recordings across varying sensors and ocean environments to address the wide variation in ambient background noise and propagation paths. Algorithm performance is characterized by classification accuracy on labeled data. This approach demonstrates a generalized tagging cabilitility of the presence of marine mammals and local shipping activity.

Metal Contamination of Oman Sea Seaweed and Its Associated Public Health Risks.

Oman Sea region is a major gateway for international and local shipping. Metal pollution of aquatic environment is primarily caused by such shipping and industrial activities. Agricultural runoffs are also of concern. Seaweed contamination with heavy metals in this area is therefore a distinct possibility. We examined seaweed of Oman Sea for heavy metal content and potential risk of its consumption to the public. During winter of 2019, water, sediment, and seaweed were collected along twelve stations on the coast of Oman Sea. Triplicates of each sample were analyzed for metal content by atomic absorption spectroscopy. Biomarkers of metals in seaweed (metallothionein and phytochelatin) were also analyzed. A significant positive correlation exists among levels of Zn, Ni, Pb, Cr, Cu, and Fe in water, sediment, and seaweed (P < 0.05). Cadmium correlations were weak. The highest levels of metallothionein and phytochelatin were found in brown and red seaweed (118.6µg/g wet weight, 16.4 amol/cell; 111.4µg/g ww, 12.1 amol/cell), respectively. For nickel and lead, human consumption of red, brown, and green seaweed was associated with "some health hazard," with a target hazard quotient of > 1. We conclude that concerns over heavy metal contamination of some parts of Oman Sea are valid, and we invite policy makers to implement measures for protection of public and environment from metal toxic effects in the region.

Long-term noise interferometry analysis in the northeast Pacific Ocean

Noise interferometry is the method of passively estimating acoustic propagation using ambient sound. It has been used for long-term ocean monitoring applications such as tomography, thermometry, and measuring flow velocity. Using noise interferometry, the time domain Greene’s function (TDGF) between two locations can be estimated. In this talk, we use 6 years (2015–2020) of acoustic data recorded by two hydrophones in the northeast Pacific Ocean to analyze the long-term TDGF. The hydrophones are deployed at the Cabled Array which is maintained by the Ocean Observatories Initiative (OOI). They are separated by 3.2 km, located on the ocean floor at a depth of 1500 m, and have a sampling rate of 200 Hz. We calculate the signal-to-noise ratio (SNR) of the TDGF estimate for different propagation paths and study how it varies for different average times, local shipping densities, and oceanographic variables such as sound speed. [Work supported by ONR.]

The Improvement of Local Shipping Safety in Makassar

Traditional Shipping is a traditional business of the people and has its own characteristics to carry out transportation in waters using sailing ships including Pinisi, Motorized Sailing Ships, and/or simple motorized boats of a certain size. Accidents in people's voyages still often occur in the waters of Makassar City. This study aims to analyze the improvement of local shipping safety in Makassar. This research is a qualitative descriptive method using SWOT analysis. The results of this study show 1). Seaworthiness Conditions of Traditional Ships regarding the implementation of procedures, information on weather conditions, seaworthiness conditions were in the very good category 53.3% and good category by 46.7%. 2). safety management and supervision of sea transportation in Makassar City have performed in accordance with applicable regulations and procedures so that the services provided in the excellent category were 50.0%, in the good category at 46.7%, and in the poor category 3.3%. 3). Plans to reduce shipping accidents in Makassar, namely the establishment of the Syandu Program (Syahbandar Education) program and conducting field supervision on 1x vessels are in a good category at 60.0% and in the very good category at 40.0%

The impact of ship emissions on air quality and human health in the Gothenburg area – Part II: Scenarios for 2040

Abstract. Shipping is an important source of air pollutants, from the global to the local scale. Ships emit substantial amounts of sulfur dioxides, nitrogen dioxides, and particulate matter in the vicinity of coasts, threatening the health of the coastal population, especially in harbour cities. Reductions in emissions due to shipping have been targeted by several regulations. Nevertheless, effects of these regulations come into force with temporal delays, global ship traffic is expected to grow in the future, and other land-based anthropogenic emissions might decrease. Thus, it is necessary to investigate combined impacts to identify the impact of shipping activities on air quality, population exposure, and health effects in the future. We investigated the future effect of shipping emissions on air quality and related health effects considering different scenarios of the development of shipping under current regional trends of economic growth and already decided regulations in the Gothenburg urban area in 2040. Additionally, we investigated the impact of a large-scale implementation of shore electricity in the Port of Gothenburg. For this purpose, we established a one-way nested chemistry transport modelling (CTM) system from the global to the urban scale, to calculate pollutant concentrations, population-weighted concentrations, and health effects related to NO2, PM2.5, and O3. The simulated concentrations of NO2 and PM2.5 in future scenarios for the year 2040 are in general very low with up to 4 ppb for NO2 and up to 3.5 µg m−3 PM2.5 in the urban areas which are not close to the port area. From 2012 the simulated overall exposure to PM2.5 decreased by approximately 30 % in simulated future scenarios; for NO2 the decrease was over 60 %. The simulated concentrations of O3 increased from the year 2012 to 2040 by about 20 %. In general, the contributions of local shipping emissions in 2040 focus on the harbour area but to some extent also influence the rest of the city domain. The simulated impact of onshore electricity implementation for shipping in 2040 shows reductions for NO2 in the port of up to 30 %, while increasing O3 of up to 3 %. Implementation of onshore electricity for ships at berth leads to additional local reduction potentials of up to 3 % for PM2.5 and 12 % for SO2 in the port area. All future scenarios show substantial decreases in population-weighted exposure and health-effect impacts.

The impact of ship emissions on air quality and human health in the Gothenburg area – Part 1: 2012 emissions

Abstract. Ship emissions in and around ports are of interest for urban air quality management in many harbour cities. We investigated the impact of regional and local ship emissions on urban air quality for 2012 conditions in the city of Gothenburg, Sweden, the largest cargo port in Scandinavia. In order to assess the effects of ship emissions, a coupled regional- and local-scale model system has been set up using ship emissions in the Baltic Sea and the North Sea as well as in and around the port of Gothenburg. Ship emissions were calculated with the Ship Traffic Emission Assessment Model (STEAM), taking into account individual vessel characteristics and vessel activity data. The calculated contributions from local and regional shipping to local air pollution in Gothenburg were found to be substantial, especially in areas around the city ports. The relative contribution from local shipping to annual mean NO2 concentrations was 14 % as the model domain average, while the relative contribution from regional shipping in the North Sea and the Baltic Sea was 26 %. In an area close to the city terminals, the contribution of NO2 from local shipping (33 %) was higher than that of road traffic (28 %), which indicates the importance of controlling local shipping emissions. Local shipping emissions of NOx led to a decrease in the summer mean O3 levels in the city by 0.5 ppb (∼2 %) on average. Regional shipping led to a slight increase in O3 concentrations; however, the overall effect of regional and the local shipping together was a small decrease in the summer mean O3 concentrations in the city. In addition, volatile organic compound (VOC) emissions from local shipping compensate up to 4 ppb of the decrease in summer O3 concentrations due to the NO titration effect. For particulate matter with a median aerodynamic diameter less than or equal to 2.5 µm (PM2.5), local ship emissions contributed only 3 % to the annual mean in the model domain, while regional shipping under 2012 conditions was a larger contributor, with an annual mean contribution of 11 % of the city domain average. Based on the modelled local and regional shipping contributions, the health effects of PM2.5, NO2 and ozone were assessed using the ALPHA-RiskPoll (ARP) model. An effect of the shipping-associated PM2.5 exposure in the modelled area was a mean decrease in the life expectancy by 0.015 years per person. The relative contribution of local shipping to the impact of total PM2.5 was 2.2 %, which can be compared to the 5.3 % contribution from local road traffic. The relative contribution of the regional shipping was 10.3 %. The mortalities due to the exposure to NO2 associated with shipping were calculated to be 2.6 premature deaths yr−1. The relative contribution of local and regional shipping to the total exposure to NO2 in the reference simulation was 14 % and 21 %, respectively. The shipping-related ozone exposures were due to the NO titration effect leading to a negative number of premature deaths. Our study shows that overall health impacts of regional shipping can be more significant than those of local shipping, emphasizing that abatement policy options on city-scale air pollution require close cooperation across governance levels. Our findings indicate that the strengthened Sulphur Emission Control Areas (SECAs) fuel sulphur limit from 1 % to 0.1 % in 2015, leading to a strong decrease in the formation of secondary particulate matter on a regional scale was an important step in improving the air quality in the city.

Growth Machine Up-links and the Manufacture of Flood Risk in Mid-twentieth Century New Orleans

Environmentally destructive megaprojects, which substantially shift the topography and hydrology of the ecosystems in which they are embedded in ways that potentially exacerbate preexisting disaster risks, are created through a combination of lobbying by municipal growth machines and applications of higher level state authority, resources, and control. New Orleans’ manufactured hurricane storm surge risk provides a crucial case study of this dynamic. After Hurricane Katrina, forensic engineers found that the proximate cause of the New Orleans flood was the levee and floodwall failures along the city’s shipping and drainage canals, but this disaster cannot be fully understood without an examination of the city’s mid-twentieth century political economy, particular regarding the power of the local shipping industry and its up-links to entities in the federal government. During this time period, local New Orleans elites were able to take advantage of the two world wars and postwar economic expansion to dramatically enlarge the city’s shipping canal system with massive funding and expertise from the Maritime Commission and the Corps of Engineers, massively amplifying the city’s flood risk in ways that ultimately led to the Katrina catastrophe.

La organización del transporte marítimo en la Valencia de la primera mitad del siglo XV

Le développement du commerce du bas moyen âge supposa la diffusion des progrès techniques dans le cadre du transport maritime. Valencie, un marché en expansion à cette époque, subit aussi des transformations fondamentales. Néanmoins, l'analyse des structures et des attitudes des compagnies marchandes oblige à nuancer ces transformations. La prééminence d'un faible financement des affaires et d'une stratégie fragmentaire des activités, se combina avec la prédominance d'une navigation de cabotage, posée, conditionnée par un très grand nombre d'échelles et l'augmentation des transactions.

Logistical aspects when coping with non-pandemic biological terror attack

Purpose This paper aims to examine the time it would take to provide medical prophylaxis for a large urban population in the wake of an airborne anthrax attack and the effect that various parameters have on the total logistical time. Design/methodology/approach A mathematical model that evaluates key parameters and suggests alternatives for improvement is formulated. The objective of the model is to minimize the total logistical time required for prophylaxis by balancing three cycles as follows: the loading cycle, the shipping cycle and the service cycle. Findings Applying the model to two representative cases reveals the effect of various parameters on the process. For example, the number of distribution centers and the number of servers in each center are key parameters, whereas the number of central depots and the local shipping method is less important. Research limitations/implications Various psychological factors such as mass panic are not included in the model. Originality/value There are few papers analyzing the logistical response to an anthrax attack, and most focus mainly on the strategic level. The study deals with the tactical logistical level. The authors focus on the distribution process of prophylaxis and other medical supplies during the crisis, analyze it and identify the parameters that influence the time between the detection of the attack and the provision of effective medical treatment to the exposed population.

Urban population exposure to NO&amp;lt;sub&amp;gt;&amp;lt;i&amp;gt;x&amp;lt;/i&amp;gt;&amp;lt;/sub&amp;gt; emissions from local shipping in three Baltic Sea harbour cities – a generic approach

Abstract. Ship emissions in ports can have a significant impact on local air quality (AQ), population exposure and therefore human health in harbour cities. We determined the impact of shipping emissions in harbours on local AQ and population exposure in the Baltic Sea harbour cities Rostock (Germany), Riga (Latvia) and the urban agglomeration of Gdańsk–Gdynia (Poland) for 2012. An urban AQ study was performed using a global-to-local chemistry transport model chain with the EPISODE-CityChem model for the urban scale. We simulated NO2, O3 and PM concentrations in 2012 with the aim of determining the impact of local shipping activities on population exposure in Baltic Sea harbour cities. Based on simulated concentrations, dynamic population exposure to outdoor NO2 concentrations for all urban domains was calculated. We developed and used a novel generic approach to model dynamic population activity in different microenvironments based on publicly available data. The results of the new approach are hourly microenvironment-specific population grids with a spatial resolution of 100 m × 100 m. We multiplied these grids with surface pollutant concentration fields of the same resolution to calculate total population exposure. We found that the local shipping impact on NO2 concentrations is significant, contributing 22 %, 11 % and 16 % to the total annually averaged grid mean concentration for Rostock, Riga and Gdańsk–Gdynia, respectively. For PM2.5, the contribution of shipping is substantially lower, at 1 %–3 %. When it comes to microenvironment-specific exposure to annual NO2, the highest exposure to NO2 from all emission sources was found in the home environment (54 %–59 %). Emissions from shipping have a high impact on NO2 exposure in the port area (50 %–80 %), while the influence in home, work and other environments is lower on average (3 %–14 %) but still has high impacts close to the port areas and downwind of them. Besides this, the newly developed generic approach allows for dynamic population-weighted outdoor exposure calculations in European cities without the necessity of individually measured data or large-scale surveys on population data.

The identification of global strategic shipping pivots and their spatial patterns

In concert with developments in global trade and energy resource transportation, there has been a marked increase in reliance on overseas shipping. Unimpeded marine transportation has therefore become a key issue which influences national maritime interests including the security of trade and energy resources. A strategic shipping pivot thus performs a vital controlling function for global shipping networks. In this study strategic shipping pivots are defined and subdivided into sea hubs, channels and areas. We then develop a model to identify strategic shipping pivots on a global scale. The results show that, depending on differences in location, function, and type, the concept of strategic shipping pivot permits the identification of both spatial and structural differentiation with respect to strategic hubs, corridors, and seas. Now 44 strategic hubs have formed across the globe. These hubs have become the control centers of local shipping network organization. At the same time, seven strategic corridors containing most shipping routes and transportation capacity connect important sea areas, and permit a high-degree of control over the transport of strategic materials. The strategic seas, the Caribbean, the Mediterranean, Southeast Asia, and the Pacific provide vital import and export pathways, so that the formation of strategic shipping pivots is mainly influenced by factors such as physical geographical conditions, the spatial distribution of socio-economic activities, business organization, technical progress, geopolitical patterns and geopolitical disputes. Physical geographical conditions provide the potential foundations for strategic shipping pivots, while the spatial distribution of socio-economic activities and communications determine the strategic value of these points. Finally, business organization, technical progress, and geopolitical disputes all function to strengthen the strategic mechanisms and the mutagenicity of strategic shipping pivots.

Nonnative Species in British Columbia Eelgrass Beds Spread via Shellfish Aquaculture and Stay for the Mild Climate

Nonnative species cause economic and ecological impacts in habitats they invade, but there is little information on how they spread and become abundant. This is especially true for nonnative species in native Zostera marina eelgrass beds in coastal British Columbia, Canada, which play a vital role in estuarine ecosystems. We tested how nonnative species richness and abundance were related to both arrival vectors and environmental factors in northeast Pacific eelgrass. Using correlation tests and generalized linear models, we examined how nonnative macroinvertebrates (benthic, epifaunal, and large mobile) and some algae species were related to arrival vectors (shipping and aquaculture) and environmental factors (climate variables, human population density, and native richness and abundance). We found 12 nonnative species, 50 % with known negative impacts within eelgrass habitats. For benthic organisms, both nonnative richness and abundance were strongly correlated with shellfish aquaculture activities, and not with shipping activity. For epifaunal nonnative richness and abundance, neither vector was significantly correlated. Climate (temperature and salinity) helped explain nonnative richness but not abundance; there was no relationship of nonnative richness or abundance to native species richness and abundance or population density. Results suggest that aquaculture activities are responsible for many primary introductions of benthic nonnative species, and that temperature and salinity tolerances are responsible for post-introduction invasion success. While aquaculture and shipping vectors are becoming increasingly regulated to prevent further international spread of nonnative species, it will be important when managing nonnatives to consider secondary spread from intraregional transport through local shellfish aquaculture and shipping.

Distributions of organochlorine compounds in sediments from Jiulong River Estuary and adjacent Western Taiwan Strait: Implications of transport, sources and inventories

Estuaries and coastal areas strongly influenced by terrestrial inputs resulted from anthropogenic activities. To study the distributions, origins, potential transport and burden of organochlorine compounds (OCs) from river to marginal sea, organochlorine pesticides (OCPs) and polychlorinated biphenyls (PCBs) were investigated in surface sediments collected from a subtropical estuary (Jiulong River Estuary, JRE) and the inner shelf of adjacent Western Taiwan Strait (WTS). The concentrations of OCPs and PCBs were from 5.2 to 551.7 and 1.0–8.1 ng g−1 (dry weight), respectively. OCP concentrations in the JRE were higher than in adjacent WTS, and a decreasing trend with the ascending distance from the estuary to the open sea was observed. Concentrations of DDTs were quite high in the upper reach of the estuary, inferred from antifouling paint on fishing boats of a local shipping company. According to established sediment quality guidelines, DDTs in the JRE posed potential ecological risk. HCHs in the estuary were mainly derived from the weathered HCHs preserved in the agriculture soils via local major river runoffs.OCPs patterns showed that OCPs in the south coast of WTS were resulted from local sources via river input, while OCPs in the north coast attributed to the long-range transport derived by the Fujian-Zhejiang Coastal Current.Minor variations of PCB concentrations and homologs indicated that PCBs were not the main pollutant in the agricultural region, consistent lighter PCBs reflected industrial PCBs were transported via atmospheric deposition derived by East Asia Monsoon. Moreover, the primary distribution pattern founded for DDTs and the considerable mass inventories and burdens calculated (258.1 ng cm−2 and 10.4 tones for OCPs) that higher than Pearl River Delta and Yangtze River Delta, together suggested that the contaminated sediments in the study area may be a potential source of OCPs to the global ocean.

Patronage and Practice in British Oceanography

The history of twentieth-century American physical oceanography concentrates on naval patronage, but its significance for British oceanography is largely unknown. This case study analyzes a varied patronage structure, including naval, industrial, academic, and local and central governmental support, for one site of British physical oceanography, the Liverpool Observatory and Tidal Institute and, in particular, its work on storm surges between 1919 and 1959. Storm surges, caused by wind and changes in barometric pressure, can produce dramatic changes in sea levels. The local shipping industry initially funded the Institute’s research on surge forecasting to improve the accuracy of tidal predictions. After a flood in 1928, however, the focus shifted to flood forecasting. Local government then backed their work, during the Second World War support came from the Royal Navy, and since a flood in 1953, from central government. This case study reveals the range of negotiations carried out between patrons and researchers, and demonstrates how researchers managed competing demands from academic interests and those of industry, the navy, and the government. Studying institutions that did not see a dramatic increase in state patronage during the early Cold War enables us to see the impact of patronage more clearly, highlighting how research interests and methods differed (or not) between institutions with different patronage structures.