Marine Transportation System Research Articles

Supporting Secure and Resilient Inland Waterways

The U.S. Department of Homeland Security's National Infrastructure Protection Program presents sector-specific planning objectives for protecting the nation's critical infrastructure and key resources. In concert with this objective, researchers at the University of Arkansas and Rutgers University are developing a prototype decision support system that integrates geographic information systems and freight movement models to provide a framework for cargo prioritization and off-loading during a sudden catastrophic closure of the national inland waterway. The project seeks to develop (a) a fundamental understanding of the resiliency of inland waterway transportation systems and the interdependence within and between transportation system components and (b) a decision system that will allow public and private parties to respond quickly to catastrophic waterway events. Researchers reviewed public data, published literature, and aerial imagery to ascertain terminal characteristics indicative of a potential for transferring barge cargo from the inland waterway to freight rail systems. A preliminary framework for assessing terminal suitability for intermodal transfer during a sudden catastrophic closure was developed. Findings suggest that the geographic dispersion of terminals and their commodity-specific nature often limit off-loading operations at certain terminals to their designated commercial purpose only. Other configurations could allow for the off-loading of additional commodities at these terminals. Consideration of alternative terminal uses during a sudden catastrophic closure requires a detailed understanding of terminal capabilities beyond historical commercial use. An investigation of alternative capabilities should be undertaken at each link in the interdependent inland marine and surface transportation systems to develop an effective decision-making framework.

Future Ports Scenarios for 21st Century Port Strategic Planning

Seaports are an integral component of the marine transportation system; one that provides the vital link between producers and consumers, importers and exporters and military logisticians and deployed forces. Ports are often a leading catalyst and engine for regional economic growth and prosperity. The health of the region’s and even the nation’s economy can therefore turn on the care, skill and vision that public port commissioners, managers and planners bring to the strategic planning process. The persistent global financial and economic crisis of the early 21st century, long neglected port infrastructure and waterway maintenance projects, existing and forecasted effects of climate change, legal constraints on port development or operations and shifts in trading and shipping patterns will present port authorities with a growing list of challenges in the coming decades. Those challenges are compounded by a series of recent natural disasters and mounting port and vessel security costs in the wake of resurgent piracy and terrestrial terrorist attacks. For some, these challenges warrant careful reconsideration of the port’s very identity, as reflected in its mission and vision statements. One tool that might prove useful to port authorities in the coming years as they approach those planning efforts is Future Ports Scenarios (FPS). The FPS approach seeks to construct an array of possible “futures” for the port, which when taken together provide port policymakers and strategic planners with a comprehensive and coherent inventory of factors to be considered in decisions regarding their ports’ desired future direction. A FPS exercise can therefore be an invaluable preparatory step for initial or recurrent strategic planning for ports.

Technology impacts on safety and decision making over time in marine transportation

Technology has often been introduced to dampen risk in marine transportation systems and to enhance safety. As technology in these systems becomes more complex, and requirements for its deployment and use become pervasive, understanding the impacts of technology introduction on users’ attitudes toward and behaviour with technology is increasingly important. As a result, this study addresses several questions of interest: what is the impact of new technology on user decision performance, decision processes, and perceptions of technology? How does the influence of technology on decision performance and processes change over time? Finally, how do these influences relate to safety? The paper begins with an overview of technology, safety, and risk in marine transportation. Different theories that explain how people interact with technology, how people come to accept and use technology, and how those interactions might be expected to manifest in safety-critical systems are then explored. The research model derived from these theories is then presented, followed by an empirical evaluation of the model using the automatic identification system (AIS), in one safety-critical system, marine transportation. The results of the evaluation and the implications for safety in marine transportation follow, and the paper concludes with a description of future work.

Study on the formation of the Marine Transportation System and Jochang System in Goryeo Period

고려로부터 시작된 조운제도는 1894년 조세가 금납화 될 때까지 국가 경제의 근간이 되는 관영 물류 시스템이었다. 고려의 조운제도는 크게 60여개의 포구를 중심으로 운송하던 시기, 12개(또는 13개)의 조창을 중심으로 운송하던 시기, 왜구의 침입으로 조창의 근간이 무너지면서 군현별로 납부하던 시기로 구분할 수 있다.BR 이 글에서는 조창제 이전에 조운을 담당했던 60개의 포구를 ‘浦倉’이라는 용어로 서술하였으며, 포창의 위치에 대하여 연구한 기존 논문들의 성과를 정리하는 한편, 그 타당성에 대하여 살펴보았다. 또한, 조운제도에 관한 최근의 연구 성과를 토대로 12개의 조창이 설립되었다는 『高麗史』의 ‘國初’가 구체적으로 어느 시기인지 밝혀보고자 하였다.BR 지금까지의 연구에 의하면 고려의 12조창이 설치된 시기를 보는 관점은 성종, 현종, 정종 시기 등으로 다양하였다. 그러나 성종 11년 수경가 제정 기사에 60개 포구와 함께 기록된 9개의 조창은 고려의 조운제도가 12조창 중심으로 운영되기 이전부터 존재하고 있었을 가능성이 크다. 따라서 조창의 설치 시기는 현종, 정종 시기보다 훨씬 이전 시기로 소급될 수 있다. 조창의 설치 시기가 현종 이전 시기로 소급된다면 조창을 중심으로 하는 조운제도의 성립시기 또한 상향되어야 할 것이다.

Harvest maturity specification for mango fruit ( Mangifera indica L. ‘Chok Anan’) in regard to long supply chains

Harvest maturity was specified for the selection of ‘Chok Anan’ mango fruit for long supply chains, which require maturity stages that ensure minimum risk of ripening during reefer transport, but which have acceptable potential for subsequent ripening. The impact of harvest maturity on performance after different periods of storage (14 °C, 50–60% RH, ethylene absorption) was explored. Twelve fruit lots picked within 24 days after 83–107 days after full bloom (DAFB) were distinguished according to physiological maturity at harvest, using principle component and cluster analysis. Titratable acids (TA), mesocarp yellowness (CIE b m * > 0 ) , and dry matter (DM) contributed most to specification of harvest maturity among nine independent variables, but did not correlate with peel color despite perceivable peel color changes during maturation. Using partial least squares regression, maturity at harvest was related to post-storage quality stages that were likewise defined for different storage times. Storage was accompanied by slow ripening, but respective rates varied depending on maturity at harvest. Storage time and harvest maturity overall determined post-storage quality at 67%, equally controlling TA and total soluble solids of the stored fruit. Firmness and all- trans-β-carotene were more governed by the storage time, and post-storage mesocarp color chiefly by harvest maturity. Fruit harvested after 83 DAFB developed most slowly at 14 °C, but adequate ripening after optimized storage remained to be proven. Overall best performance in marine transport systems with optimized storage conditions was expected for fruit lots, the slow development of which at 14 °C until eating ripeness within 18 ± 1 days indicated appropriate ripening potential. When picked at defined levels of TA, CIE b m * , and DM as recorded after 89 DAFB, these fruit were clearly distinguished from less suitable maturity stages.

AISによるむつ小川原沖の船舶動静と衝突頻度の評価

The marine transport of nuclear fuels in Japan's coastal waters has been safely conducted using an exclusive vessel meeting national safety standards. One of the current issues is to prepare the changes in the situation proactively since it is expected that the progress of the nuclear fuel cycle will bring an increase in volume and diversity of packages to be transported. The organizations concerned have begun to survey recent studies to know the possibility of risk management for the marine transport system. Of accidents related to marine transport, collisions between vessels are regarded as one of the risks that can reasonably manage by the reliable infomation. Here we focus attention to onboard Automatic Identification System (AIS) data to examine traffic characteristics and the applicability to the risk asessment. In this study, area traffic information is arranged according to aspects of interest by analyzing AIS data received several months at the port of Mutsu-Ogawara, place of loading packages, and the collision frequency results thereby estimated are reported. Finally, the uses of the obtained information for our purpose and their effects are considered.

Intelligent transportation control system design using wavelet neural network and PID-type learning algorithms

In this paper, an intelligent transportation control system (ITCS) using wavelet neural network (WNN) and proportional-integral-derivative-type (PID-type) learning algorithms is developed to increase the safety and efficiency in transportation process. The proposed control system is composed of a neural controller and an auxiliary compensation controller. The neural controller acts as the main tracking controller, which is designed via a WNN to mimic the merits of an ideal total sliding-mode control (TSMC) law. The PID-type learning algorithms are derived from the Lyapunov stability theorem, which are utilized to adjust the parameters of WNN on-line for further assuring system stability and obtaining a fast convergence. Moreover, based on H∞ control technique, the auxiliary compensation controller is developed to attenuate the effect of the approximation error between WNN and ideal TSMC law, so that the desired attenuation level can be achieved. Finally, to investigate the effectiveness of the proposed control strategy, it is applied to control a marine transportation system and a land transportation system. The simulation results demonstrate that the proposed WNN-based ITCS with PID-type learning algorithms can achieve favorable control performance than other control methods.

The mean velocity profile of a smooth-flat-plate turbulent boundary layer at high Reynolds number

Smooth flat-plate turbulent boundary layers (TBLs) have been studied for nearly a century. However, there is a relative dearth of measurements at Reynolds numbers typical of full-scale marine and aerospace transportation systems (Reθ = Ueθ/ν > 105, where Ue = free-stream speed, θ = TBL momentum thickness and ν = kinematic viscosity). This paper presents new experimental results for the TBL that forms on a smooth flat plate at nominal Reθ values of 0.5 × 105, 1.0 × 105 and 1.5 × 105. Nominal boundary layer thicknesses (δ) were 80–90mm, and Karman numbers (δ+) were 17000, 32000 and 47000, respectively. The experiments were conducted in the William B. Morgan Large Cavitation Channel on a polished (k+ < 0.2) flat-plate test model 12.9m long and 3.05m wide at water flow speeds up to 20ms−1. Direct measurements of static pressure and mean wall shear stress were obtained with pressure taps and floating-plate skin friction force balances. The TBL developed a mild favourable pressure gradient that led to a streamwise flow speed increase of ~2.5% over the 11m long test surface, and was consistent with test section sidewall and model surface boundary-layer growth. At each Reθ, mean streamwise velocity profile pairs, separated by 24cm, were measured more than 10m from the model's leading edge using conventional laser Doppler velocimetry. Between these profile pairs, a unique near-wall implementation of particle tracking velocimetry was used to measure the near-wall velocity profile. The composite profile measurements span the wall-normal coordinate range from y+ < 1 to y > 2δ. To within experimental uncertainty, the measured mean velocity profiles can be fit using traditional zero-pressure-gradient (ZPG) TBL asymptotics with some modifications for the mild favourable pressure gradient. The fitted profile pairs satisfy the von-Kármán momentum integral equation to within 1%. However, the profiles reported here show distinct differences from equivalent ZPG profiles. The near-wall indicator function has more prominent extrema, the log-law constants differ slightly, and the profiles' wake component is less pronounced.

표준화된 첨단해양교통시설의 통합관리시스템 구축에 관한 연구

유무선 통신기술이 접목된 정보통신 및 제어기술을 이용하는 첨단해양교통시설은 안전한 해양교통 환경을 보장할 수 있는 혁신적인 교통시설이다. 표준화를 기반으로 개발되어진 기술을 통합한 해양교 통시설은 항로표지 시스템의 관리와 모니터링 분야에 그 응용기반이 확대되어져 가고 있다. 이러한 해양교통 환경적 변화를 고려하여 해양교통시설에 대한 현황을 파악하고, 해양교통시설 관리시스템 통합의 타당성을 확인하였고, 통합을 구현하기 위한 최적의 방안 및 기존 시스템과의 연계를 통한 통합 방안을 제시하였다.

Social Impact Assessment along Russia's Northern Sea Route: Petroleum Transport and the Arctic Operational Platform (ARCOP)

THE OIL AND GAS RESOURCES of Russia’s Arctic regions comprise the world’s largest energy reserve outside the OPEC countries. The Arctic Operational Platform (ARCOP, 2003 – 05) is a research and development project supported by the European Union’s “Competitive and Sustainable Growth” programme. The ARCOP project has 21 participating organizations, from five EU member states (Finland, Germany, the Netherlands, Great Britain, and Italy) and from Norway and Russia. The ARCOP workshops have served as an industrial, scientific, and political forum throughout the project. Participants in the workshops discuss issues such as an integrated marine transport system, the economics of transport, the supporting infrastructure with regard to ice information, the legal status of the Northern Sea Route (NSR) in relation to petroleum transportation and shipping transport services, environmental impacts, and oil spill countermeasures. The social impact assessment (SIA) component of the workshops has focused on issues of environment and technology in relation to human populations along the Northern Sea Route. Its main task, implemented by the Arctic Centre, University of Lapland, has been to carry out overview studies to assess the potential socio-cultural impacts of shipping along the NSR on indigenous peoples and small Arctic communities, with the purpose of highlighting the needs and priorities to be considered from a local perspective.

輸送の三原則を統合した国際海上輸送システム創出の研究 -輸送の安心・安全部門

輸送の三原則を統合した国際海上輸送システム創出の研究 -輸送の安心・安全部門

COAST GUARD AND INDUSTRY COOPERATION: DEVELOPMENT OF ESSENTIAL ELEMENTS OF INFORMATION

ABSTRACT In June 2006, two million gallons of oil spilled in to the Calcasieu River near Lake Charles, Louisiana. In response to the spill, the U.S. Coast Guard activated the first Marine Transportation System Recovery Unit (MTSRU) within the Incident Command System (ICS). A MTSRU tracks and reports on the status of the Marine Transportation System (MTS), identifies critical pathways for recovery, recommends courses of action, and provides MTS stakeholders with a means of input to the response organization. The MTSRU was successful in providing valuable recommendations and priorities to the Unified Command; these recommendations mitigated the impact of the spill on both the local and national economies. Due to its success at the Lake Charles event, the MTSRU is now an integral part of the Coast Guard ICS.

Technologies for Arctic Offshore Exploration and Development

Summary Exploration and development of hydrocarbon reserves in the arctic seas are challenged by a harsh environment including the presence of ice and icebergs, permafrost, low temperatures, and extended periods of darkness. Remoteness and ecological considerations make activities in the arctic even more difficult. Advanced technologies, nontraditional technical solutions, and flawless execution are required to make any major project in the arctic a success. Understanding the difficulties associated with implementing an offshore project in the arctic comes with experience. In ExxonMobil's case, this is a result of 40 years of arctic field operations and associated research. This paper discusses the arctic technologies developed to support ExxonMobil exploration and development activities in the Arctic seas. ExxonMobil's Arctic offshore activity started in 1966 with the installation of the ice-resistant Granite Point offshore platform, which is still producing oil in Cook Inlet, Alaska. Since then, ExxonMobil has constructed and drilled from artificial islands in shallow-arctic waters; drilled in iceberg-prone regions off Greenland, Canada, and Norway; designed and installed the first icebergresistant gravity-based platform on the Grand Banks; installed an ice-resistant production platform and the first in-ice Single Point Mooring (SPM) offshore loading facility offshore Sakhalin Island; and continued to develop methodology to provide rational design criteria for ice-resistant production platforms. Development of design criteria and the selection of the most reliable and costeffective technical solutions for arctic offshore projects required data from numerous field expeditions, model test programs, field measurements, and observations from existing offshore structures. These studies were carried out under the supervision of ExxonMobil research staff. Arctic marine transportation systems are also an important element for many offshore and near-shore projects in remote areas where the construction of export pipelines is prohibitively expensive. The 1969–1970 Manhattan tanker trials in the US and Canadian arctic and the 2002 Primorye trials in the Tatar Strait have helped ExxonMobil develop safe and reliable technologies for hydrocarbon transportation in ice-infested waters.

Aseismic Considerations of Transportation Systems

In prehistoric ages, mankind needed transportation but not transportation systems. In recent times, accompanying the development of human activities, the importance of transportation and transportation systems has increased more and more. By the word "transportation", the author means the spatial transfer of human beings, materials and articles and by the word "transportation system", he means a system of structures, facilities, and equipment effectively transferring human beings, materials and articles. So, highway systems, railway systems, air transportation systems, marine and river transportation systems, water supply and sewage systems and fuel and oil transportation systems are included as transportation systems.

한강하구지역의 항만시설 개발대안에 대한 연구

The objective of this paper is to quickly examine the prosperity of a marine transportation system and port development in the Han river Estuary and Yellow Sea border areas and to establish a cooperative management plan for the development of marine transportation and port service for cargo transportation in Seoul, as well as between South Korea and North Korea. Specifically, a development plan with a sincere effort to preserve the environment surrounding Marine Peace Park. The intent is to prove that prosperity is possible through the development of marine transportation and port service. Considering conditions of navigation, site, cost, and transportation, four port candidates are proposed for the port in near Seoul and we performed the analysis of candidates to develop the port.

2005S-OS2-6 サプライチェーンから見た海上交通システムのあり方に関する研究(オーガナイズドセッション(OS2):造船業のサプライチェーン・マネージメント)

2005S-OS2-6 サプライチェーンから見た海上交通システムのあり方に関する研究(オーガナイズドセッション(OS2):造船業のサプライチェーン・マネージメント)

A Methodology for Selection and Evaluation of Advanced Marine Transportation Systems

A Methodology for Selection and Evaluation of Advanced Marine Transportation Systems

IMPROVING MARINE FIREFIGHTING AND SALVAGE RESPONSE USING A NON-REGULATORY APPROACH THROUGH KEY STAKEHOLDER INVOLVEMENT

ABSTRACT While catastrophic marine fires are a rare event, minor shipboard fires do have a significant potential for damage and a potential impact on the marine transportation system. As such, it is critical that responders at the federal, state, local, industrial, and contractor levels be trained and prepared to conduct timely operations to mitigate any incidents that occur. Due to the nature of services performed in the firefighting community today (fire suppression, rescue, hazardous materials response, and emergency medical services, to name but a few), time and effort is not always dedicated towards responding to events onboard vessels. As over 70% of fire departments in the United States are volunteer departments, this has the potential to become even more of an issue. In addition, shipboard fires typically require some level of participation from a marine salvor. Depending on the damage to the vessel, this may involve significant salvage activities. The number of salvors scattered throughout the United States is somewhat limited, and their home base locations dictate their response times to specific geographic areas. Critical issues that need to be addressed by senior response managers who may find themselves involved in responding to vessel fires include: 1. Establishment of an effective Unified Command to address all stakeholder issues, 2. Enhancing knowledge of regional capabilities and resources to respond to shipboard fires and resultant salvage activities, 3. Ensuring appropriate training of response personnel that meets recognized standards (such as NFPA 1405), and 4. Developing, exercising, and validating plans to respond to shipboard fires and salvage activities. Efforts throughout the Eighth Coast Guard District over the past several years have begun to address many of these issues, with enhanced incident management training, challenging exercises to validate plans, and extensive workshops to improve responder knowledge being a few of the positive steps. Only by addressing these four critical areas can response managers be assured of an effective and efficient response that would minimize the impact to the marine transportation system.

On the Genetic Algorithm-Based Analysis of Marine Transportation Network

Nowadays marine transportation system has been demonstrated as a dominant support for global economy and there has been so severe competition among ports and shipping industries. To take economies of scale into consideration, there has been a remarkable growth of ship sizes. The resulting massive flow has reduced unit-shipping cost. However, it has increased the cost in port as a dominant part of the total cost. Hence, discount policy in port cost is worth to note.In this paper a genetic algorithm-based analysis is conducted for marine transportation network that consider discount model for port-related charge. In this discount model, discount rate is a function of bundled flows in the interhub links, which are characterized by non-linearity and thus is hard to solve. The result shows that bundled flows tend to several big hub ports and results in reduced total cost for the entire network system.

Urban infrastructure security

This article addresses the challenges to Port and maritime security in the post September 11th environment and how the Port Authority of New York and New Jersey is addressing them with respect to initiatives that enhance both physical and cargo security. The article suggests that cargo security stands as the most daunting challenge to the marine transportation system. It argues the need for total in transit visibility of cargo throughout the container supply chain and discusses Operation Safe Commerce as one initiative to enhance supply chain security from point of origin to point of delivery. The article concludes that there remains a gap between where we stand now and where we need to be with respect to physical and cargo security and that the solution requires proactive federal involvement combined with international cooperation and coordination.