Passage Of Vessels Research Articles

Determining the most rational method of automooring vessels in a navigation lock chamber

The article presents the results of a study to determine the most rational method of automatic mooring of vessels in a navigation lock chamber. The relevance of the study is due to updated regulatory requirements in the field of designing the specified shipping hydraulic structures, the need to improve the efficiency and safety of navigation, including ensuring the passage of unmanned vessels, as well as the lack of ready-made technical solutions for their installation on the structures in question. To solve this problem, the authors of the study used the method of expert assessments, which allows taking into account the opinions and experience of specialists in the field of shipping, which ensures a more objective and reasonable choice of the most rational method of automatic mooring. As a method of expert assessment, taking into account the issues under consideration, the method of point assessments was chosen. For this purpose, during the study, a survey was conducted among the involved experts, during which each of them gave his intuitionistic assessment. In this study, vacuum, electromagnetic and lever-andhinge devices are considered as methods of automatic mooring. The criteria considered include, among other things, the need to reconstruct the lock chamber, environmental friendliness, the ability to hold the vessel, the complexity of the device, and reliability indicators. As a result of collecting and processing the obtained data, it was found that the most preferable method of auto-mooring of vessels in the lock chamber is a vacuum device. The results obtained indicate the feasibility of developing and implementing vacuum auto-mooring devices on shipping hydraulic structures. The results of the study are of practical interest to specialists in the field of shipping and can be used in the design and reconstruction of navigation locks.

Analysis of wave characteristics near the pilot station

As one of the primary services ports provide, pilotage services aim to ensure the safe passage of vessels when entering and leaving the port. This study uses Taichung Port, located in the central part of the Taiwan Strait, as an example to analyze the impact of monsoon characteristics on wave conditions at pilot boarding points and to highlight their crucial role in safeguarding pilot boarding safety. By analyzing data from the ADCP (Acoustic Doppler Current Profiler) station north of the port’s northern breakwater and the Taichung buoy located southwest of the port, compare wave height distributions at the boarding point. The research addresses the impact of current and planned expansions, including constructing a new LNG receiving terminal with extended breakwaters, on wave dynamics and pilot operations. The study demonstrates that data from multiple sources—such as ADCP and buoy measurements—helps mitigate issues caused by missing data from specific stations. The analysis shows that numerical values differ slightly, while wave height trends at the boarding point are similar under current and expanded port conditions. The study concludes that the proposed expansion will likely affect wave diffraction patterns but will enhance the predictability and safety of boarding operations by reducing uncertainties associated with single measurement stations. Overall, the results of this study can enhance the understanding of marine meteorological information, improve the safety of pilot boarding operations, and thereby increase the efficiency and safety of port operations.

The development of Danube Ports amid war and post-war recovery of the Ukraine

Purpose: assessment of the development of Danube Ports amid war and post-war recovery of the Ukraine as part of the security system for Ukraine, Europe, and the world as a whole. Меthods. In the research general scientific (analysis and synthesis, induction and deduction, analytical grouping) and special (abstraction, modelling, etc.) methods of studying economic phenomena and processes have been used. The object of the study is the Danube river ports. Results. The conducted analysis showed that in the conditions of war and the blockade of the ports of Greater Odessa, export transportation through the Ukrainian Danube ports of Reni, Izmail, and Ust-Danube has been activated. This was also facilitated by the dredging works in the Bystre estuary, which allowed its transport capabilities to be used for the passage of vessels with a draft of up to 6.5 meters, and not only the Romanian Sulina canal. The analysis showed that, in addition to positive results for Ukrainian ports, there was also an increase in cargo handling volumes in Romanian ports, for example, the Sulina port has shown an increase in cargo movement volumes in recent years. Overall, if we compare the growth rates in the direction of Danube-Black Sea and in the opposite direction, the preference is given to the Danube-sea direction. Regarding transportation through the Danube-Black Sea canal, recent years have also seen an increase in cargo transportation volumes, but this is mainly due to international transportation. Domestic transportation does not show similar dynamics. The Constanta port has also been increasing cargo handling volumes in recent years due to sea transportation, but river transportation is also growing, although not as significantly. Unlike the mentioned ports, the Romanian port of Galati has been decreasing cargo handling volumes since 2021. The reason for this is that, among the two routes considered - the Danube and the Danube-Black Sea to the Constanta port, preference is given to the latter. Conclusions. The conducted research has shown that the further expansion of navigation along the Danube using the routes Ukraine - Galati, Ukraine - Regensburg, and Ukraine-Constanta (via the Danube) will ensure the effectiveness of the mentioned ports and create additional conditions for the development of transport logistics in the Danube region as part of the security system for Ukraine, Europe, and the world as a whole. An additional advantage of such decisions is their environmental orientation, since among all types of transport, water transport is the most environmentally friendly.

Investigating the three-dimensional myocardial micro-architecture in the laminar structure using X-ray phase-contrast microtomography

A comprehensive grasp of the myocardial micro-architecture is essential for understanding diverse heart functions. This study aimed to investigate three-dimensional (3D) cardiomyocyte arrangement in the laminar structure using X-ray phase-contrast microtomography. Using the ID-19 beamline at the European Synchrotron Radiation Facility, we imaged human left ventricular (LV) wall transparietal samples and reconstructed them with an isotropic voxel edge length of 3.5 μm. From the reconstructed volumes, we extracted different regions to analyze the orientation distribution of local cardiomyocyte aggregates, presenting findings in terms of helix and intrusion angles. In regions containing one sheetlet population, we observed cardiomyocyte aggregates running along the local LV wall’s radial direction at the border of sheetlets, branching and merging into a complex network around connecting points of different sheetlets, and bending to accommodate vessel passages. In regions with two sheetlet populations, the helix angle of local cardiomyocyte aggregates experiences a nonmonotonic change, and some cardiomyocyte aggregates run along the local radial direction. X-ray phase-contrast microtomography is a valuable technique for investigating the 3D local myocardial architecture at microscopic level. The arrangement of local cardiomyocyte aggregates in the LV wall proves to be both regional and complex, intricately linked to the local laminar structure.

Effects of intentional early dense‐polytetrafluoroethylene membrane removal on vertical ridge augmentation

AbstractBackgroundVertical ridge augmentation (VRA) requires long healing times for bone maturation. This case study deals with the intentional early removal of a titanium‐reinforced dense polytetrafluoroethylene (TR‐dPTFE) membrane that allowed for treatment times reduction and improvement of bone quality.MethodsA TR‐dPTFE membrane was used for VRA in the premolar region of the upper right maxilla. The defect was filled with a mix of particulate autogenous bone and porcine xenograft in a 1:1 ratio. After a 4‐month uneventful healing period, the membrane was removed, and the thick keratinized palatal tissue was moved toward the buccal side via a pedicle flap. Implants insertion and healing abutments application were carried out 3 months later, when bone graft could have been revascularized and nourished by the periosteum.ResultsThe histologic evaluation of a bone sample harvested during implant bed preparation revealed a huge amount of mature newly formed bone even in the most coronal part. Two screw‐retained crowns were delivered 2 months after implant insertion and the 3.5‐year follow‐up showed perfectly maintained hard and soft tissues.ConclusionsIntentional early removal of TR‐dPTFE membrane after a 4‐month healing time, with simultaneous soft tissue augmentation via a buccally reposioned pedicle flap, allowed graft revascularization from the periosteum, and resulted in optimal quantity and quality of the regenerated bone. This process shortened the overall treatment times, taking only 9 months from VRA to prosthetic loading. Both augmented hard and soft tissues allowed for crestal bone maintenance around implants.Key points Titanium‐reinforced dense polytetrafluoroethylene (TR‐dPTFE) membranes, due to their closed structure, do not allow the passage of cells and vessels from the periosteum, and revascularization from the residual bone alone is not enough for proper graft maturation and long‐term crestal bone maintenance. Early removal of TR‐dPTFE membrane allows graft revascularization from the periosteum, and results in optimal quantity and quality of the regenerated bone. Increasing the thickness of the soft tissues, increasing the width of the keratinized mucosa, and repositioning the mucogingival line, via a free gingival graft or a pedicle flap, should be performed simultaneously in the membrane removal phase to reduce the number of surgical interventions, decrease patient morbidity, and shorten the total treatment time.

Studying the problem of constructing an automated control system to ensure the safe passage of unmanned vessels through shipping locks

The option of introducing an automated control system to ensure the safe passage of unmanned vessels on inland waterways has been explored. An analysis of domestic and foreign scientific and technical literature was carried out to determine conceptual provisions that allow choosing a rational way of interaction of this system with known ones. It is noted that the automated ships locking control system should provide the necessary level of navigation safety, and the implementation of this system should not affect the operation of other subsystems and metasystems. Currently, cases of constructing such systems for automated mooring of unmanned vessels at navigational hydraulic structures are unknown. Therefore, based on the engineering-cybernetic approach, a list of provisions that contribute to the successful organization of research of a conceptual and operational nature has been formulated. Conceptual provisions for the synthesis of structure and factors that allow you to develop a rational version of the system structure to obtain the greatest efficiency and safety of its operation are proposed. In addition to the development of locking control systems, an equally important task is the creation of technical means in the lock chamber, the operation of which can ensure the required level of security. Therefore, the process of mooring an unmanned vessel to an automated mooring ring, for a utility model of which the authors of this study had received a patent, is theoretically described. To achieve the goal of formulating the problems of developing and constructing an automated locking control system, an analysis of mooring devices used at shipping locks, including abroad, which confirms that fixed and movable mooring devices with vacuum grips are currently used, is carried out. A review of scientific and technical literature on the use of automatic and automated mooring systems makes it possible to develop proposals for organizing an auto-mooring system of a shipping lock to ensure the unmanned vessels passage, as well as to formulate the main problems and tasks that must be solved to ensure the passage of both unmanned and ordinary vessels.

Analysis of Variation in the Origin of the Obturator Artery in Midwestern American Donor Bodies.

The obturator artery (OA) is typically a branch of the anterior division of the internal iliac artery. However, an aberrant obturator artery origin may lead to clinical complications. Because of its locationin the pelvic cavity, the OA is at high risk of injury or laceration during a variety of pelvic surgeries. Regarding this, variations in the origins of the OA may result in bleeding that can often be overlooked, rendering treatment ineffective. Our study aimed to assess the origins and course of the OA in Midwestern American donor bodies. Sixty-two donor bodies were obtained from the Gift of Body Donation Program at A.T. Still University's Kirksville College of Osteopathic Medicine. The origin of each OA was documented and photographed. The OA was identified by observing the vessel's passage through the obturator foramen. Of 132 OAs studied, 72 (54.5%) had an aberrant OA. Further, 22 (16.7%) had an aberrant OA origin from the inferior epigastric artery, 20 (15.2%) had an aberrant OA origin from the posterior division of the internal iliac artery, 22 (16.7%) had an aberrant OA origin from dual origins of the anterior division of the internal iliac artery and the inferior epigastric artery, and eight (6.1%) had other aberrant OA origins. Overall, our results indicated anatomical variations are common in the origins and course of the OA. These data highlight the importance of considering variations in the OA and the prevalence of those variations during vascular and orthopedic procedures.

Improvement of the mathematical model of the navigation area for the optimal ship passage route

Planning the optimal route of a vessel passage is a key problem in the design of traffic planning and navigation systems. This problem consists in the need to determine the trajectory from the initial point to the final point, which ensures the absence of collisions with obstacles. When solving this problem, it is also necessary to take into account the dynamics of the vessel, the uncertainty and non-stationarity of the water environment, the time to calculate the path and the physical feasibility of the trajectory. The planning task is traditionally formulated as the task of optimizing the state of the current position of the vessel relative to the target position. Most often, this problem is solved in the configuration space, which consists of a set of obstacles, kinematic and dynamic constraints, and a set of points in the swimming areas. Planning methods are divided into global and local. Global methods build a route based on a known map, while local methods adjust the path when obstacles are detected. However, at the moment, mathematical models of the navigation area only partially take into account the uncertainties of the zones in which the vessel operates. This determines the planning of local trajectories within a specific swimming area using a simple straight-line algorithm. Since in the process of planning the transition from «berth» to «berth» in order to ensure the navigational safety of the ship, it is necessary to use all available information to compile the most detailed imaginary model of the ship's transition before the start of each voyage. In order to solve this task, this paper proves that in the process of building the optimal route, it is necessary to conduct a full analysis of all stages of the passage of the vessel, which increases the optimality of the planned passage route. The mathematical model of the navigation area for the optimal route of the ship's passage has been improved, in which the mathematical apparatus of fuzzy sets is applied

Call rate of oyster toadfish (Opsanus tau) is affected by aggregate sound level but not by specific vessel passagesa).

Anthropogenic sound is a prevalent environmental stressor that can have significant impacts on aquatic species, including fishes. In this study, the effects of anthropogenic sound on the vocalization behavior of oyster toadfish (Opasnus tau) at multiple time scales was investigated using passive acoustic monitoring. The effects of specific vessel passages were investigated by comparing vocalization rates immediately after a vessel passage with that of control periods using a generalized linear model. The effects of increased ambient sound levels as a result of aggregate exposure within hourly periods over a month were also analyzed using generalized additive models. To place the response to vessel sounds within an ecologically appropriate context, the effect of environmental variables on call density was compared to that of increasing ambient sound levels. It was found that the immediate effect of vessel passage was not a significant predictor for toadfish vocalization rate. However, analyzed over a longer time period, increased vessel-generated sound lowered call rate and there was a greater effect size from vessel sound than any environmental variable. This demonstrates the importance of evaluating responses to anthropogenic sound, including chronic sounds, on multiple time scales when assessing potential impacts.

Marine soundscape and its temporal acoustic characterisation in the Gulf of Oristano, Sardinia (Western Mediterranean Sea)

The soundscape of the marine environment is a combination of geophony, biophony and anthropophony. Here, the soundscape of the Gulf of Oristano, a shallow inlet on the western coast of Sardinia including a special conservation area (Habitat Directive) and a national marine protected area, was investigated. Data collection was performed during July 2019, November 2019 and May 2020 using underwater acoustic equipment. The goal of this study was to characterise the ambient sound levels (Sound Pressure Level dB re 1 μPa) and describe the main soundscape components. The soundscape exhibited significant circadian and seasonal variations: the lowest and highest median SPL values were observed in the Spring (120–140 dB re 1 μPa; post-COVID-19 pandemic lockdown) and the Summer (128–150 dB re 1 μPa) respectively. Biophony was identified and characterised as dolphins’ ‘clicks’ and crustaceans’ ‘snapping’. Shrimp activity was dominant in the summer, while dolphin passages were observed across all sampling periods, accounting for 46.4% of the total recordings. Anthropophony, namely vessel passages, was predominant in the summer during the day-time and represented up to 42% of the acoustic space in the low-frequency band. Geophony increased low-frequency noise, and represented a highly variable component of the local soundscape. The marine soundscape is a valuabletool for defining integrated management plans for marine ecosystems, allowing the assessment of habitat quality, characterisation of sound sources and evaluation of the impact of anthropogenic activities.

PROPAGATION OF CARGO SHIP WAKE INTO SECONDARY CHANNELS

Cargo ship wake can be a strong and frequent source of energy along shorelines in the vicinity of commercial shipping channels. Large vessels in narrow channels produce low-frequency wake that consists of a positive front wave at the bow of the vessel, a depression (drawdown) spanning the length of the vessel, and an upwards surge produced by the stern wave at the stern. This low-frequency wake is followed by high-frequency wedge-shaped Kelvin wake, as well as continued low-frequency oscillations that may persist in the channel more than 30 minutes after a vessel passage. Low-frequency cargo ship wake with wave heights up to 2.8 meters was identified as the dominant source of erosion at Bird/Long Islands in the Savannah River, Georgia, USA based on the analysis of one month of Aquadopp measurements that captured over 300 large vessel wake events. The islands divide the river into the Main Channel, which contains the shipping channel, and the South Channel, a shallow, sheltered secondary channel trafficked only by small craft. Cargo ship wake was the primary energy source in both channels. The dominance of cargo ship wake energy in the sheltered South Channel demonstrated that the effects of wake extend beyond the shipping channel shorelines. This finding motivated three follow-up studies to quantify the extent and significance of cargo ship wake in the far-field, secondary channels connected directly or indirectly to the shipping channel.

CHARACTERIZING TRAILING WAVES FROM CARGO SHIP WAKE

Low-frequency (LF) cargo ship wake is a major source of hydrodynamic energy in shipping channels, where it has increasingly been linked to shoreline erosion. The LF wake consists of a drawdown called the “Bernoulli depression,” a return surge, and finally a series of trailing waves that may persist longer than 30 minutes after the vessel passage. While the Bernoulli depression and surge are well-explained by conservation principles, we presently lack a robust explanation of the trailing waves. They are a ubiquitous feature observed at many locations (e.g. Garrel, Lopez, and Collins, 2008), and have frequently been attributed to cross-channel seiching; however, field measurements from the Savannah River, GA, USA suggested that some of the waves may have alongshore progressive characteristics, which contradicts this assumption.

Effects of amplitude and duration of noise exposure on the hearing and anti-predator behaviour of common roach (Rutilus rutilus) and sand goby (Pomatoschistus minutus).

This study investigates whether an exposure to two different received sound pressure levels at equal cumulative energy affects anti-predator behaviour and auditory detection thresholds of common roach (Rutilus rutilus) and sand goby (Pomatoschistus minutus) differently. This was examined in regard to a vessel slowdown as a management strategy to decrease vessel noise impact on fishes. Using continuous broadband noise, we found significant temporary threshold shifts (TTS) in roach, with 11.9 and 13.4 dB at 250 and 1000 Hz respectively, for the louder exposure. In contrast, gobies exhibited a non-significant shift of 6.6 dB at 125 Hz. Group cohesion increased in roach exposed to an artificial predator in the control group, but not during noise exposures. Gobies showed an initial freezing reaction towards the predator stimulus remaining motionless regardless of treatment. Our results show that a reduction in vessel speed with a corresponding reduction in source level could mitigate the effects on the auditory senses of sensitive fish, but does not appear to have any mitigating effect on their noise-induced behavioural changes. Further studies should investigate the effects of multiple vessel passages, but also the ecological consequences of the described effects on hearing and behaviour at individual and population level.

Cognitive correlates of maritime pilots’ human errors

Human factors are one of the most important factors affecting safety performance in the changing maritime environment, yet maritime pilots’ human errors have not been sufficiently investigated from a psycho-cognitive perspective although they are central to the safe passage of vessels in challenging waterways. Since human error is associated with cognitive functioning, this study aimed to explore cognitive correlates of maritime pilots’ human error history through a causal-comparative design using ex post facto human error data. Thus, based on a sample size calculation, 72 Iranian male maritime pilots were recruited and their performance was assessed by six Vienna Test System tests (working memory [CORSI], focused attention [WAFF], divided attention [WAFG], situational awareness [MR], planning [TOL-F], and time and movement anticipation [ZBA]). Finally, pilots with and without a history of human error were compared based on their performance in cognitive tests using independent samples t-test or Mann-Whitney U test. Findings showed that pilots without a history of human error scored significantly higher on working memory, situational awareness, and divided attention (sig = 0.003, 0.002, and 0.028 respectively; P ≤ 0.05). Therefore, as maritime pilots are required to retain and process different arrays of information from different sources, working memory and divided attention deficiency would negatively impact their performance. Situational awareness deficiency was also observed to be associated with pilots’ unsafe behaviors. Overall, these findings demonstrate the cognitive relevance of human error in pilotage and can be consulted for enhancing maritime safety and strategic decision-making on personnel recruitment and development.

The South China Sea for China, the United States, and what choice for Vietnam

Although it is not the most significant feature on the strategic map of the United States, it is firmly in favor of the South China Sea, maintaining its status as an area of international waters for the foreseeable future. It will allow for the unimpeded passage of cruise ships and commercial transport vessels. Even though the United States and China are the two actors with the most influence on the political situation in the South China Sea, and even though Vietnam is an indispensable subject in this area, the strategic interests of the United States and China are considered to be crucial for each country. Vietnam is an indispensable subject in this area. Because the South China Sea is so strategically important to China, the United States, and Vietnam, it is likely that these three countries will come into conflict over it shortly. Which political maneuvers and decisions on the part of these two global superpowers affect the current situation in the South China Sea? Moreover, what other options does Vietnam have when it comes to those behaviors?

Case-based reasoning for shipwreck emergency salvage scheme assisted decision

Shipwrecks that adversely affect the marine ecological environment and the passage of vessels should be recovered urgently. The formulation of emergency salvage plans is still based on experts’ judgment. Therefore, this paper proposes an assisted decision model for the emergency salvage plan for wrecks based on case reasoning. This paper uses the Improved Game Theory (IGT) method to calculate the combined weight of multiple subjective and objective methods to overcome the one-sidedness of a single method to determine the weight. To further improve the sensitivity of the interval similarity calculation, this paper improves the method of interval similarity calculation in shipwreck cases. Based on the comparison and analysis of multiple methods based on the real shipwreck salvage case, the standard deviation of the case similarity obtained by the model method in this paper is 0.134, which is the highest compared with the classical algorithm, which shows that the similarity calculation results of this paper are reasonable and have a higher degree of discrimination. This method can provide decision support for the formulation of a marine emergency salvage plan for shipwrecks.

Two Rare Anatomical Variants of Femoral Triangle Vessels in One Patient: Case Report

INTRODUCTION: The upper third of thigh the area of the femoral triangle, or Scarpas triangle, is of great importance both in anatomy and vascular surgery. It is the place of passage of the main vessels of the lower extremities: the femoral artery, femoral vein and their largest tributaries which are easily accessible in this region due to their superficial location. To note, in the vascular surgery, the femoral vessels are divided to common and superficial ones depending on the level of their location relative to deep femoral vessels. This division is extremely important in the functional aspect, since deep femoral vessels may significantly compensate for the blood flow in case of impaired patency of the superficial femoral vessels. Besides, an important tributary of the common femoral vein is the great saphenous vein forming saphenofemoral junction. Classic anatomy describes vessels of the upper third of thigh as single trunks with permanent topography. At the same time, in the literature there are commonly encountered reports of duplication of the superficial femoral vein, two trunks of the deep femoral artery, and relatively rare reports of atypical saphenofemoral junctions (about 0.02%). The work describes anatomical variants of the FT vessels in one patient: atypical saphenofemoral junction on the right and duplication of the common femoral vein on the left, two trunks of the deep femoral artery on both sides.
 CONCLUSION: The anatomical variants of FT vessels described in the article, are rare. It is important that clinicians know about them to avoid errors in diagnosis or surgical treatment.

Morphometric analysis of the optic canal and the superior orbital fissure in a Brazilian sample – study in CT scans

The posterior wall of the orbit is composed by the sphenoid bone and exhibits the optic canal (OC) and the superior orbital fissure (SOF). The comprehensive knowledge of anatomical and morphometric observations of OC and SOF is vital for an accurate diagnosis and management of local pathology. The aim of this study was to conduct a morphometric analysis of the OC and the SOF in CT scans in a Brazilian population. A total of 40 computed tomography (CT) scans of dry human skulls were used (20 males and 20 females). The images were submitted to a segmentation in which the bony structures of interest in the orbit were selected. A three-dimensional reconstruction of the region and the measurements of the perimeter (mm) of the SOF and the volume (mm3) of the OC were performed. The statistical analysis was performed to verify if there was a difference in sex on each side for each anatomical structure. Regarding the OC, for the left side, there was a statistical difference between the sexes. For the SOF, neither the right side nor the left side showed statistical difference between the sexes. The present study showed new data about anatomical structures of the human orbit, bringing relevant knowledge for surgical and diagnostic procedures in the region. Especially for those anatomical structures evaluated that allow the passage of blood vessels and nerves, specific knowledge of their dimensions in different populations is valuable to avoid injuries during procedures in the orbital region.

Long-term and short term effects of elevated underwater sound on oyster toadfish (Opsanus tau)

The effects of underwater sound on fishes are of increasing concern for managers, regulators, and researchers. While there has been work which demonstrated changes in behavior, these studies have generally evaluated of immediate or near-term responses. Understanding acute changes in behavior is necessary, but questions about long-term responses to underwater sound, including any habituation and the relative influence of environmental conditions versus anthropogenic sound must also be investigated. To further elucidate potential response to chronic underwater vessel generated sound, passive acoustic monitoring was used to measure the response of vocalizing oyster toadfish (Opsanus tau) to vessel sounds within the Chesapeake Bay. An automatic detector was configured which allowed for counting of vessel passages and toadfish vocalizations. The response of vocalizing toadfish individual vessel movement was then evaluated. Next the response of toadfish to elevated sound levels across a 30-day period was measured and compared to short-term response. In addition, the influence of environmental variables and contrasted effects of these on the effects of increased anthropogenic sound was investigated.

Quantification of global orbital shape variation.

The complex anatomy of the orbit generates a complex orbital shape that can only be quantified approximatively by classic linear measurements such as maximum width and height. There is no global three-dimensional quantification of variations in orbital shape. The purpose of this study was to develop a method to quantify a global three-dimensional orbital shape variation in a healthy population and to test a series of explanatory factors. We investigated the hypotheses that orbital shape is related to gender(H1), orbital size(H2) and/or age(H3). Medical computed tomography(CT) images of 60 adult individuals were studied. The study sample consisted of 30 males and 30 females with a mean age of 25.1 years. Four anatomical landmarks and 140 semi-landmarks were measured on both positive and negative 3D reconstructed orbits and analyzed with geometric morphometrics. A principal component analysis(PCA) was computed to define a morphological space. Shape variation was visualized using vector distance maps and diagrams. The greatest variation was seen in the length of the superior orbital fissure. There was a gradient in terms of orbital shape ranging from short, wide orbits to tall, narrow orbits. The analysis did not highlight any significant age-, gender- or size-related impact in terms of orbital shape variation. Future avenues to explore include the study of other potential explanatory factors such as the different embryological origins of the orbital bones, the passage of vessels and nerves, and ethnic origins. This method can also be applied to the study of pathological orbits.