Safety Of Ports Research Articles

Verification of Route Choice Model and Operational Model of Vessel Traffic

Because of ever-increasing economic globalization, it is necessary to simulate vessel behavior for investigating safety and capacity in ports and inland waterways. A new maritime traffic model was developed; it comprises two parts: the route choice model and the operational model. This paper presents the operational model, which describes vessel sailing behavior by optimal control. In the operational model, the main behavioral assumption is that all actions of the bridge team, such as accelerating and turning, are executed to force the vessel to sail with the desired speed and course. In the proposed theory, deviating from the desired speed and course, accelerating, decelerating, and turning will provide disutility (cost) to the vessel. Through prediction and minimization of this disutility, the longitudinal and angular acceleration can be optimized and predict individual vessel sailing behavior. To verify the route choice model and the operational model, a case study was carried out; it applied the models to predict individual vessel behavior (path, speed, and course) in the entrance channel to Maasvlakte I at the Port of Rotterdam, Netherlands. The simulation results show a good prediction of the vessel path and vessel course. As no other model has been built specifically to predict vessel behavior in the port area, the current methods provide a fundamental basis for investigating vessel behavior in restricted waterways. In addition, this research showed the potential of the model to increase the safety and capacity of ports and inland waterways.

시스템 동바리 구조 안전성에 대한 최소 수평하중의 영향

Abstract : This study examined the effects of the minimum horizontal load on the structural behaviors and safety of system supports. The minimum horizontal load was frequently ignored in the design of system supports even though the level of that load was spec ified in the code and guide in Korea such as ‘Standard Specification in Temporary Construction’ and ‘Guide to Installation of Shores for a Concrete Bridge’ . To examine the effects of considering the minimum horizontal load, the finite element analysis were performed for various system supports. By varying installing parameters of system supports such as the vertical member spacing, the installat ion height, and the thickness of slab, the maximum combined stress ratios were estimated to investigate the structural safety of system sup ports. The results showed similar axial stress in vertical members but an increase in bending stress with a consideration of the horizontal load. The combines stress ratios are remarkably increased due to the consideration of the horizontal load. Consequently, the system suppo rts, which were initially estimated to be safe when only the vertical loads were considered, were changed to be unsafe in most cases by th e effects of the both the vertical and horizontal stresses. Therefore, the minimum horizontal load following the code and the guide is an es sential load that could control the structural safety of system supports.

Port safety evaluation from a captain’s perspective: The Korean experience

There are many factors affecting navigational safety in ports, including weather, the characteristics of the channels and vessel types, etc. This paper aims to identify the factors influencing navigational safety in ports and to analyze the extent to which such factors affect the safety of ports from the perspective of ship captains through a real case study. A quantitative analysis is carried out using the data collected from 21 captains who have over 10years experience in operating ships individually. The identified factors indicate risk implications in ports. A fuzzy analytical hierarchy process is used to evaluate the importance of the factors and to rank the safety levels of the targeted ports in Korea from a captain’s perspective. Consequently, among Busan, Ulsan, Gwangyang, Incheon, and Mokpo, Busan is evaluated by captains as the safest port, while Mokpo is the most risky. The research also reveals that it is applicable to use domain expert knowledge when historical failure data is unavailable or difficult to access to evaluate port safety. The result shows great research significance in terms of providing relevant stakeholders, such as port authorities and shipping companies, with an insight into port safety performance and thus facilitating the development of the associated risk control measures.

The Positive Implications for the Application of the International Ship & Port Facility Security and its Reflects on Saudi’s Ports

The research paper summed up on the requirements of the application code security and safety of ships and ports (ISPS) and the technical aspects necessary for the application by the Saudi marine Ports. The requirements of the international code of safety and security of ships and ports such as: (1) Additional tasks to be undertaken by port management ‐ Activities and tasks that will port authorities; (2) The impact of the elements of the maritime transport ‐ Application and amendments to the deck; (3) Government requirements ‐ Special requirements for the management of ships; and (4) Application optimized for the requirements of the code. Also interested in the research paper the mechanism of how to put these requirements into effect and the positive impact associated with the application. And also the requirements of the bridge on the ship, beside clarification of the interconnections between the parties to the transfer process, such as administration of the commercial maritime fleet operations, control to the owners and how the administrative process for the crew to apply the appropriate code on the deck of ships and mutual relations with the insurance and chartering operations as well as the role of the port facility, to arrived. How can the ports of Saudi Arabia to benefit from the positive application of code requirements and to enable these requirements with the parties to the process of maritime transport.

Power-Injectable Ports: Safety during Placement, Therapeutic use, and Contrast Administration during Computed Tomography Procedures

To determine the safety of power-injectable ports during placement, therapeutic use, and administration of intravenous contrast material using automated mechanical injectors. This retrospective, single institution study examined all patients undergoing placement of a power-injectable port between May 1, 2006 and June 30, 2010, with follow-up data collected through October 31, 2010. Electronic records and PACS were searched for patient demographics, placement indication, device placed, placement site, attending operator, and complications. The number of CECT scans performed for patients with indwelling ports, rate of port access for such studies, and contrast extravasation or device failure events during power injection of contrast were recorded and compared to the results of all other methods of venous access for CECT scans. In total, 313 ports were placed in 307 patients. Device dwell time ranged from 3 to 1506 days with a mean of 577. A total of 20 (6.5%) complications were identified during the study period, all of which were late. There was no statistically significant difference in complication rates between five attending operators. Patients with ports underwent 676 CECT scans during which the port was injected 142 times (20.9%). Neither extravasation nor device failure occurred during any scan, yielding no statistically significant difference when compared to the results of other venous access methods. Power-injectable tunneled catheters with attached subcutaneous ports are safe with low rates of complication during placement and dwell time. Power injection of contrast through these ports may be as safe as power injection using other venous access methods.

Long-term outcomes of peripheral arm ports implanted in patients with colorectal cancer

Venous ports are mandatory for chemotherapy in cancer patients because prolonged infusions are required. The aim of this study was to assess the safety of peripheral arm ports for chemotherapy in patients with colorectal cancer. A peripheral venous access port was placed in the upper arm in 113 consecutive patients with metastatic colorectal cancer (MCRC). All patients received modified FOLFOX (5-fluorouracil [5-FU]/l-leucovorin [LV]/oxaliplatin [L-OHP]) 6 or FOLFIRI (5-FU/LV/irinotecan hydrochloride [CPT-11]) regimens at least once via the venous access port. All patients were followed up at least once every 2 weeks. Puncture of the basilic veins was successfully completed under real-time sonographic guidance or radiographic guidance in all patients. The median operative time was 30 min. The cumulative follow-up period was 29 886 catheter days (range, 9-560 days; mean, 264 days). No procedural complications, such as pneumothorax, hemothorax, arterial puncture, or cardiovascular problems, occurred in our series. A total of nine patients (8.0%) had complications. Port-site infection occurred in six patients (5.3%; 0.20 infections per 1000 catheter-days). One patient (0.9%) had an episode of ultrasound-documented deep vein thrombosis in the ipsilateral upper extremity (0.03/1000 catheter-days). Dislocation or migration of the catheter tip occurred in two patients (0.07/1000 catheter-days). A second port was placed in six patients (5.3%) after removal of the fi rst port. Peripheral arm ports can be maintained with excellent short-and long-term outcomes. Peripheral arm ports are considered to be a good alternative to central venous ports implanted in the chest in patients with MCRC.