Passage Of Ships Research Articles

Effect of shipping induced changes in flow velocity on aquatic macrophytes in intensively navigated rivers

In the last decades, the aquatic vegetation of the river Rhine has declined. In order to rehabilitate the vegetation in the river it is vital to gain insights in the environmental factors that affect the occurrence and establishment of aquatic macrophytes. Especially navigation is expected to negatively influence the environmental conditions through generating water displacements that changes flow velocities in the littoral zones. The aim of this study was to assess the effect of navigation on occurrence of aquatic macrophytes species in the river Rhine by 1) deriving a comprehensive overview of their sensitivities to flow velocity with the use of species sensitivity distributions (SSDs), and 2) calculating the potentially not occurring fraction (PNOF) of their species pool based on measurements of flow velocities during ship passages at various types of littoral zones. Maximum flow velocity sensitivity ranged from 43 to 120 cm sö1. Field measured flow velocities fluctuated mostly between 0 and 10 cm sö1. However, maximum measured flow velocities during ship passages ranged between 45 and 74 cm. sö1. This resulted in a PNOF value of almost 0.50, indicating that 50% of the plant species is potentially absent due to ship generated changes in flow velocities. As shipping intensity is expected to increase in the future the likelihood of flow velocities limiting macrophytes is expected to increase. This highlights the need of constructing connected backwaters, side channels and shore channels behind longitudinal training dams as they decrease the influence of navigation on flow velocity.

Caribbean Sea Soundscapes: Monitoring Humpback Whales, Biological Sounds, Geological Events, and Anthropogenic Impacts of Vessel Noise

Assessing marine soundscapes provides an understanding of the biological, geological and anthropogenic composition of a habitat, including species diversity, community composition, and human impacts. For this study, nine acoustic recorders were deployed between December 2016 and June 2017 off six Caribbean islands in several Marine Parks: the Dominican Republic (DR), St. Martin (SM), Guadeloupe east and west (GE, GW), Martinique (MA), Aruba (AR), and Bonaire (BO). Humpback whale song was recorded at five sites on four islands (DR, SM, GE, GW and MA) and occurred on 49 to 93% of recording days. Song appeared first at the DR site and began 4 to 6 weeks later at GE, GW and MA. No song was heard in AR and BO, the southernmost islands. A two-week period was examined for the hourly presence of vessel noise and the number and duration of ship passages. Hourly vessel presence ranged from low (20% - DR, 30% - SM), medium (52% -MA, 54% - BO, 77% - GE) to near continuous (99% - GW; 100% - AR). Diurnal patterns were observed at BO, GE, and MA with few to no vessels present during night time hours, possibly reflecting the activity of recreational craft and fishing vessels. At the DR and GW sites, vessel traffic was ubiquitous for most of the day, likely reflecting heavy cruise ship and container ship presence. Soundscapes were diverse across islands with persistent fish choruses, sporadic sperm whale (Physeter macrocephalus) and dolphin (Delphinidae) presence at BO, minke whales (Balaenoptera acutorostrata) from late December to late February at MA and an earthquake recorded across all sites. These analyses provide an important first step in characterizing the health and species richness in Caribbean marine parks and demonstrate a surprising high anthropogenic foot print. Vessel traffic in particular contributes adversely to marine soundscapes, masking marine mammal sounds, potentially changing typical animal behavior and raising the risk of ship strike.

Ship-to-Shore Wireless Communication for Asynchronous Data Delivery to the Remote Islands

Nowadays, many people who live in remote islands of Indonesia are still facing difficulties in terms of access to information. In the locations where end-to-end communication is not available, the asynchronous approach can be utilized to send information in the form of digital data. In some areas, we could utilize passenger ships or ferries as physical carriers to deliver digital data to the people in the remote islands which are located at a particular range of distance from the ship’s passing routes. This paper reports the channel performance of long-range WiFi connection oversea at 5 GHz using the real ship’s route at the North Sulawesi province‘s water in Indonesia as a sample scenario. The measurement results showed that the most stable ship-to-shore communication can be achieved in ±15 minutes at the maximum distance between the ship and shore of about 4 km. The maximum channel capacity was 120 Mbps for upload (from ship to shore) and 53 Mbps for download (from shore to ship), which is enough to deliver gigabytes of information to the people at the islands every time the ship passes by.

Underwater noise levels in Indian waters off the coast of Mormugao Port

ABSTRACT Among various factors influencing the ocean noise levels, shipping traffic radiated underwater noise levels were identified as the major contributors. The increase in ambient noise levels due to natural and anthropogenic sources threatens the marine species communication. India has a coastline of 7,516.6 Km with 12 major and ∼187 minor ports. The hydrophone system measured for 39 days helped in investigating the distant shipping traffic lane noise levels and its influence on ambient noise levels of the region. The ocean noise levels measurement were ∼115 dB re 1 µPa for the prevailing environmental conditions. The noise exposure levels were ∼10 dB higher at <1 kHz due to ship passage to and from the port. The fish noise dominated the ambient sea noise mostly at high frequencies >1 kHz. The maximum and minimum range of shipping noise spectra for both the month’s data indicated peak sound pressure level in the lower frequency. Thus, the outcome of the measurements helped in understanding ocean noise levels off the coast of Mormugao Port and the influence of shipping traffic. A similar study for longer duration shall be useful to develop specific traffic lanes in the port entrance which is free from the mammal movements.

Consideration of the Possibility of Excursion Ship Passage in Busan North Port using Marine Traffic Assessment Index

Consideration of the Possibility of Excursion Ship Passage in Busan North Port using Marine Traffic Assessment Index

Russia’s Annexation of Crimea and the Passage of Ships Through Kerch Strait: A Law of the Sea Perspective

This article discusses potential Ukrainian rights of passage through Kerch Strait against the background of restrictions on passage imposed by Russia since the annexation of Crimea, taking into account the ongoing arbitral proceedings under Annex VII of the UN Convention on the Law of the Sea. The article addresses first the question of the status of Kerch Strait and the Sea of Azov under the international law of the sea. In a second step, the article deals with the issue of potential Ukrainian passage rights through Kerch Strait based on the legal status discussed in the first section as well as relevant bilateral treaties between Ukraine and Russia.

Safety of container ship (un)loading operations in the Port of Antwerp

PurposeEconomies of scale drive container ship owners towards ordering larger vessels. Terminals need to ensure a safe (un)loading operation of these vessels, which can only be guaranteed if the mooring equipment is not overloaded (lines, fenders and bollards) and if the motions of the vessel remain below set limits, under external forces. This paper aims to focus on the passing vessel effect as a potential disturbing factor in the Port of Antwerp.Design/methodology/approachMotion criteria for allowing safe (un)loading of container vessels are established by considering the container handling process and existing international standards (PIANC). A case study simulation is presented where the behaviour of the moored vessel under ship passages is evaluated. Starting from a representative event, the effect of changes in passing speed and distance is discussed.FindingsThe study illustrates the influence of passing velocity and distance on the behaviour of the moored vessel, showing that when passing speeds are higher and/or distances lower than the reference event, safety limits are potentially exceeded. Possible mitigating measures, including the use of stiffer mooring lines and/or a change in arrangement, are discussed.Research limitations/implicationsThis paper serves as a basis for future research on safety criteria and optimisation of the mooring equipment and configuration to deal with passing vessel effects.Practical implicationsThe presented results can be used by ship and terminal designers to gain familiarity with passing vessel effects and adopt suggested best practice.Social implicationsBy restricting the motions of the passing vessels, the focus and general well-being of the crane operator is enhanced, as is the safety of workers.Originality/valueThe paper provides a unique combination of container fleet observation, safety criteria establishment and case study application.

Application of Information Technologies and Algorithms in Ship Passage Planning

Abstract With the continuous increase of international oil prices, more and more shipping companies look for new solutions to the ever present question: How to reduce operational fuel consumption and decrease air pollution. Ship route planning is an indispensable part of the ship navigation process. In the modern world, the passage planning aspect of navigation is shifting. No longer do we see mariners drawing course lines on a paper chart. No longer do they calculate distances with compasses. Elaborate algorithms on various digital devices perform all these tasks. Algorithms plot the optimum tracks on digital charts and algorithms can decide how to avoid collision situations. Nowadays charter companies do not rely solely on the experienced navigators on board their vessels to decide the best route. Instead, this task is outsourced ashore to routing and weather-routing enterprises. The algorithms used by those enterprises are continuously evolving and getting better and better. They are coming popular because of another reason – more and more the shipping society support the newly idea for using crewless ships. However, are they up to the task to eliminate the human element in passage planning? In this article, we are going to review some of the weak points of the algorithms in use.

High strain dynamic testing of driven piles during the construction of the bridge across the Kerch Strait

In accordance with the Russian Federal Target Program of Social and Economic Development of the Crimea and Sevastopol, a bridge across the Kerch Strait is being built now. Of course, such complex structures are significant for Russia. Solving technical issues at different stages of engineering investigations, design, construction and operation of such objects it is required to attract specialists from scientific, educational, design, construction organizations, and manufacturers of building materials, structures and equipment from different countries. Before the implementation of this project, more than 70 different variations of the construction of the transport crossing were considered. These are combinations of bridges (cable, arched, girder, combined, etc.), tunnels and embankments in four sections of the Kerch Strait. As a result of the multifactor analysis, the optimal variation of the transition through the Tuzla point of two parallel bridges of about 19 km in length, with beam spans of 55-64 m, arches with a width of 227 m and a height of 45 m in the navigable channel was adopted. The bridge clearance for passage of ships is 185 × 35 m. To design a unique and complex bridge under existing regulations, special technical conditions were developed. When piles were driven, there were difficulties and issues that required prompt solutions. Employees of the Department of Highways and Bridges of the Perm National Research Polytechnic University were involved in testing piles and hammers. The design of foundations and the technology of driving piles were changed as the test results were obtained.

MODELING THE MANIFESTATIONS OF THE HUMAN FACTOR OF THE MARITIME CREW

Purpose. The article investigates the trajectories of the watch team members in maritime transport that lead to a decrease in the level of security. A formal apparatus is proposed, as well as software and hardware to identify the location of members of the watch team during the execution of complex maneuvers. Methodology. In the course of constructing the mathematical model, the most common schemes of interaction of watch members at the time of performing complex maneuvers were considered. The general problem was considered as a series of watchkeeping interactions that solve micro-tasks of ship control at a certain moment. As a result of simulation it is determined that a key role is played by the first mate, who is the most likely to deviate from the instructions, because of excessive activity or passivity in actions. Also, interaction models of members of the watchkeeping service within the framework of a multi-day ship passage are considered. Findings. Research shows that the formation of established interactions depends on the level of experience and qualifications of the members of the watchkeeping service. Overly active relocation of the mate, as well as function duplication of individual members of the watchkeeping service adversely affects the safety level in ship management. Software and hardware tools are proposed that allow identifying the location and movements of the watch team members, indicating deviations from the watchkeeping instructions for maritime transport. Originality . The authors for the first time developed software and hardware for analyzing the movements of the watchkeeping service members, allowing identifying violations of official instructions. Practical value . Based on the developed software and hardware identification of positions and movements of the members of the watchkeeping service, it becomes possible to more effectively manage the process of training navigators during simulator practice on the basis of the navigation simulator NTPRO 5000 at the Kherson State Maritime Academy, Ukraine. These studies can also be useful in studying the discipline «Organization of the crew actions in extreme conditions».

The Bagouria Barrage 1281 AH / 1864 AD:An Archaeological Architectural Study

The Bagouria Barrage is one of the most important establishments that were built in the field of irrigation engineering in the governorate of Menoufia during the reign of Khedive Ismail in 1281 AH/ 1864 AD. The Bagouria Barrage consists of five openings with semi-circular arches, including a large central archway that was assigned for entry and exit of boats. It is noted that the Barrage arches are based on stone pillars separated from each other by openings equipped with iron gates used to open and close the barrage. On the left of the barrage, from the eastern side, there is a lock dedicated to the passage of ships and boats on the Bagouria canal. The roof of the barrage contains a road for transport which links the villages and the areas located in the eastern part of the Bagouria Barrage with those located on the western side. The Bagouria Barrage contributed to the development of irrigation and agriculture system in Menoufia through supplying the agricultural lands with summer irrigation water and improving the navigation system in the Bagouria Canal. Most notably is the large number of the Nilometers which were established in the vicinity of the Bagouria Barrage for defining the flood level and the necessary balances of the Bagouria Barrage. In addition, the artistic and decorative elements that adorn the Bagouria Barrage are rare because of the nature of the construction that is located in the middle of one of the waterways.The research elements are as follows:-Frist: Types of Barrages and their architectural composition:The first type (Large barrages). The second type (Influx barrages).The third type (Reservoir and distribution barrages).The Fourth type (Estuary barrages). The fifth type (Division barrages).Second: The role of the Menoufi main canal and the Bagouria canal in the construction of the Bagouria barrages:1- The role of the Menoufi main canal in the construction of the Bagouria barrages.2- The role of the Bagouria Canal in the construction of the Bagouria Barrage.Third: The descriptive study of the Bagouria Barrage:1- Location. 2- Founder and date of construction3- Architectural description.Fourth: The Analytical Study of the Bagouria barrage:1. Architectural and constructional units and elements:A. Semi-circular arches B. Piers (central pillars) C. Side walls.D. Ceiling of the barrage. E. Balustrade of the Barrage. F. The Lock, (The iron gates - The manual tools)G- The barrage gates H- Drondat (side recesses) I- Balancing.J- The bedding. K- The Weir. L- The Cranes.M- The entrances to the Bagouria barrage.2. The artistic and decorative elements of the Bagouria barrage.3. Nilometers of the Bagouria barrage.4. Building materials used in the Bagouria barrag.A- Concrete. B- Stone. C- Bricks. D- The mortar:5. Functional purposes of the Al-Bagouria barrage.The research ends with A table showing the architectural, technical and structural terms used in the research, then the most important results and recommendations followed by a list of the sources and references consulted, and a catalog which includes the illustrative figures and plates used.

Assessing vessel slowdown as an option for reducing acoustic masking for Arctic cod in the western Canadian Arctic

Noise from this shipping traffic can lead to acoustic masking, reducing the ability of marine animals to detect and use biologically important sounds. Vessel-slow down may be an alternative mitigation option in regions where re-routing shipping corridors to avoid important habitat for fish and marine mammals is not possible. We investigated the potential relief in masking from a 10 knot speed reduction of container and cruise ships. Based on ambient sound measurements and real shipping data, the percentage reduction in the available listening space for fish as a container or cruise ship passes under varying speeds and ambient sound conditions was shown. The mitigation effects from slower vessels (travelling at 15 knots compared to 25 knots), in terms of auditory masking, was equal between ambient sound conditions, but not equal between the type of vessel. Slowing vessels led to a substantial decrease in the listening space reductions, with the amount of reduction varying by distance away from vessels. Vessel slowdown through sensitive habitat could be an effective mitigation strategy for reducing the extent of auditory masking.

Short-term fluctuations in the ambient noise field at an Arctic chokepoint horizontal line array

The Arctic is a region known for high variance in both ambient noise levels and local sound propagation conditions, and is currently experiencing an historic increase in shipping traffic, resulting in an acoustic environmental that is changing so rapidly that the sparse ambient noise data available from decades-old studies have been rendered obsolete. Renewed interest in Arctic acoustics have provided fresh noise data at northern sites, and in the summer of 2015 Defence R&D Canada collected a continuous two-week recording of the 48-hydrophone Northern Watch horizontal line array at Gascoyne Inlet. Over the ice-free study period, numerous ship passes, weather events, and anomalies were observed in the high-quality acoustic recordings. In this paper, spectral fluctuations, directionality, and correlation with ship tracks and weather observations in the noise data are analyzed to help improve the applicability of operational arctic noise models supporting sonar performance.The Arctic is a region known for high variance in both ambient noise levels and local sound propagation conditions, and is currently experiencing an historic increase in shipping traffic, resulting in an acoustic environmental that is changing so rapidly that the sparse ambient noise data available from decades-old studies have been rendered obsolete. Renewed interest in Arctic acoustics have provided fresh noise data at northern sites, and in the summer of 2015 Defence R&D Canada collected a continuous two-week recording of the 48-hydrophone Northern Watch horizontal line array at Gascoyne Inlet. Over the ice-free study period, numerous ship passes, weather events, and anomalies were observed in the high-quality acoustic recordings. In this paper, spectral fluctuations, directionality, and correlation with ship tracks and weather observations in the noise data are analyzed to help improve the applicability of operational arctic noise models supporting sonar performance.

Geopolitics of Arctic shipping: the state of icebreakers and future needs

ABSTRACTThe starting point of the analysis in hand is a brief discussion of the so-called ‘Arctic Passages.’ Considering that ice and ice-pacts will remain a concern in the future, the support of icebreakers will still be needed to facilitate the safe passage of ships. Describing the state of these types of vessels currently available is the main aim, with a particular focus on key state players: the Russian Federation (RF), the United States of America (USA) and Canada. Additionally, a critical evaluation of future plans in relation to the introduction of icebreakers into service is taking place. Russia has already built and operates a certain number of vessels that are fully capable to handle current traffic demands, as well as the expected future increase. On the opposite direction, both Canada and USA are facing problems to deal with current demands and the situation during the next couple of years looks rather troublesome. Their obvious lack of icebreaking capabilities is somewhat disconcerting given the expected demand in the Arctic region in coming years coupled with the lengthy acquisition and production process required for a new icebreaking fleet. An acceleration of their acquisition plans and activities to cover the identified gap in icebreakers’ services is clearly a high priority.

Dynamic Response of Breasting Dolphin Moored with 40,000 DWT Ship due to Parallel Passing Ship Phenomenon

When a ship is moving through another ship moored nearby, hydrodynamic interactions between these ships result in movements of the moored vessel. The movement may occur as surge, sway, and/or yaw. When a ship is passing a moored vessel parallelly, this effect will give a dominant lateral force on the moored ship and response from this phenomenon will appear in a certain time. Only dynamic response due to sway force is considered in this study, the sway force shall be absorb by the breasting dolphin. 40,000 DWT shall be moored to the breasting dolphin. Three passing ships size are considered, the breasting dolphin shall be modeled as a single degree of freedom model. This model will be subjected to a force caused by parallel passing ship. The model is assumed to be in a state of quiet water, this assumption is taken so that the fluid does not provide additional force on the model. The SDOF system shall be analyzed using a computer program designed to solve an ordinary differential equation.

Preserved for the Future: Cape Hatteras Lighthouse

Cape Hatteras Lighthouse, the tallest lighthouse in the United States, has guarded the passage of ships along North Carolina’s Outer Banks for almost 150 years.

Method for Analyzing AIS Data and Determination of Simultaneously Ships Passage via Strait of Split

The traffic density is a basic characteristic of marine traffic for some navigational area. In the case of narrow channels such as Strait of Split (Splitska vrata), apart from the traffic density, the number of simultaneous ship passages is also important as well as ships characteristics. Based on such data, additional navigational safety guidelines and regulations may be planned for the observed area. The purpose of this research is to determine the number of simultaneous ship passages via Strait of Split for a certain period of time. Collected AIS data in SPNMEA format was decoded by AIS Decoder online program to csv file. For five randomly selected days in the summer period, based on AIS data, the number of simultaneous ship passages was determined and ships information presented.

Safe Mooring of Large Container Ships at Quay Walls Subject to Passing Ship Effects

Container traffic and individual ships’ sizes increased dramatically over the last decades, testing the existing harbour infrastructure to its limits. An important aspect regarding the safety of the berthed vessel is the quality of the mooring configuration. A case study is presented, where an 18000 TEU container vessel is moored at a quay. The motions of the moored vessel and the forces in its lines due to ship passages are simulated, using the potential software ROPES and the UGent in-house package Vlugmoor. Focus is on the mooring plan (operational parameter) and the characteristics of the individual lines (design parameter).

Longitudinal training dams mitigate effects of shipping on environmental conditions and fish density in the littoral zones of the river Rhine

The stability of habitat conditions in littoral zones of navigated rivers is strongly affected by shipping induced waves and water displacements. In particular, the increase of variability in flow conditions diminishes the suitability of these habitats for juvenile fishes. Recently, a novel ecosystem based river management strategy has resulted in the replacement of traditional river training structures (i.e., groynes) by longitudinal training dams (LTDs), and the creation of shore channels in the river Waal, the main, free-flowing and intensively navigated distributary of the river Rhine in the Netherlands. It was hypothesized that these innovative LTDs mitigated the effects of shipping on fishes by maintaining the natural variability of habitat conditions in the littoral zones during ship passages whereby shore channels served as refugia for juvenile fishes. Measurements of abiotic conditions showed a significantly lower water level fluctuation and significantly higher flow stability in shore channels compared to groyne fields. Flow velocity did not differ, nor did the variation in flow velocity fluctuation during ship passage between these habitats. Densities of fish were found to be significantly higher in the littoral zones of shore channels compared to nearby groyne fields. Moreover, electrofishing along the inner side of the newly constructed LTD showed a significant linear relationship between fish density and distance from highly dynamic in- and outflow sections and to lowered inflow sections in the LTD. Results of our field sampling clearly indicate successful ecological rehabilitation of littoral zones that coincides with a facilitation of navigation in the main river channel and increased flood safety.

Hydrogeological effects of dredging navigable canals through lagoon shallows. A case study in Venice

Abstract. For the first time a comprehensive investigation has been carried out to quantify the possible effects of dredging a navigable canal on the hydrogeological system underlying a coastal lagoon. The study is focused on the Venice Lagoon, Italy, where the port authority is planning to open a new 10 m deep and 3 km long canal to connect the city passenger terminal to the central lagoon inlet, thus avoiding the passage of large cruise ships through the historic center of Venice. A modeling study has been developed to evaluate the short (minutes), medium (months), and long (decades) term processes of water and pollutant exchange between the shallow aquifer system and the lagoon, possibly enhanced by the canal excavation, and ship wakes. An in-depth characterization of the lagoon subsurface along the channel has supported the numerical modeling. Piezometer and sea level records, geophysical acquisitions, laboratory analyses of groundwater and sediment samples (chemical analyses and ecotoxicity testing), and the outcome of 3-D hydrodynamic and computational fluid dynamic (CFD) models have been used to set up and calibrate the subsurface multi-model approach. The numerical outcomes allow us to quantify the groundwater volume and estimate the mass of anthropogenic contaminants (As, Cd, Cu, Cr, Hg, Pb, Se) likely leaked from the nearby industrial area over the past decades, and released into the lagoon from the canal bed by the action of depression waves generated by ships. Moreover, the model outcomes help to understand the effect of the hydrogeological layering on the propagation of the tidal fluctuation and salt concentration into the shallow brackish aquifers underlying the lagoon bottom.