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The finest hours : the true story of a heroic sea rescue
\"On the night of February 18, 1952, during one of the worst winter storms that New England has ever seen, two oil tankers just off the shore of Cape Cod were torn in half by the force of the storm. This middle-grade adaptation of an adult nonfiction book tells the story of a harrowing Coast Guard rescue when four men in a tiny lifeboat overcame insurmountable odds and saved more than 30 stranded sailors. This is a fast-paced, uplifting story that puts young readers in the middle of the action. It's a gripping story of heroism and survival with the same intensity as the bestselling book and movie The Perfect Storm.\"--Provided by publisher.
Book
Association of Serum Uric Acid with cardio-metabolic risk factors and metabolic syndrome in seafarers working on tankers
Background
There is still controversy over the clinical interpretation of the association between metabolic syndrome (MetS) and serum uric acid (SUA) levels. Therefore, the aim of this study was to investigate the association of SUA levels with MetS and other cardio-metabolic risk factors (CMRF) in seafarers working on tankers.
Methods
This cross-sectional study was conducted in 2015 and included 234 male seafarers working on tankers. The participants were divided into three groups based on the tertiles of SUA. The report from of the National Committee of Obesity was used to define the MetS. The relationship between SUA, CMRF and MetS adjusted for age, educational level, job history, shift work, smoking and BMI was assessed by logistic regression analysis.
Results
The subjects were aged 36.0 ± 10.3 years (mean ± SD). A notable upward trend was observed in mean weight, body mass index (BMI), triglyceride (TG), total cholesterol (TC), low density lipoprotein (LDL) and very low-density lipoprotein (VLDL) as tertiles of SUA increased (
P
< 0.001). In all models of the logistic regression analyses, the odds ratio (OR) of high TG for participants in the 3rd tertile of SUA was four times higher than that for participants in the 1st tertile of SUA (
P
< 0.001). The odds ratio of high TC and the SUA levels increased, so that the odds ratio of high TC for participants in the 2nd tertile was 2.47 (95% CI: 1.10–5.53) (
P
< 0.05) as compared with that for participants in the 1st tertile. Significant association was observed between MetS and the levels of SUA; 6.10 (95% CI: 1.77–20.94) (
P
< 0.05).
Conclusions
Findings revealed that SUA levels were associated with MetS, high TG and high TC. Therefore, it is recommended that clinical attention should be given to symptoms related to elevated SUA - being one of the most important remediable risk factors for MetS - in the annual medical examinations of seafarers.
Journal Article
Uninterrupted supply of tankers on distribution facility
At present, the delivery of oil products to agricultural enterprises and farms of the region is carried out by tank trucks from the distribution tank farm Uzneftegaz AK. At the same time, tank trucks may belong to farms or they may be organized into separate specialized auto detachments and belong to specialized enterprises (centralized delivery). Optimization of the number of liquids makes it possible to reduce the waiting time for tankers in the queue by 2.2 6.7 times, time loss of tanker trucks - 1.3 times. 3.5 times, reduce the amount of losses from downtime of tankers and the cost of maintaining liquid funds by 1.6 2.7 times compared to the values of these indicators that exist in practice. A comparison of the initial and calculated data shows (Table 5) that the average relative error does not exceed 8%, and therefore we can assume that the obtained correlation dependence corresponds to the experimental data.Under the current system, the average queue waiting time for one autocis turn in a relaxed period is 66 minutes, the maximum waiting time is 192 minutes, in a busy period - 165 and 417 minutes, respectively.
Journal Article
Optimizing Performance Of Refuelling Operation Through Simulation
Optimization of the fuel filling process aims to reduce queuing time for tank cars, and this is because the company uses a manual filling system, which takes a long time. The total number of filling bays is 5, with 9 parking lots for tankers to carry out the refueling operation. The method that will be used to help optimize the fuel-filling process is to simulate existing events using the Arena Software and then analyze scenarios that can be implemented to optimize the filling process and reduce waiting time. Scenario 1 is to add a parking space in Bay 5 because it only has 1 parking space. Scenario 2 is to add 1 bay with 1 parking space. Scenario 3 is to add 1 bay with 2 parking lots. A comparison of the scenario results with the existing conditions is that the existing conditions obtain 157 outputs, Scenario 1 obtains 160 outputs, Scenario 2 obtains 179 outputs, and Scenario 3 obtains 189 outputs. Analysis of these improvement scenarios found that Scenario 1 is the recommended improvement scenario based on the location and capacity of the company’s field.
Journal Article
Rapid Assessment of Stony Coral Richness and Condition on Saba Bank, Netherlands Antilles
The benthic habitats of Saba Bank (17 degrees 25'N, 63 degrees 30'W) are at risk from maritime traffic, especially oil tankers (e.g., anchoring). To mitigate this risk, information is needed on the biodiversity and location of habitats to develop a zone use plan. A rapid survey to document the biodiversity of macro-algae, sponges, corals and fishes was conducted. Here we report on the richness and condition of stony coral species at 18 select sites, and we test for the effects of bottom type, depth, and distance from platform edge. Species richness was visually assessed by roving scuba diver with voucher specimens of each species collected. Coral tissue was examined for bleaching and diseases. Thirty-three coral species were documented. There were no significant differences in coral composition among bottom types or depth classes (ANOSIM, P>0.05). There was a significant difference between sites (ANOSIM, P<0.05) near and far from the platform edge. The number of coral species observed ranged from zero and one in algal dominated habitats to 23 at a reef habitat on the southern edge of the Bank. Five reef sites had stands of Acropora cervicornis, a critically endangered species on the IUCN redlist. Bleaching was evident at 82% of the sites assessed with 43 colonies bleached. Only three coral colonies were observed to have disease. Combining our findings with that of other studies, a total of 43 species have been documented from Saba Bank. The coral assemblage on the bank is representative and typical of those found elsewhere in the Caribbean. Although our findings will help develop effective protection, more information is needed on Saba Bank to create a comprehensive zone use plan. Nevertheless, immediate action is warranted to protect the diverse coral reef habitats documented here, especially those containing A. cervicornis.
Journal Article
Evaluation of human error in oil spill risk in tanker cargo handling operations
Cargo handling operations on board tankers pose a significant threat to the cleanliness and health of the ocean ecosystem. Incidents originating from these operations are often attributed to human error, as widely acknowledged. Therefore, it is crucial to control the human factor involved in these operations to enhance ship safety and foster a sustainable, clean marine environment. To tackle this problem, this paper presents a novel model that identifies the causal factors behind oil spills resulting from crew failure in these operations. To attain this, fuzzy Bayesian network (FBN) approach is used in this study to analyse the probabilistic correlations among the causal elements that are disclosed qualitatively and quantitatively. Sensitivity analyses and validation procedures are carried out to enhance the accuracy of results. Eliminating errors in cargo calculation is of paramount importance as research has shown that such errors lead to the largest impact on spill during loading and discharging (L&D) operations. The study’s findings offer valuable insights into the causes of L&D operation-related spills. Ship management companies, the loss-prevention division of Protection and Indemnity Clubs (P&I), and regulatory bodies may employ the research results to prevent spill repetitions and protect the marine environment.
Journal Article
Ship Classification Based on Density Features in SAR Images
Ship classification in SAR images has attracted much attention by researchers. In this paper, a SAR target classification method for three commercial ships (container ships, bulk carriers and oil tanker) is proposed by analyzing their scattering features. Firstly, the ship slice is preprocessed to obtain the binary image, from which the density features can be extracted, which describing the ship scattering point distribution. Finally, the support vector machine (SVM) classifier is applied to classify these three types of commercial ships. The experimental results show that the classification accuracy of structure feature and strength feature is low, while the proposed density feature can reach 80% for three types of ships. The combination of structure features and strength features with density features can improve the classification accuracy. Combining the three features has the best classification performance.
Journal Article
Spatial-Temporal Ship Pollution Distribution Exploitation and Harbor Environmental Impact Analysis via Large-Scale AIS Data
Ship pollution emissions have attracted increasing attention in the maritime field due to the massive growth of maritime traffic activities. It is important to identify the ship emissions (SEs) magnitude and corresponding spatial and temporal distributions for the purposes of developing appropriate strategies to mitigate environment pollution. The aim of this study was to estimate ship pollution emissions with various typical merchant ship types under different sailing conditions. We estimated the emission variation with a ship traffic emission assessment model (STEAM2), and then the ship pollution emission distribution was further visualized using ArcGIS. We collected data from the automatic identification system (AIS) for ships in New York Harbor and further analyzed the spatiotemporal distribution of pollutant emissions from ships. The experimental results demonstrate that the ship pollutant emission volume in the New York Harbor area in 2022 was 3340 t, while the pollution in terms of CO, SO2, CXHX, PM10, NOX, and PM2.5 was 136, 1421, 66, 185, 1384, and 148 t, respectively. The overall SEs from container ships, passenger ships, and tankers account for a large amount of pollution discharge. The pollutant emissions of container ships are significantly greater than that of their counterparts. Moreover, the spatiotemporal distributions of ship pollutant discharge can vary significantly among different ship types and sailing conditions.
Journal Article
Tanker and SPM Motion Response Analysis due to Environmental Load
The use of tankers for oil and gas distribution requires auxiliary structures such as Single Point Mooring (SPM). In the process of loading cargo, tankers must maintain a level of stability so that the load transfer process runs smoothly. Stability needs to be checked using inputs in the form of structural responses in free-floating conditions to get structural responses when moored. Analysis of the motion response of tankers and SPM in free-floating conditions showed that ballast tanker loads had a greater motion response than full loads with the largest movement on roll at 3.59 deg/m. The moored motion response of the tanker has the greatest amplitude in the surge movement towards the AP with a value of -0.2251 m.
Journal Article
The Threats from Oil Spills: Now, Then, and in the Future
The ongoing oil spill from the blown-out well by the name of Macondo, drilled by the ill-fated rig Deepwater Horizon, has many features in common with another blowout in the Mexican Gulf that happened three decades ago. Then the oil gushed out from the Ixtoc I well drilled by the Sedco 135-F semi-submersible rig. In the years between these catastrophes, the source and nature of oil spills have undergone large changes. Huge spills from tankers that ran aground or collided used to be what caught the headlines and caused large ecological damage. The number and size of such accidental spills have decreased significantly. Instead, spills from ageing, ill-maintained or sabotaged pipelines have increased, and places like Arctic Russia, the Niger Delta, and the northwestern Amazon have become sites of reoccurring oil pollution. As for blowouts, there is no clear trend with regard to the number of incidences or amounts of spilled oil, but deepwater blowouts are much harder to cap and thus tend to go on longer and result in the release of larger quantities of oil. Also, oil exploration and extraction is moving into ever-deeper water and into stormier and icier seas, increasing potential risks. The risk for reoccurring spills like the two huge Mexican Gulf ones is eminent and must be reduced.
Journal Article