The term cargo liquefaction has been rapidly becoming a significant issue in the maritime industry.
The way of the cargo stockpile has been stored is one of the factors of cargo liquefaction. It isn't
easy to notice and be aware of the indicator of the cargo liquefaction before loading the cargo. So as
a step of precautions, some laboratory test methods should be carried out from the very essence of
the cargo operation. However, the main factor is human error. So, better improvement in the tests
should be improvised to enhance cargo operation efficiency and effectiveness. For safety, the cargo
operation needs to be done accurately to minimize the risks and avoid the hazards when the ship
carries cargo that may liquefy. Based on the previous accidents, crucial lessons should be
highlighted and learned as experienced. Few cases are studied and recommended to avoid accidents
as its results in this research. Bulk Jupiter is the latest accident, and the level of data accessibility
will be higher than in other cases. Hence, the research outcomes will contribute to boosting the
efficiency of cargo handling management and operation.
The International Maritime Solid Bulk Cargoes Code provides requirements for the safe carriage of solid bulk cargoes by sea. It classifies cargoes into groups based on their liquefaction and chemical hazards. It provides guidelines on cargo information to be provided, tests for transport requirements, loading and unloading precautions, safety of personnel and ship, and security provisions. The code aims to enhance safety in the maritime transport of solid bulk cargoes.
This document discusses the dangers of carrying nickel ore and other bulk cargoes prone to liquefaction. Recent casualties involving nickel ore have highlighted this issue. Nickel ore risks liquefying if its moisture content exceeds the transportable moisture limit. This can lead to cargo shift and capsizing. The document provides guidance on precautions that should be taken when carrying such cargoes, including ensuring proper testing and documentation of the moisture content and transportable moisture limit are obtained from shippers as required by international regulations. Failure to follow these precautions could jeopardize insurance coverage.
The document provides information on handling inbound cargo, including performing import clearance activities and checking cargo arrival status. It discusses obtaining shipment information and verifying import tax exemption letters. It also covers different types of cargo such as general cargo, dangerous goods, perishable cargo, and sensitive cargo. Proper handling is important to safely and effectively manage inbound shipments in accordance with standard procedures.
This document provides an overview of maritime transport and the shipping industry in Sri Lanka. It discusses key modes of transport and types of ships used for transporting different cargoes. It then focuses on Sri Lanka's role as a transhipment hub, describing how its location allows it to serve as a connection point between larger ships and smaller feeder vessels. It also outlines the major players involved in the shipping industry in Sri Lanka, including shipping lines, agents, exporters/importers, freight forwarders, and port terminals. It provides statistics on ship arrivals, cargo volumes, and top trading commodities at Sri Lankan ports.
This document provides an introduction to a book collecting two master's dissertations on risk management in shipping. The first thesis from 2005 examines risk management systems of three developing Turkish chemical tanker companies. It used interviews and documentation to analyze commercial and operational management practices. The second thesis from 2016 compares regulation and inspection regimes in tanker and container shipping, collecting primary data through surveys and secondary data research. Key findings noted differences in safety cultures and regulatory oversight between the sectors. The introduction aims to make the research accessible and provide lessons for companies looking to expand fleets.
This document provides information on various modes of transportation and logistics concepts in Colombia. It discusses truck types used in Colombia ranging from tractomula trucks that can carry 32 tons to turbo trucks that can carry 4 tons. It also outlines different types of carriers including less than truckload, small package carriers, and specialty carriers. The document then provides details on ocean transportation including vessel types, documents like the bill of lading, and the role of freight forwarders in arranging shipments. It concludes with information on container specifications and advantages and disadvantages of container shipping.
This document discusses containerized cargo transportation. It describes how cargo is transported internationally via containers on ships, trucks, and trains. During transportation, cargo can be damaged due to stresses from the various modes of transport like rolling, pitching, and braking. Improper packaging and stuffing of containers can also lead to cargo damage. The document provides tips to safely transport cargo and choose suitable containers.
The International Maritime Solid Bulk Cargoes Code provides requirements for the safe carriage of solid bulk cargoes by sea. It classifies cargoes into groups based on their liquefaction and chemical hazards. It provides guidelines on cargo information to be provided, tests for transport requirements, loading and unloading precautions, safety of personnel and ship, and security provisions. The code aims to enhance safety in the maritime transport of solid bulk cargoes.
This document discusses the dangers of carrying nickel ore and other bulk cargoes prone to liquefaction. Recent casualties involving nickel ore have highlighted this issue. Nickel ore risks liquefying if its moisture content exceeds the transportable moisture limit. This can lead to cargo shift and capsizing. The document provides guidance on precautions that should be taken when carrying such cargoes, including ensuring proper testing and documentation of the moisture content and transportable moisture limit are obtained from shippers as required by international regulations. Failure to follow these precautions could jeopardize insurance coverage.
The document provides information on handling inbound cargo, including performing import clearance activities and checking cargo arrival status. It discusses obtaining shipment information and verifying import tax exemption letters. It also covers different types of cargo such as general cargo, dangerous goods, perishable cargo, and sensitive cargo. Proper handling is important to safely and effectively manage inbound shipments in accordance with standard procedures.
This document provides an overview of maritime transport and the shipping industry in Sri Lanka. It discusses key modes of transport and types of ships used for transporting different cargoes. It then focuses on Sri Lanka's role as a transhipment hub, describing how its location allows it to serve as a connection point between larger ships and smaller feeder vessels. It also outlines the major players involved in the shipping industry in Sri Lanka, including shipping lines, agents, exporters/importers, freight forwarders, and port terminals. It provides statistics on ship arrivals, cargo volumes, and top trading commodities at Sri Lankan ports.
This document provides an introduction to a book collecting two master's dissertations on risk management in shipping. The first thesis from 2005 examines risk management systems of three developing Turkish chemical tanker companies. It used interviews and documentation to analyze commercial and operational management practices. The second thesis from 2016 compares regulation and inspection regimes in tanker and container shipping, collecting primary data through surveys and secondary data research. Key findings noted differences in safety cultures and regulatory oversight between the sectors. The introduction aims to make the research accessible and provide lessons for companies looking to expand fleets.
This document provides information on various modes of transportation and logistics concepts in Colombia. It discusses truck types used in Colombia ranging from tractomula trucks that can carry 32 tons to turbo trucks that can carry 4 tons. It also outlines different types of carriers including less than truckload, small package carriers, and specialty carriers. The document then provides details on ocean transportation including vessel types, documents like the bill of lading, and the role of freight forwarders in arranging shipments. It concludes with information on container specifications and advantages and disadvantages of container shipping.
This document discusses containerized cargo transportation. It describes how cargo is transported internationally via containers on ships, trucks, and trains. During transportation, cargo can be damaged due to stresses from the various modes of transport like rolling, pitching, and braking. Improper packaging and stuffing of containers can also lead to cargo damage. The document provides tips to safely transport cargo and choose suitable containers.
The MyOcean In Situ TAC collects in situ ocean observation data from various regional and global providers and performs quality control to integrate the data into homogeneous global and regional datasets. It focuses on core parameters like temperature, salinity, currents, sea level, and biogeochemical data. The TAC has global and regional components that are responsible for data acquisition, quality control, product assessment, and distribution. Over time, it has expanded its regional coverage and integrated additional parameters requested by EuroGOOS regional partners. The goal is to provide near-real time and historical data products to support ocean monitoring, forecasting, reanalysis and research activities.
Challenges in global flood hazard mappingIRJET Journal
This document summarizes research on challenges in global flood hazard mapping. It discusses how global flood hazard assessment and resilience have become important due to climate change and human development impacting natural river flows. Global modeling of flood hazards requires large-scale hydrological models using global hydro-meteorological data and accounting for infrastructure. The document reviews studies using models like the Global Flood Awareness System (GloFAS) and reanalysis datasets to produce global flood hazard maps. It evaluates challenges in the availability of observational data and limitations of current models. Improving spatial and temporal resolution of satellite data and hydrological datasets is needed to better simulate floods globally.
A Bibliometric Review And Science Mapping Research Of Oil Spill ResponseJose Katab
This document summarizes a bibliometric analysis of research on oil spill response from 2000 to 2022. The analysis found that the number of publications has noticeably increased over time. The most active journal was Marine Pollution Bulletin and environmental sciences was the most popular subject area. The United States published the greatest number of papers, both as single authors and in international collaborations. Oil spill(s) was the most commonly used search term. The Deepwater Horizon spill in 2010 was the most frequently analyzed accident. The study applies network visualization to map the structure of oil spill response science research.
My experiences of learning to use MIKE. Jonathan Griffiths, ABPmer.Stephen Flood
"Jonathan will share his experience of learning to use MIKE software for coastal projects over the last 18 months. Previous to joining ABPmer, Jonathan was an oil spill modeller and used specialised spill models such as SINTEF’s OSCAR model, RPS ASA’s OILMAP model and BMT’s OSIS model. Jonathan has found learning to use MIKE a steep but rewarding learning curve. Jonathan will take about some of the differences between these models and MIKE, and the lessons he has learnt along the way."
Presented at the DHI UK Symposium 2018.
DSD-Kampala 2023 Modelling in support of decision making - RussellDeltares
Presentation by Bobby Russell (Deltares) at the Symposium Models and decision-making in the wake of climate uncertainties, during the Deltares Software Days - Kampala 2023 (DSD-Kampala 2023). Wednesday, 4 October 2023, Kampala, Uganda.
Project Horizon was a European research project that used ship simulators to study the effects of fatigue on cognitive performance of watchkeepers under different work patterns. The document summarizes the background and findings of the research. It notes that shipping is a 24/7 industry where long work hours and irregular schedules can lead to fatigue. Previous studies have linked fatigue to maritime accidents but more research was needed. Project Horizon involved 90 officers tested on bridge, engine, and cargo simulators over realistic 7-day scenarios to advance understanding of fatigue and identify safer work patterns.
The document summarizes the findings of a physical climate risk analysis conducted on a sample portfolio provided by UNEP FI. Key insights include:
- River flooding and coastal flooding pose the highest risks to assets in the portfolio.
- The largest risks are concentrated in real estate assets in Canada, Australia, South Africa, Turkey, and the US.
- Assets in the 'real estate activities' sector face the greatest overall risk in the portfolio.
Final Completed Masters Thesis Digital FileJessep Englert
This thesis examines the capacity of local government institutions in Ireland to adapt to climate change. Through a literature review and interviews with 33 individuals from various institutions, the study assesses institutional adaptive capacity based on an adaptation of the Adaptive Capacity Wheel framework. The results identify weaknesses in coordination between institutions that constrain adaptive capacity and increase vulnerability to climate impacts like sea level rise, coastal erosion, and changes in extreme weather. Improving collaborative adaptation planning will require a multi-level response given the diverse effects of climate change. The research aims to provide a basis for future studies on assessing and enhancing institutional adaptive capacity to climate change in Ireland.
This document summarizes the initial steps taken toward developing a comparative index of seaport resilience. Data on potential resilience indicators was collected for 23 North Atlantic ports and analyzed using principal component analysis and correlation matrices. While a numerical resilience score was produced, the results were deemed inaccurate due to low quality, inconsistent data. The analysis concluded that further data exploration was needed to refine the methodology and indicators before producing an accurate resilience ranking. The next steps will focus on creating an algorithm to weight indicators and aggregate scores to evaluate ports' ability to prepare for, resist, recover from, and adapt to disturbances.
Year 11 exam info revision guide 2015 (OCR B)cranbrookgeog
This document provides information about upcoming geography exams for a student, including:
- Details of two exams - the SDME exam covering economic development topics on May 19, and the Geographical Themes exam covering rivers/coasts, natural hazards, and population/settlement on June 3.
- Links to revision resources like past papers, syllabus information, and revision guides.
- Case study examples and topics to revise for the exam questions on rivers/coasts, population/settlement, and natural hazards.
Greetings all,
By the end of April 2008, the final meeting of the MERSEA European Project set up in Paris, in the Institut Océanographique.
The aim of the project was to develop a European system for operational monitoring and forecasting on global and regional scales
of the ocean physics, biogeochemistry and ecosystems.
It was surely a challenge to get together many different partners to build the future European operational oceanography of
tomorrow. It was also a challenge for the MERSEA teams to demonstrate their capacity to collect, validate and assimilate remote
sensed and in situ data into ocean circulation models, to interpolate in time and space for uniform coverage, to run nowcasting
(i.e. data synthesis in real-time), forecasting, and hind-casting, and to deliver information products. The project also had to
develop marine applications addressing the needs of both intermediate and end-users, whether institutional or from the private
sector
This Newsletter collects some of the many results obtained during this project. Several aspects are tackled: global and regional
forecasting systems, observations, and applications.
The News is written by the Coordinator of the Project, Yves Desaubies. He draws MERSEA results up.
In a first article, Marie Drévillon et al. present the MERSEA/Mercator-Ocean V2 global ocean analysis and forecasting system. In a
second one, Hervé Roquet et al. describe L3 and L4 high resolution SST products. The next article, written by Bruce Hackett et
al., focuses on Oil spill applications. The article of John Siddorn et al. closes the issue by a description of the development of a
North-East Atlantic tidal NEMO system.
Enjoy your reading!
Risk Based Analysis Of Boating Safety Education StandardsNASBLA
A little over a decade ago, the National Boating Education Standards were finalized after a number of years were spent analyzing the accident and fatality data and determining what minimum content must be included in boating safety courses in order to reduce the risks to boaters. As the 10-year anniversary approached, NASBLA determined it was time to analyze the current statistics to determine whether the Standards are still meeting their goal of addressing and reducing risks. The researchers involved in the original research have returned to work with NASBLA on this project.
The Object Detection Capabilities of the Bathymetry Systems Utilised for the ...Luke Elliott
The document analyzes the target detection capabilities of eight bathymetry systems that participated in the 2015 Common Dataset collection in Plymouth Sound, UK. It assessed each system's ability to detect four conspicuous targets according to the IHO Order 1a and LINZ specifications. While most systems were capable of meeting these standards, many failed to complete the required line plans over the targets due to limitations set in the Common Dataset Specification. The analysis of only the raw data aimed to give each system an unbiased chance at detection but limited the comparison between systems due to variability in data collection methods between vessels. Suggestions are provided for improving future common dataset collections.
This document discusses domestic ferry safety, particularly in the developing world. It notes that while international ferry safety has improved, domestic ferry safety in parts of the developing world remains poor, with frequent accidents resulting in large loss of life. Reasons for this include lack of regulations, weak regulatory enforcement, unsafe vessels, overloading of passengers and cargo, and poor rescue responses during accidents. The document calls for greater efforts to improve domestic ferry safety standards and enforcement in the developing world in order to reduce accidents and save lives.
The document discusses risk assessment and mitigation within a tsunami forecasting and early warning framework, using the port city of Galle, Sri Lanka as a case study. It covers the following key points:
1. It provides background on coastal hazards and risk assessment initiatives in the Indian Ocean, including the establishment of the Indian Ocean Tsunami Warning System.
2. It describes a case study conducted on tsunami risk assessment and management in Galle, presenting the methodology and results in text boxes within each chapter.
3. It discusses enhancing risk assessment capabilities within a tsunami forecasting framework, including using scenario modeling for long-term forecasting and risk assessment to serve operational, hazard assessment and research needs
This document discusses a risk and reliability analysis study of offshore aquaculture ocean plantation systems. The study aims to qualitatively assess system risks and quantify mooring failure probability, forces, and required mooring numbers. Offshore aquaculture is an emerging industry that could help meet growing seaweed demand. However, reliability studies are needed to ensure offshore floating structures can withstand harsh ocean environments. The study will evaluate risks through methods like FMEA, FTA, and HAZID to recommend safety measures and integrity levels for mooring structures.
Greetings all,
Once a year in April, the Mercator Ocean Forecasting Center in Toulouse and the Coriolis Infrastructure in Brest publish a common newsletter. Papers are dedicated to observations only.
• The first paper introducing this issue is presenting the Coriolis 2014-2020 framework which was renewed in 2014 in order to go on integrating in-situ ocean observation infrastructure for operational oceanography and ocean/climate research.
• Next paper by Poffa et al. describes how some Argo floats are deployed by the sailing community, through ship-based non-governmental organization or trans-oceanic races. It allows Argo floats to be deployed in poorly sampled areas where there is no regular shipping. Sailors got also involved in oceanographic science activities. An example of float deployment is given in the case of the Barcelona World Race.
• Next paper by Pouliquen et al. describes the EURO-ARGO ERIC infrastructure which is now officially set-up since May 2014. The objective of the Euro-Argo ERIC is to organize a long term European contribution to the international Argo array of profiling floats.
• Le Traon et al. are then presenting how the assessment of the impact of ARGO in Ocean models and satellite validation is conducted in the context of E-AIMS (Euro-Argo improvements for the GMES/Copernicus Marine Service) FP7 project. Observing System Evaluations and Observing System Simulation Experiments have been conducted to quantify the contribution of Argo to constrain global and regional monitoring and forecasting centers and validate satellite observations. Recommendations for the new phase of Argo are also elaborated.
• Kolodziejczyk et al. follow with the presentation of the complementarity of ARGO and SMOS Sea Surface Salinity (SSS) observations to help monitoring SSS variability from basin to meso scale. Using a 4-year time-series of SMOS SSS data and the global Argo array of in situ measurements, a statistical approach and an optimal interpolation method are used to characterize biases and reduce noises. Results are promising and show strong complementarity between SMOS and Argo data.
• Herbert et al. then describe Shipboard Acoustic Doppler Current Profilers (SADCP) observations which are carried out in the Tropical Atlantic during yearly cruises in the framework of the PIRATA program. The present note displays the SADCP data processing methodology applied for 8 PIRATA cruises by using CASCADE software.
• Cravatte et al. follow with a paper presenting the new international TPOS2020 project (2014-2020). The project objective is to build a renewed, integrated, internationally-coordinated and sustainable observing system in the Tropical Pacific, meeting both the needs of climate research and operational forecasting systems and learning lessons from the great success-and finally partial collapse- of the TAO/TRITON array.
• Saout-Grit et al. next present an updated procedure for CTD-oxygen calibration along with new
Greetings to all,
The Global Ocean Data Assimilation Experiment (GODAE) final symposium will be held in Nice in November 12-15 2008. This
project has been a precursor to a world wide experiment to demonstrate the feasibility of global ocean observing systems using
state of the art assimilation techniques. Today, several teams are working on operational ocean systems to provide forecast and
description of the ocean, using increasingly complex assimilation schemes and high resolution models. As we saw in the last
newsletter, these systems have reached the coast and routinely provide real time ocean forecast. But they need input information
for their boundaries and initialisation fields, from regional, basin wide or global configurations.
This month, the Newsletter is dedicated to global ocean systems resulting from the GODAE project.
In the first news feature, a review of the GODAE achievements in ocean observing systems is made by Le Traon et al. In a
second introduction paper, Pierre Bahurel provides a “Global view on MyOcean” where he introduces the special ongoing efforts
to improve products and services to users.
Four systems from three countries (U.S., France and Japan) are then presented, showing a variety of developments, model
resolutions and assimilation schemes that are all facing the same challenges: to describe, understand and forecast the world
ocean. The first contribution is from Chassignet et Hurlburt and is dedicated to the U.S. HYCOM 1/12° global configuration.
Menemenlis et al. will then tell us how useful the ECCO2 system is in understanding and estimating ocean processes.
Legalloudec et al. follow with the 1/12° Mercator g lobal model and its ability to represent the mesoscale activity. Finally, Kamachi
et al. will present the MRI global systems, including two nesting configurations dedicated to several applications from climate
variability to boundary forcing or ocean weather.
The next newsletter will be published in January 2009 and dedicated to the Mediterranean Sea.
We wish you a pleasant reading.
International commitments in response to the need to avoid climate change are now clear, and these commitments imply significant and potentially rapid changes in emissions, including in Australia. This will have implications for many sectors.
The science of probabilistic impacts of climate change are advancing rapidly and allows directors and their advisors to obtain a far more granular view of likely exposure than has ever been possible before.
This technological development in itself poses a risk and an opportunity to directors, who can either exploit or ignore new sources of data. Competitors and other external parties such as investors and researchers may be able to access a far more granular risk data on a third party’s physical assets.
There is now a substantial and rapidly growing body of research and expertise on the material financial implications of climate change – through direct impacts, transition measures, and related pathways including legal liability risk and technological disruption.
Financial actors and authorities are now voicing an expectation for increasingly clear disclosure of climate risks. This has accelerated rapidly in the past 12 to 18 months and is continuing to evolve today, both in Australia and among international markets.
This document summarizes a thesis written by Jonathan Henson from Eastern Kentucky University titled "Safety On A Drilling Rig: Is It Safety Culture?". The thesis examines safety culture on offshore drilling rigs in the Gulf of Mexico. It notes that while injury rates have declined due to improved equipment, procedures, and safety management systems, rates have leveled off. The author conducted a survey on a high performing rig with no lost time incidents in over two years to understand why rig workers still make unsafe decisions. The survey aimed to see if the rig's success was due to a robust safety culture.
The MyOcean In Situ TAC collects in situ ocean observation data from various regional and global providers and performs quality control to integrate the data into homogeneous global and regional datasets. It focuses on core parameters like temperature, salinity, currents, sea level, and biogeochemical data. The TAC has global and regional components that are responsible for data acquisition, quality control, product assessment, and distribution. Over time, it has expanded its regional coverage and integrated additional parameters requested by EuroGOOS regional partners. The goal is to provide near-real time and historical data products to support ocean monitoring, forecasting, reanalysis and research activities.
Challenges in global flood hazard mappingIRJET Journal
This document summarizes research on challenges in global flood hazard mapping. It discusses how global flood hazard assessment and resilience have become important due to climate change and human development impacting natural river flows. Global modeling of flood hazards requires large-scale hydrological models using global hydro-meteorological data and accounting for infrastructure. The document reviews studies using models like the Global Flood Awareness System (GloFAS) and reanalysis datasets to produce global flood hazard maps. It evaluates challenges in the availability of observational data and limitations of current models. Improving spatial and temporal resolution of satellite data and hydrological datasets is needed to better simulate floods globally.
A Bibliometric Review And Science Mapping Research Of Oil Spill ResponseJose Katab
This document summarizes a bibliometric analysis of research on oil spill response from 2000 to 2022. The analysis found that the number of publications has noticeably increased over time. The most active journal was Marine Pollution Bulletin and environmental sciences was the most popular subject area. The United States published the greatest number of papers, both as single authors and in international collaborations. Oil spill(s) was the most commonly used search term. The Deepwater Horizon spill in 2010 was the most frequently analyzed accident. The study applies network visualization to map the structure of oil spill response science research.
My experiences of learning to use MIKE. Jonathan Griffiths, ABPmer.Stephen Flood
"Jonathan will share his experience of learning to use MIKE software for coastal projects over the last 18 months. Previous to joining ABPmer, Jonathan was an oil spill modeller and used specialised spill models such as SINTEF’s OSCAR model, RPS ASA’s OILMAP model and BMT’s OSIS model. Jonathan has found learning to use MIKE a steep but rewarding learning curve. Jonathan will take about some of the differences between these models and MIKE, and the lessons he has learnt along the way."
Presented at the DHI UK Symposium 2018.
DSD-Kampala 2023 Modelling in support of decision making - RussellDeltares
Presentation by Bobby Russell (Deltares) at the Symposium Models and decision-making in the wake of climate uncertainties, during the Deltares Software Days - Kampala 2023 (DSD-Kampala 2023). Wednesday, 4 October 2023, Kampala, Uganda.
Project Horizon was a European research project that used ship simulators to study the effects of fatigue on cognitive performance of watchkeepers under different work patterns. The document summarizes the background and findings of the research. It notes that shipping is a 24/7 industry where long work hours and irregular schedules can lead to fatigue. Previous studies have linked fatigue to maritime accidents but more research was needed. Project Horizon involved 90 officers tested on bridge, engine, and cargo simulators over realistic 7-day scenarios to advance understanding of fatigue and identify safer work patterns.
The document summarizes the findings of a physical climate risk analysis conducted on a sample portfolio provided by UNEP FI. Key insights include:
- River flooding and coastal flooding pose the highest risks to assets in the portfolio.
- The largest risks are concentrated in real estate assets in Canada, Australia, South Africa, Turkey, and the US.
- Assets in the 'real estate activities' sector face the greatest overall risk in the portfolio.
Final Completed Masters Thesis Digital FileJessep Englert
This thesis examines the capacity of local government institutions in Ireland to adapt to climate change. Through a literature review and interviews with 33 individuals from various institutions, the study assesses institutional adaptive capacity based on an adaptation of the Adaptive Capacity Wheel framework. The results identify weaknesses in coordination between institutions that constrain adaptive capacity and increase vulnerability to climate impacts like sea level rise, coastal erosion, and changes in extreme weather. Improving collaborative adaptation planning will require a multi-level response given the diverse effects of climate change. The research aims to provide a basis for future studies on assessing and enhancing institutional adaptive capacity to climate change in Ireland.
This document summarizes the initial steps taken toward developing a comparative index of seaport resilience. Data on potential resilience indicators was collected for 23 North Atlantic ports and analyzed using principal component analysis and correlation matrices. While a numerical resilience score was produced, the results were deemed inaccurate due to low quality, inconsistent data. The analysis concluded that further data exploration was needed to refine the methodology and indicators before producing an accurate resilience ranking. The next steps will focus on creating an algorithm to weight indicators and aggregate scores to evaluate ports' ability to prepare for, resist, recover from, and adapt to disturbances.
Year 11 exam info revision guide 2015 (OCR B)cranbrookgeog
This document provides information about upcoming geography exams for a student, including:
- Details of two exams - the SDME exam covering economic development topics on May 19, and the Geographical Themes exam covering rivers/coasts, natural hazards, and population/settlement on June 3.
- Links to revision resources like past papers, syllabus information, and revision guides.
- Case study examples and topics to revise for the exam questions on rivers/coasts, population/settlement, and natural hazards.
Greetings all,
By the end of April 2008, the final meeting of the MERSEA European Project set up in Paris, in the Institut Océanographique.
The aim of the project was to develop a European system for operational monitoring and forecasting on global and regional scales
of the ocean physics, biogeochemistry and ecosystems.
It was surely a challenge to get together many different partners to build the future European operational oceanography of
tomorrow. It was also a challenge for the MERSEA teams to demonstrate their capacity to collect, validate and assimilate remote
sensed and in situ data into ocean circulation models, to interpolate in time and space for uniform coverage, to run nowcasting
(i.e. data synthesis in real-time), forecasting, and hind-casting, and to deliver information products. The project also had to
develop marine applications addressing the needs of both intermediate and end-users, whether institutional or from the private
sector
This Newsletter collects some of the many results obtained during this project. Several aspects are tackled: global and regional
forecasting systems, observations, and applications.
The News is written by the Coordinator of the Project, Yves Desaubies. He draws MERSEA results up.
In a first article, Marie Drévillon et al. present the MERSEA/Mercator-Ocean V2 global ocean analysis and forecasting system. In a
second one, Hervé Roquet et al. describe L3 and L4 high resolution SST products. The next article, written by Bruce Hackett et
al., focuses on Oil spill applications. The article of John Siddorn et al. closes the issue by a description of the development of a
North-East Atlantic tidal NEMO system.
Enjoy your reading!
Risk Based Analysis Of Boating Safety Education StandardsNASBLA
A little over a decade ago, the National Boating Education Standards were finalized after a number of years were spent analyzing the accident and fatality data and determining what minimum content must be included in boating safety courses in order to reduce the risks to boaters. As the 10-year anniversary approached, NASBLA determined it was time to analyze the current statistics to determine whether the Standards are still meeting their goal of addressing and reducing risks. The researchers involved in the original research have returned to work with NASBLA on this project.
The Object Detection Capabilities of the Bathymetry Systems Utilised for the ...Luke Elliott
The document analyzes the target detection capabilities of eight bathymetry systems that participated in the 2015 Common Dataset collection in Plymouth Sound, UK. It assessed each system's ability to detect four conspicuous targets according to the IHO Order 1a and LINZ specifications. While most systems were capable of meeting these standards, many failed to complete the required line plans over the targets due to limitations set in the Common Dataset Specification. The analysis of only the raw data aimed to give each system an unbiased chance at detection but limited the comparison between systems due to variability in data collection methods between vessels. Suggestions are provided for improving future common dataset collections.
This document discusses domestic ferry safety, particularly in the developing world. It notes that while international ferry safety has improved, domestic ferry safety in parts of the developing world remains poor, with frequent accidents resulting in large loss of life. Reasons for this include lack of regulations, weak regulatory enforcement, unsafe vessels, overloading of passengers and cargo, and poor rescue responses during accidents. The document calls for greater efforts to improve domestic ferry safety standards and enforcement in the developing world in order to reduce accidents and save lives.
The document discusses risk assessment and mitigation within a tsunami forecasting and early warning framework, using the port city of Galle, Sri Lanka as a case study. It covers the following key points:
1. It provides background on coastal hazards and risk assessment initiatives in the Indian Ocean, including the establishment of the Indian Ocean Tsunami Warning System.
2. It describes a case study conducted on tsunami risk assessment and management in Galle, presenting the methodology and results in text boxes within each chapter.
3. It discusses enhancing risk assessment capabilities within a tsunami forecasting framework, including using scenario modeling for long-term forecasting and risk assessment to serve operational, hazard assessment and research needs
This document discusses a risk and reliability analysis study of offshore aquaculture ocean plantation systems. The study aims to qualitatively assess system risks and quantify mooring failure probability, forces, and required mooring numbers. Offshore aquaculture is an emerging industry that could help meet growing seaweed demand. However, reliability studies are needed to ensure offshore floating structures can withstand harsh ocean environments. The study will evaluate risks through methods like FMEA, FTA, and HAZID to recommend safety measures and integrity levels for mooring structures.
Greetings all,
Once a year in April, the Mercator Ocean Forecasting Center in Toulouse and the Coriolis Infrastructure in Brest publish a common newsletter. Papers are dedicated to observations only.
• The first paper introducing this issue is presenting the Coriolis 2014-2020 framework which was renewed in 2014 in order to go on integrating in-situ ocean observation infrastructure for operational oceanography and ocean/climate research.
• Next paper by Poffa et al. describes how some Argo floats are deployed by the sailing community, through ship-based non-governmental organization or trans-oceanic races. It allows Argo floats to be deployed in poorly sampled areas where there is no regular shipping. Sailors got also involved in oceanographic science activities. An example of float deployment is given in the case of the Barcelona World Race.
• Next paper by Pouliquen et al. describes the EURO-ARGO ERIC infrastructure which is now officially set-up since May 2014. The objective of the Euro-Argo ERIC is to organize a long term European contribution to the international Argo array of profiling floats.
• Le Traon et al. are then presenting how the assessment of the impact of ARGO in Ocean models and satellite validation is conducted in the context of E-AIMS (Euro-Argo improvements for the GMES/Copernicus Marine Service) FP7 project. Observing System Evaluations and Observing System Simulation Experiments have been conducted to quantify the contribution of Argo to constrain global and regional monitoring and forecasting centers and validate satellite observations. Recommendations for the new phase of Argo are also elaborated.
• Kolodziejczyk et al. follow with the presentation of the complementarity of ARGO and SMOS Sea Surface Salinity (SSS) observations to help monitoring SSS variability from basin to meso scale. Using a 4-year time-series of SMOS SSS data and the global Argo array of in situ measurements, a statistical approach and an optimal interpolation method are used to characterize biases and reduce noises. Results are promising and show strong complementarity between SMOS and Argo data.
• Herbert et al. then describe Shipboard Acoustic Doppler Current Profilers (SADCP) observations which are carried out in the Tropical Atlantic during yearly cruises in the framework of the PIRATA program. The present note displays the SADCP data processing methodology applied for 8 PIRATA cruises by using CASCADE software.
• Cravatte et al. follow with a paper presenting the new international TPOS2020 project (2014-2020). The project objective is to build a renewed, integrated, internationally-coordinated and sustainable observing system in the Tropical Pacific, meeting both the needs of climate research and operational forecasting systems and learning lessons from the great success-and finally partial collapse- of the TAO/TRITON array.
• Saout-Grit et al. next present an updated procedure for CTD-oxygen calibration along with new
Greetings to all,
The Global Ocean Data Assimilation Experiment (GODAE) final symposium will be held in Nice in November 12-15 2008. This
project has been a precursor to a world wide experiment to demonstrate the feasibility of global ocean observing systems using
state of the art assimilation techniques. Today, several teams are working on operational ocean systems to provide forecast and
description of the ocean, using increasingly complex assimilation schemes and high resolution models. As we saw in the last
newsletter, these systems have reached the coast and routinely provide real time ocean forecast. But they need input information
for their boundaries and initialisation fields, from regional, basin wide or global configurations.
This month, the Newsletter is dedicated to global ocean systems resulting from the GODAE project.
In the first news feature, a review of the GODAE achievements in ocean observing systems is made by Le Traon et al. In a
second introduction paper, Pierre Bahurel provides a “Global view on MyOcean” where he introduces the special ongoing efforts
to improve products and services to users.
Four systems from three countries (U.S., France and Japan) are then presented, showing a variety of developments, model
resolutions and assimilation schemes that are all facing the same challenges: to describe, understand and forecast the world
ocean. The first contribution is from Chassignet et Hurlburt and is dedicated to the U.S. HYCOM 1/12° global configuration.
Menemenlis et al. will then tell us how useful the ECCO2 system is in understanding and estimating ocean processes.
Legalloudec et al. follow with the 1/12° Mercator g lobal model and its ability to represent the mesoscale activity. Finally, Kamachi
et al. will present the MRI global systems, including two nesting configurations dedicated to several applications from climate
variability to boundary forcing or ocean weather.
The next newsletter will be published in January 2009 and dedicated to the Mediterranean Sea.
We wish you a pleasant reading.
International commitments in response to the need to avoid climate change are now clear, and these commitments imply significant and potentially rapid changes in emissions, including in Australia. This will have implications for many sectors.
The science of probabilistic impacts of climate change are advancing rapidly and allows directors and their advisors to obtain a far more granular view of likely exposure than has ever been possible before.
This technological development in itself poses a risk and an opportunity to directors, who can either exploit or ignore new sources of data. Competitors and other external parties such as investors and researchers may be able to access a far more granular risk data on a third party’s physical assets.
There is now a substantial and rapidly growing body of research and expertise on the material financial implications of climate change – through direct impacts, transition measures, and related pathways including legal liability risk and technological disruption.
Financial actors and authorities are now voicing an expectation for increasingly clear disclosure of climate risks. This has accelerated rapidly in the past 12 to 18 months and is continuing to evolve today, both in Australia and among international markets.
This document summarizes a thesis written by Jonathan Henson from Eastern Kentucky University titled "Safety On A Drilling Rig: Is It Safety Culture?". The thesis examines safety culture on offshore drilling rigs in the Gulf of Mexico. It notes that while injury rates have declined due to improved equipment, procedures, and safety management systems, rates have leveled off. The author conducted a survey on a high performing rig with no lost time incidents in over two years to understand why rig workers still make unsafe decisions. The survey aimed to see if the rig's success was due to a robust safety culture.
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Embedded machine learning-based road conditions and driving behavior monitoringIJECEIAES
Car accident rates have increased in recent years, resulting in losses in human lives, properties, and other financial costs. An embedded machine learning-based system is developed to address this critical issue. The system can monitor road conditions, detect driving patterns, and identify aggressive driving behaviors. The system is based on neural networks trained on a comprehensive dataset of driving events, driving styles, and road conditions. The system effectively detects potential risks and helps mitigate the frequency and impact of accidents. The primary goal is to ensure the safety of drivers and vehicles. Collecting data involved gathering information on three key road events: normal street and normal drive, speed bumps, circular yellow speed bumps, and three aggressive driving actions: sudden start, sudden stop, and sudden entry. The gathered data is processed and analyzed using a machine learning system designed for limited power and memory devices. The developed system resulted in 91.9% accuracy, 93.6% precision, and 92% recall. The achieved inference time on an Arduino Nano 33 BLE Sense with a 32-bit CPU running at 64 MHz is 34 ms and requires 2.6 kB peak RAM and 139.9 kB program flash memory, making it suitable for resource-constrained embedded systems.
Presentation of IEEE Slovenia CIS (Computational Intelligence Society) Chapte...University of Maribor
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Advanced control scheme of doubly fed induction generator for wind turbine us...IJECEIAES
This paper describes a speed control device for generating electrical energy on an electricity network based on the doubly fed induction generator (DFIG) used for wind power conversion systems. At first, a double-fed induction generator model was constructed. A control law is formulated to govern the flow of energy between the stator of a DFIG and the energy network using three types of controllers: proportional integral (PI), sliding mode controller (SMC) and second order sliding mode controller (SOSMC). Their different results in terms of power reference tracking, reaction to unexpected speed fluctuations, sensitivity to perturbations, and resilience against machine parameter alterations are compared. MATLAB/Simulink was used to conduct the simulations for the preceding study. Multiple simulations have shown very satisfying results, and the investigations demonstrate the efficacy and power-enhancing capabilities of the suggested control system.
Using recycled concrete aggregates (RCA) for pavements is crucial to achieving sustainability. Implementing RCA for new pavement can minimize carbon footprint, conserve natural resources, reduce harmful emissions, and lower life cycle costs. Compared to natural aggregate (NA), RCA pavement has fewer comprehensive studies and sustainability assessments.
Batteries -Introduction – Types of Batteries – discharging and charging of battery - characteristics of battery –battery rating- various tests on battery- – Primary battery: silver button cell- Secondary battery :Ni-Cd battery-modern battery: lithium ion battery-maintenance of batteries-choices of batteries for electric vehicle applications.
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A SYSTEMATIC RISK ASSESSMENT APPROACH FOR SECURING THE SMART IRRIGATION SYSTEMSIJNSA Journal
The smart irrigation system represents an innovative approach to optimize water usage in agricultural and landscaping practices. The integration of cutting-edge technologies, including sensors, actuators, and data analysis, empowers this system to provide accurate monitoring and control of irrigation processes by leveraging real-time environmental conditions. The main objective of a smart irrigation system is to optimize water efficiency, minimize expenses, and foster the adoption of sustainable water management methods. This paper conducts a systematic risk assessment by exploring the key components/assets and their functionalities in the smart irrigation system. The crucial role of sensors in gathering data on soil moisture, weather patterns, and plant well-being is emphasized in this system. These sensors enable intelligent decision-making in irrigation scheduling and water distribution, leading to enhanced water efficiency and sustainable water management practices. Actuators enable automated control of irrigation devices, ensuring precise and targeted water delivery to plants. Additionally, the paper addresses the potential threat and vulnerabilities associated with smart irrigation systems. It discusses limitations of the system, such as power constraints and computational capabilities, and calculates the potential security risks. The paper suggests possible risk treatment methods for effective secure system operation. In conclusion, the paper emphasizes the significant benefits of implementing smart irrigation systems, including improved water conservation, increased crop yield, and reduced environmental impact. Additionally, based on the security analysis conducted, the paper recommends the implementation of countermeasures and security approaches to address vulnerabilities and ensure the integrity and reliability of the system. By incorporating these measures, smart irrigation technology can revolutionize water management practices in agriculture, promoting sustainability, resource efficiency, and safeguarding against potential security threats.
ACEP Magazine edition 4th launched on 05.06.2024Rahul
This document provides information about the third edition of the magazine "Sthapatya" published by the Association of Civil Engineers (Practicing) Aurangabad. It includes messages from current and past presidents of ACEP, memories and photos from past ACEP events, information on life time achievement awards given by ACEP, and a technical article on concrete maintenance, repairs and strengthening. The document highlights activities of ACEP and provides a technical educational article for members.
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solve this issue, this paper develops a hybrid Deep Learning (DL) model specifically designed for intrusion
detection in smart grids. The proposed approach is a combination of the Convolutional Neural Network
(CNN) and the Long-Short-Term Memory algorithms (LSTM). We employed a recent intrusion detection
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train and test our model. The results of our experiments show that our CNN-LSTM method is much better
at finding smart grid intrusions than other deep learning algorithms used for classification. In addition,
our proposed approach improves accuracy, precision, recall, and F1 score, achieving a high detection
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Literature Review Basics and Understanding Reference Management.pptxDr Ramhari Poudyal
Three-day training on academic research focuses on analytical tools at United Technical College, supported by the University Grant Commission, Nepal. 24-26 May 2024
2. Suhrab et al. / IJESIR-NOVUS, 02(08), 0100070IJESIR
Liquefaction of cargo often occurs when wet solid bulk cargo is carried in the cargo holds. The cargo will liquefy
when excessive dynamic loading, induced by the sea and vessel vibrations, is transmitted to the cargo onboard bulk
carrier in the cargo hold. Those cargoes containing sufficient moisture and fine particles are most likely to undergo
liquefaction in the cargo holds of bulk carriers. When liquefaction of a solid bulk cargo occurs, it can cause the
vessel to list and occasionally capsize (Munro & Mohajerani, 2016). The International Maritime Solid Bulk Cargoes
Code (IMSBC Code), published by the International Maritime Organization (IMO), is an internationally recognized
code of safe practice for transporting hazardous solid bulk cargoes onboard bulk carriers. In 2011 the IMSBC Code,
formally the safe practice code for solid bulk cargoes (BC Code), was made mandatory under the SOLAS
Convention. Appendix 2 of the IMSBC Code tests when cargo is classified as "Group A" or liquefiable (Roger, Holt,
Ince, House, & Katharine, 2011). These test methods include the flow table, penetration, and Proctor or Fagerberg
tests, described in related publications. These tests provide the shipper with a safe moisture content to load the cargo
without being at risk of liquefying (Biswas & Naik, 2010).
PROBLEM STATEMENTS
Seven accidents happened due to liquefaction in the year 1999 to 2015 (Authority, 2015). The cargo was kept in
open space and exposed to the environment and current weather. This condition can lead to water contamination of
the bauxite. This condition is hazardous to the ship's stability when once loading onboard the cargo hold. During
rain, bauxite may absorb water, and the volume of the water may be high too. After having some changes inside the
cargo holds, the cargo may liquefy. Several accidents happened due to cargo liquefaction, for instance, Bulk Jupiter.
Recently, it may not be safe to carry Malaysian bauxite with the ship. Kuantan Port, Pahang is not fully equipped,
lame and obsolete structure for bulk cargo handling (January & Hines, 2015). The main issue here is IMO warns the
bauxite liquefaction dangers. Acknowledge that bauxite can turn into liquid by 10% of moisture content. This event
led to research conducted by Dr Muzamir Hassan from University Malaysia Pahang (UMP). The result is that
bauxite should categorize in group A. There is not even an authority that noticed the bauxite liquefaction (DR.
MUZAMIR HASAN, 2005).
MATERIALS AND METHODS
The mixed-method approach was used in answering the research questions. "Mixed methods research helps in
complementing one method with another even where these methods are derived from different methodological
positions". The chapter will be examined in four sections firstly, the selection area of research, secondly, the
experiment, thirdly, the data collection, fourthly, the data analyses. Then, the chapter ends with a summary
(Cunningham, 2015).
Mixed Method
The research experiment describes the researcher's particular tool to measure the efficiency specified in the research
questions. This research has utilized the mixed method approach using both qualitative and quantitative methods.
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Data Collection
Referring to research by Hindawi.com, the researcher collected 7 different cases of liquefaction. From these 7 cases,
I list down all the conclusions from all the case reports (Munro & Mohajerani, 2016). So, as a result, 57 findings
were observed. So, from these 57 conclusions, I classified them into five different factors. For which all we can get is
several frequency and percentage.
Quantitative Method
In seeking samples for the research, several frequencies were made for the matrix index. Additional and
modifications to the structure were made accordingly to the suitability of my data. 57 conclusions were collected
from reports representing seven cases. Another group of consequences from the matrix index set up two sets of
values: people and Property. Those responses were used as the risk matrix. In addition to the previous groups, the
observations were referred to by the table. Furthermore, the researcher was given a master list of all the reports of the
seven maritime cases. Other strategies were improved where the tabulated table of patients was also analyzed to find
the percentage of consequences. The researcher deemed the sample appropriate since all cases happened between 16
years. All the instances occurred from 1999 to 2015. Three of the seven points occurred in 2010.
Qualitative Method
The qualitative method of data collection strategy incorporated making to achieve objective 3 of this research.
Captain Dr Ismail, a maritime background professional, was contacted for advice in achieving objective 3. Data were
collected mainly from the literature review.
Table:1 Data collection and data analysis
Primary Secondary
DATA COLLECTION Case study
Data mining
Site survey
Expert judgement
Experiment
DATA ANALYSIS Risk matrix
Hazards
identification
Logic reasoning
Causal analysis
Frequency analysis
Quantitative Analyses
Quantitative analyses of the data from the matrix index were analyzed by examining the risk matrix table. The
methodology used in this research using the risk assessment matrix as shown in tables. The modified table will result
in the ranks for those data collected.
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Table: 2 Risk assessment matrixes
RISK ASSESSMENT MATRIX: RISK
CRITERIA
FREQUENCY
Level 1 Level 2 Level 3 Level 4 Level 5
Rare Unlikely Possible Likely Almost
Certain
One or
more
times
greater
than 100
years
One or
more
times
greater
than 10
years
One or
more
times in
10 years
One or
more
times per
year
Ten or
more
times per
year
Consequence
5 – Loss of vessel or severe damage to the
vessel. Multiple fatalities International news
coverage.
Serious long-term impact on the environment
and/or permanent damage.
Moderat
e (5)
High (10) Extreme
(15)
Extreme
(20)
Extreme
(25)
Single Fatality. 4 – Major damage to the
vessel. National news coverage.
Significant impact on the environment with
medium to long term effects
Minor (4) Moderat
e (8)
High (12) Extreme
(16)
Extreme
(20)
3 – Moderate damage to the vessel.
Moderate/significant injury Regional news
coverage.
Limited impact on the environment with
short-term or long-term effects
Minor (3) Moderat
e (6)
Moderat
e (9)
High (12) Extreme
(15)
2 - Minor or superficial damage to the vessel.
Minor injuries and local news coverage.
Minor impact on the environment with no
lasting effects
Slight (2) Minor (4) Moderat
e (6)
Moderat
e (8)
High (10)
1 - Insignificant or no damage to
vessel/equipment. No injuries.
Insignificant impact on environment
Slight (1) Slight (2) Minor (3) Minor (4) Moderat
e (5)
Slight (1 –
2)
No Action is
required
Minor (3 –
4)
No additional controls are required; monitoring is required to ensure no changes in
circumstances
Moderate (5
– 9)
Efforts should be made to reduce risk to 'As low as reasonably practicable (ALARP), but
activity may be undertaken
High (10 –
14)
Efforts should be made to reduce risk to 'As low as reasonably practicable (ALARP). The
activity can only be undertaken with further additional controls.
Extreme (15
– 25)
Intolerable risk. Activity not authorized
Referring to the table, I classified the factors of liquefaction from the seven cases.
Qualitative Analyses
Following the data from quantitative analyses, qualitative analyses will be review before expert judgment and logical
reasoning. Research objectives and research questions will guide the result.
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RESULTS AND DISCUSSION
Quantitative Analysis
For this section, the second objective can be achieved using quantitative analysis. Logical reasoning and literature
review from the professional maritime-related website. Other than that, the informal and oral interview had been
done directly with the correspondent mentioned.
Most Crucial Factors
According to the previous subtopic, all the factors of liquefaction have been identified. Next, all the factors were
tabulated in the table with an additional column. The first column is where the factors relevantly happened. The
second column is the factors category, and lastly, is the year occurred. These data were constructed by self-
evaluation and endorsed by Captain Ismail. The data then tabulated and evaluated the frequencies in the table. From
these results, the frequencies to be used in the matrix index could be found out.
Table: 3 Factors by frequency
Factors Frequency
Year
1999 2005 2010 2013 2015
Careless and human error 16 1 2 6 3 5
Weather 5 1 2 1 2
Document 9 3 4 1 2
Storage 12 1 1 8 2
TML 11 4 1 5 1
Possible frequency is documented. It can be concluded from the table; the most frequent factors are carelessness. The likely
regular is TML. Next, the unlikely frequent is storage, and finally, the rare error that happened is the weather.
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Figure: 1 Bar chart on frequency
In ranking according to the most frequent to the less frequent:
1. Careless and human error
2. Storage
3. TML
4. Document
5. Weather
Table: 4 Error done according to shore-based
Shore 54 out of 57 data
On 39
Off 15
From the table, most of the factors and errors are committed onshore. 15 factors and errors happened only offshore which to
be précised before the voyage. To complete the matrix index, the consequences of the accident also need to be examined and
analyzed. From the table, the outcomes towards people and Property could be analyzed.
Table: 5 Liquefaction incidents of minerals cargoes
Ship’s Name Date of Accident Dead Vessel Lost Cargoes Volume
Padang Hawk 26 JULY 1999 0/20 NO NICKEL NA
Hui Long 20 MAY 2005 0/23 YES FLUORSPAR 5 185
Jian Fu Star 27 OCTOBER 2010 13/25 YES NICKEL 43 000
Nasco Diamond 9 NOVEMBER 2010 22/25 YES NICKEL 55 150
Hong Wei 3 DISEMBER 2010 10/24 YES NICKEL 40 000
Trans Summer
Bulk Jupiter
14 AUGUST 2013
2 FEBRUARY 2015
0/21
18/19
YES
YES
NICKEL
BAUXITE
54 067
46 400
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Consequence
By referring to the table, it is found out that, People = 157 involved. 63 dead and 93 people were found to survive.
By referring to the table, it is found out that, Property = 6 out of 7 ships lost.
Cargo volume losses = more than 243 802m3
Analyzing the data from the table, it was found out the percentage of people dead.
63/157 x 100%= 41%
As a result, to be included in the matrix index, 41% to be rank and included in the consequences table.
Analyzing the data from the table, it was found out that the percentage of ships lost.
6/7 x 100%=86%
As a result, to be included in the matrix index, 86% to be rank and included in the consequences table.
Table: 6 Frequencies
Label Frequency Factors
F1 Rare Weather
F2 Unlikely Storage
F3 Possible Document
F4 Likely TML
F5 Frequent Careless and Human Error
Table: 7 Consequences
Scale People Property By Percentage (%)
C1 Insignificant Insignificant 0-20
C2 Minor Minor 21-40
C3 Moderate Moderate 41-60
C4 Major Major 61-80
C5 Catastrophic Catastrophic 81-100
Table: 8 Results in the risk assessment matrix
RISK ASSESSMENT MATRIX:
RISK CRITERIA
FREQUENCY
Level 1 Level 2 Level 3 Level 4 Level 5
Rare Unlikely Possible Likely Almost Certain
Weather Storage document TML Careless or
Human Error
Consequence
5 – Catastrophic Moderate (5) High (10) Extreme (15) Extreme (20) Extreme (25)
4 – Major Minor (4) Moderate (8) High (12) Extreme (16) Extreme (20)
3 – Moderate Minor (3) Moderate (6) Moderate (9) High (12) Extreme (15)
2 - Minor Slight (2) Minor (4) Moderate (6) Moderate (8) High (10)
1 - Insignificant Slight (1) Slight (2) Minor (3) Minor (4) Moderate (5)
Slight (1 – 2) No Action is required
Minor (3 – 4) No additional controls are required; monitoring is required to ensure no changes in
circumstances
Moderate (5 – 9) Efforts should be made to reduce risk to 'As low as reasonably practicable (ALARP),
but activity may be undertaken
High (10 – 14) Efforts should be made to reduce risk to 'As low as reasonably practicable (ALARP).
The activity can only be undertaken with further additional controls.
Extreme (15 – 25) Intolerable risk. Activity not authorized
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Table: 9 Result in the risk assessment matrix
RISK ASSESSMENT
MATRIX: RISK
CRITERIA
FREQUENCY
Level 1 Level 2 Level 3 Level 4 Level 5
Rare Unlikely Possible Likely Frequent
Weather Storage document TML Careless or
Human Error
4 – Major Minor (4) Moderate (8) High (12) Extreme (16) Extreme (20)
3 – Moderate Minor (3) Moderate (6) Moderate (9) High (12) Extreme (15)
Table: 10 classified risk assessment matrix
Minor (3 – 4) No additional controls are required; monitoring is required to ensure no changes in
circumstances
Moderate (5 – 9) Efforts should be made to reduce risk to 'As low as reasonably practicable (ALARP), but
activity may be undertaken
High (10 – 14) Efforts should be made to reduce risk to 'As low as reasonably practicable (ALARP). The
activity can only be undertaken with further additional controls.
Extreme (15 – 25) Intolerable risk. Activity not authorized
From the result, it was found out that:
1. The weather is the slightest reason for the accident liquefaction happened. As known, the weather is beyond human
control. However, from the matrix index, monitoring is required to ensure no changes in circumstances in future. It is
approving that weather can be disastrous and a significant failure for humans to control nature's capability. Extra
precautions need to be taken if ever confronted with heavy weather.
2. As the conclusion can be made in all the cases that happened, the ways we stored the cargo is partly crucial compared
to other factors. Storage needs to be more effective and efficient. Some authority kept the cargoes either in port or in
bulkheads, or cargo holds must be in the right place and safe placement. For cargo shifting to happen, liquefaction is
the essential thing to happen in the first place. Without proper cargo management and cargo handling standards of
procedure, the accident might not be easy to avoid from happening.
3. Mistakes in the documentation of cargo should be avoided. In some cases, the cargo details that have been provided
to the ship's master is accurate. The document is an important declaration to the cargo either it is safe to be carried
onboard the ship or dangerous to be taken on board ship.
4. Determining the Transportable Moisture Limit (TML) is the most likely frequent among those factors to happen. Port
facilities should be complete and enough to ensure the accuracy of the lab test to determine the TML.
5. The most frequent factor that happens is carelessness from human mistakes. The error that the ship's personnel has
made affect the environment and back to self (Bin Naim, 2018)
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Control Options by Factors
Table:11 Risk matrix classified by factors
Weather Minor (3 – 4) No additional controls are required; monitoring is
required to ensure no changes in circumstances
Storage Moderate (5 – 9) Efforts should be made to reduce risk to 'As low as
reasonably practicable (ALARP), but activity may be
undertaken
Document High (10 – 14) Efforts should be made to reduce risk to 'As low as
reasonably practicable (ALARP). The activity can
only be undertaken with further additional controls.
1. TML
2. Careless and Human Error
Extreme (15 – 25) Intolerable risk. Activity not authorized
In the matrix index, the result for weather factors is minor. Next, the result for the storage factor is moderate, while the result
for the document is high.
Weather
No additional controls are required for the weather. However, monitoring of temperature is required to ensure there are no
changes in circumstances. For instance, in Bulk Jupiter capsize in 2015; the vessel is going through bad weather. In both
during loading at Kuantan Port and during the voyage. The table showed the rainfall amount when the loading cargo operation
at Kuantan Port was still ongoing.
Figure: 2 December rainfall in Kuantan Port
The table showed there was heavy rain in 15 days at Kuantan Port. The vessel Bulk Jupiter that carrying bauxite was still an
ongoing cargo loading operation. The cargo, bauxite, was suspected of being contaminated by the water and being extra
moisture more than TML. Logically, the weather is really out of control. It is beyond a human's capability to control and
sometimes to avoid. In short, the weather is a factor that we need to monitor with extra precautions.
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Storage
Efforts should be made to reduce risk to 'As low as reasonably practicable (ALARP), but activity may be undertaken. The
storage factor is moderate. This research and this section include storage at the port, pile stock, and storage in bulkheads and
cargo holds. In this storage,the term is included cargo shifting. The liquefaction happened,and the cargo shifting led to the
ship's mass disaster and capsized.
Figure: 3 Cargo loading operation onboard Bulk Jupiter
Figure: 4 Cargo loading operation onboard Bulk Jupiter
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Document
The error in how the document is presented to the master is high, referring to the matrix index result. Efforts should be made
to reduce risk to 'As low as reasonably practicable (ALARP). The activity can only be undertaken with further additional
controls.
Transportable Moisture Limit (TML)
The major problem is the accuracy of the TML. Intolerable risk. Activity not authorized. Some serious efforts should be taken
to make a revolution in the TML. Increasing the precision in defining TML should be a goal.
Careless or Human Error
Mistakes that masters and authorized personnel have made are severe and mainly commit factors among those seven cases.
Some decisions made by the master and authorized personnel are wrong judgement. as per results, the involved personnel need
an assistant to keep the decision accurate and endorsement by many professionals as the permission to continue with the
voyage. When the masters doubt the cargo, the loading operation shall be stopped for moments to allow the master to review
the cargo declaration (ORGANIZATION, 2015).
Conclusion
In previous section, the results were presented and analyzed. In accordance with that, some recommendations should be
suggested based on this research. All consideration in objectives and questions of this research will be taken into account.
Achieved objectives will be guided to answer the research questions. The research questions are to achieve the research
objectives and make sure that the study does not exceed the requirement of the objectives. These are the research questions
that need to be answered after the survey is completed.
i. What are the current safety measures in handling the cargoes?
ii. What would be the crucial criteria for measuring the operational reliability level of cargo transportation?
iii. Can the officers on duty be ready for any unwanted or unexpected scenario when sailing with cargoes,
especially high-risk ones, based on the IMSBC code?
Storage
A new procedure should be set up to address this issue. Initial precautions and early actions should be taken before the
situation is going to be out of control. It is recommended to pump out the slurry in the cargo holds during the voyage and if
liquefaction happens on board. Other than that, a mobile cargo holds separator should be used when carrying the cargo with
high TML. Stockpiles in port or warehouse should be securely stored and monitored frequently. The goal is to prevent the
cargo from changing its state and original condition and moisture. All the efforts should be taken towards refining the purpose.
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Document
Masters should acquire endorsement from at least 5 personnel. The person in charge to prepare the document should be extra
professional in judgment and honest in drafting the manuscript. Transparency in every detail stated in the documents should be
implemented so that the judgment and decision making by the masters would be wise. The standard procedure should be
obeyed.
Figure: 5 Cargo loading operation flowchart ( Lloyd's Register, UK P&I CLUB, & Intercargo, 2013)
The existed guideline in the flowchart form enhances the safety and awareness of cargo handling. This procedure should be
practiced by all of the masters, crews and port authorities.
Transportable Moisture Limit (TML)
Defining the TML of certain cargoes required laboratory tests. The facility that is needed in determining TML should be all-
time maintained. The Port Authority that provided the TML services needs to be professional. The sample taken from the
stockpile must be present when the cargo is on the loading process onboard the bulk carrier.
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Careless and Human Error
Masters should be aware of all odds that might arise. COLREGS should also practices when handling the cargo either at the
port or on the voyage. Monitoring the cargoes all the times 24/7 is recommended. Masters and crews should always ever
ready. Fatigue can be avoided when the shift, schedule and rosters management are well at the helm.
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Please cite this article as: Suhrab et al., 2021 .International Journal of Science and Innovative Research,
IJESIR-NOVUS, 02(08), 2021 0100070IJESIR