5,693 research outputs found
The implementation and application of the International Code for Ships Operating in Polar Waters (Polar Code): Evaluations and considerations addressing this functionbased regulationās effect on safety and emergency preparedness concerning Arctic shipping
PhD thesis in Risk management and societal safetyPeople have sailed in polar waters for decades; more than one hundred years ago, Nansen and Amundsen explored the oceans of the Arctic and Antarctic with their expedition teams, with Amundsen leading the expedition that first reached the South Pole in 1911. A remarkable technological evolution has taken place since those days, bringing along even more astonishing innovations. Wooden ships with sail are replaced by standardized steel-constructed vessels, powered by diesel-electric engines or nuclear reactors, and highly technological satellite navigation and communication systems have replaced the sextant, chronometer, compass and surveyorās wheel guiding the way at that time. The knowledge and experience concerning risks and hazards associated with shipping in polar waters is outstanding. However, the increase in the shipping activity of various vessels in the Arctic region during recent years has resulted in new risks; consequently, the knowledge, experience and the capacity to handle these are limited. Seen historically, major accidents and events have raised the focus on safety and forced the way for the development, innovation and design of new technology and systems. As a response to the Titanic disaster in 1912, the International Convention for the Safety of Life at Sea (SOLAS) was agreed in 1914 and suggested the minimum number of lifeboats and other emergency equipment required to be maintained by merchant ships. Today, the SOLAS Convention is considered the most important of all international treaties concerning the safety of merchant ships and specifies the minimum standards for the construction, equipment and operation of ships. During the last century, several revisions and amendments to this Convention, adopted by the International Maritime Organization (IMO) in 1960, have strengthened the regulations for ship design and operations. Consequently, the maritime industry is forced to innovate, (re)-design and construct vessels, emergency equipment and systems, to become compliant with the SOLAS Convention.
In 2017, the IMO amended the SOLAS Convention, by implementing the International Code for Ships Operating in Polar Waters (Polar Code), providing mandatory rules and requirements applicable to ship operations in defined geographical areas in the waters around the Arctic and Antarctica. The Polar Code supplemented existing IMO conventions and regulations, with the goal of increasing the safety of ship operations and mitigating the impact on the people and environment in the remote, vulnerable, and potentially harsh polar waters. Ship systems and equipment addressed in the Polar Code are required to maintain at least the same performance standards referred to in the SOLAS Convention. The key principle of the regulation is founded on a risk-based approach in determining scope and a holistic approach in reducing identified risks. The Polar Code consists of function-based requirements, i.e., the regulation specifies what is to be achieved without specifying how to be in compliance with its requirements. The requirement to first carry out an operational (risk) assessment of the ship and its equipment, considering the anticipated range of operating and environmental conditions, is essential in the application of the Polar Code. This operational assessment shall guide the way in the establishment of shipspecific procedures and operational limitations, based on related risk factors in operating areas and taking into consideration the anticipated range of operating and environmental conditions: amongst others, operation in low air temperature, as this affects the working environment and human performance, maintenance and emergency preparedness tasks, material properties and equipment efficiency, survival time and performance of safety equipment and systems. The Polar Code requires that a Polar Service Temperature (PST) shall be specified for a ship intended to operate in low air temperature and that the performance standard shall be at least 10Ā°C below the lowest Mean Daily Low Temperature (MDLT) for the intended area and season of operation in polar waters. The MDLT is the mean value of the daily low temperature for each day of the year over a minimum 10-year period. Survival systems and equipment are required by the Polar Code to be fully functional and operational at the PST during the maximum expected rescue time ā i.e., the time adopted for the design of equipment and systems that shall provide survival support ā which is defined in the Polar Code as never being less than five days.
The overall objective of this research is to contribute to the development of new knowledge concerning the implementation and application of the Polar Code and how this function-based regulation, so far, has succeeded in achieving its goal. Two research questions were developed to support the overarching objective, concerning the Polar Codeās applicability as a regulatory instrument in Arctic shipping. The research questions were associated with: (1) the Polar Codeās contribution to enhancing safety for shipping in the Arctic Ocean, considering the risks and hazards associated with activities in these waters, and (2) the identification of key mechanisms to ensure that compliance with the stated goal of the regulation occurs in a satisfactory manner. Individual interviews are conducted with experts in the field, concerning the implementation and application of the Polar Code. Moreover, two controlled experiments are performed, to assess the risk to humans and equipment of low temperature and exposure.
The implementation of new regulations can trigger the development of new products, systems and processes, even though, in the early stages, it can be unclear how the development will manifest itself. At the time of the implementation of the Polar Code in 2017 (1st January), there was a lack of guidelines or informative standards providing support to the Polar Code, and a variety of solutions on emergency equipment and systems could comply with the regulationās function-based requirements. Although the regulation provides additional guidance (in Part II-B) to the mandatory provisions (in Part II-A), this is in many cases general and generic. The operational assessment is required to address both individual (personal survival equipment) and shared (group survival equipment) needs, which shall be provided in the event of an abandonment of ship situation. The Polar Code states that this equipment shall provide effective protection against direct wind chill, sufficient
thermal insulation to maintain the core temperature of persons, and sufficient protection to prevent frostbite of all extremities. In the guidance (Part II-B) of the regulation, samples of suggested equipment for personal survival equipment and group survival kits are provided. However, many products will comply with the suggested equipment, regardless of their suitability under real conditions. The protection against wind chill to humans, to prevent frostbite (and to increases the survival time) depends on factors such as time and type of exposure, individual physiological conditions and activity level, rather than just the types of gloves or shoes chosen and their protective status.
The sinking of a cruise liner is considered the ultimate challenge for the rescue capability in the Arctic region, and the passengers on cruise ships represent a vulnerable group for several reasons. The average passenger is typically older and less fit and would suffer from discomfort and hypothermia faster than younger persons, in a situation requiring evacuation to lifeboats, life rafts or directly onto ice. For shipowners and operators operating in polar waters and required to comply with the Polar Code, there can be economic incentives for neglecting or not actively taking part in the innovating process of improving and developing new systems and equipment sufficient to withstand low temperatures and the harsh polar conditions. High costs are expected in the work of developing and improving emergency equipment and systems, especially if technical and operational winterization upgrades of older vessels are necessary. Search and Rescue (SAR) exercises conducted in the waters surrounding Svalbard have revealed that the marine industry in general is reactive in the work of implementing the Polar Codeās requirements. Consequently, many vessels are equipped with insufficient survival equipment, including insufficient food and water rations. Great variations are observed in Life-Saving Appliances (LSA) and arrangements, concerning both quality and functionality, approved by flag states and classification societies. There are, unfortunately, examples of tailored operational assessments which support marginal emergency equipment and systems, as the associated cost, weight, volume and capacity puts additional strain and restrictions on shipowners and operators. With limited communication between the suppliers of the development of survival equipment, there are large variations among the functionality of such equipment in polar waters. There is lack of harmonization and standardization amongst the subject groups supposed to comply with the Polar Code, and a common understanding of the most suitable and āstateof- the-artā LSA and arrangements required for an emergency response situation in polar waters seems not to be in reach yet.
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Observations of reservoir quality alteration in proximity to igneous intrusions for two distinct sandstones units in Scotland
Acknowledgements We thank the reviewers and editor for their helpful comments which greatly improved this manuscript. Thanks to John Still from the University of Aberdeen (ACEMAC ) for guidance with SEM/EDS, Colin Taylor for MICP tests and Walter Ritchie for making thin sections. Lorenza Sardisco and Jonathan Wilkins at X-Ray Minerals for XRD analysis and Prof. M.J. Wilson from the James Hutton Institute for valuable discussion of XRD results. Dave Healy acknowledges the support of the Natural Environment Research Council (NERC, UK) through the award NE/N003063/1 āQuantifying the Anisotropy of Permeability in Stressed Rockā.Peer reviewedPostprin
In search of 'The people of La Manche': A comparative study of funerary practices in the Transmanche region during the late Neolithic and Early Bronze Age (250BC-1500BC)
This research project sets out to discover whether archaeological evidence dating between 2500 BC - 1500 BC from supposed funerary contexts in Kent, flanders and north-eastern Transmanche France is sufficient to make valid comparisons between social and cultural structures on either side of the short-sea Channel region. Evidence from the beginning of the period primarily comes in the form of the widespread Beaker phenomenon. Chapter 5 shows that this class of data is abundant in Kent but quite sparse in the Continental zones - most probably because it has not survived well. This problem also affects the human depositional evidence catalogued in Chapter 6, particularly in Fanders but also in north-eastern Transmanche France. This constricts comparative analysis, however, the abundant data from Kent means that general trends are still discernible. The quality and volume of data relating to the distribution, location, morphology and use of circular monuments in all three zones is far better - as demonstrated in Chapter 7 -mostly due to extensive aerial surveying over several decades. When the datasets are taken as a whole, it becomes possible to successfully apply various forms of comparative analyses. Most remarkably, this has revealed that some monuments apparently have encoded within them a sophisticated and potentially symbolically charged geometric shape. This, along with other less contentious evidence, demonstrates a level of conformity that strongly suggests a stratum of cultural homogeneity existed throughout the Transmanche region during the period 2500 BC - 1500 BC. The fact that such changes as are apparent seem to have developed simultaneously in each of the zones adds additional weight to the theory that contact throughout the Transmanche region was endemic. Even so, it may not have been continuous; there may actually have been times of relative isolation - the data is simply too course to eliminate such a possibility
Excess foundry sand characterization and experimental investigation in controlled low-strength material and hot-mixing asphalt
This report provides technical data regarding the reuse of excess foundry sand. The report addresses three topics: a statistically sound evaluation of the characterization of foundry sand, a laboratory investigation to qualify excess foundry sand as a major component in controlled low-strength material (CLSM), and the identification of the best methods for using foundry sand as a replacement for natural aggregates for construction purposes, specifically in asphalt paving materials. The survival analysis statistical technique was used to characterize foundry sand over a full spectrum of general chemical parameters, metallic elements, and organic compounds regarding bulk analysis and leachate characterization. Not limited to characterization and environmental impact, foundry sand was evaluated by factor analyses, which contributes to proper selection of factor and maximization of the reuse marketplace for foundry sand. Regarding the integration of foundry sand into CLSM, excavatable CLSM and structural CLSM containing different types of excess foundry sands were investigated through laboratory experiments. Foundry sand was approved to constitute a major component in CLSM. Regarding the integration of foundry sand into asphalt paving materials, the optimum asphalt content was determined for each mixture, as well as the bulk density, maximum density, asphalt absorption, and air voids at Nini, Ndes, and Nmax. It was found that foundry sands can be used as an aggregate in hot-mix asphalt production, but each sand should be evaluated individually. Foundry sands tend to lower the strength of mixtures and also may make them more susceptible to moisture damage. Finally, traditional anti-stripping additives may decrease the moisture sensitivity of a mixture containing foundry sand, but not to the level allowed by most highway agencies.Structural Engineerin
Physical and Thermal Characteristics of Samples of Basalt, Thermal Insulation, Lining Materials
The purpose of these studies is to determine the main regularities and optimal parameters of the processes of dry processing of mineral raw materials for the production of products for various purposes, to develop technologies for dry processing of kaolin, chamotte and basalt, to improve the design of low-power metal melting furnaces.
The results of the research are of theoretical interest and are of a purely practical nature. On their basis, it is planned to develop designs of low-power metal-melting furnaces for a new class with reduced energy consumption (gas and electricity) of technological costs
New Advances in Marine Engineering Geology
The ocean is the cradle of life and is rich in natural resources. With the worldwide boom in exploration and application of ocean resources, a dramatically increasing amount of coastal engineering and offshore engineering facilities have been constructed in the last few decades. The rapid development of human economic activities and the global climate change have significant impacts on the marine environment, resulting in frequent geological disasters. Under this circumstance, there is an urgent demand for a platform for scientists and engineers to share their state-of-art research outcomes in the field of Marine Engineering Geology. This book is a collection of a series of articles from the 2nd International Symposium of Marine Engineering Geology (ISMEG 2019), presenting some of the recent efforts made towards marine engineering geology and geotechnics, including theoretical advances, laboratory and field testing, design methods, and the potential for further development of these disciplines
SMARTI - Sustainable Multi-functional Automated Resilient Transport Infrastructure
The worldās transport network has developed over thousands of years; emerging from the need of allowing more comfortable trips to roman soldiers to the modern smooth roads enabling modern vehicles to travel at high speed and to allow heavy airplanes to take off and land safely. However, in the last two decades the world is changing very fast in terms of population growth, mobility and business trades creating greater traffic volumes and demand for minimal disruption to users, but also challenges, such as climate change and more extreme weather events. At the same time, technology development to allow a more sustainable transport sector continue apace. It is within this environment and in close consultation with key stakeholders, that this consortium developed the vision to achieve the paradigm shift to Sustainable Multifunctional Automated and Resilient Transport Infrastructures. SMARTI ETN is a training-through-research programme that empowered Europe by forming a new generation of multi-disciplinary professionals able to conceive the future of transport infrastructures and this Special Issue is a collection of some of the scientific work carried out within this context. Enjoy the read
Membranes for Water and Wastewater Treatment
Water is a vital element for life and the environment. Water pollution has been documented as a contributor to a wide range of health problems. In recent years, the water quality levels have suffered great deterioration because of rapid social and economic development and because it is used to ādumpā a wide range of pollutants.This book entitled āMembranes for Water and Wastewater Treatmentā contains featured research papers dealing with recent developments and advances in all aspects related to membranes for water and wastewater treatment: membrane processes, combined processes (including one membrane step), modified membranes, new materials, and the possibility to reduce fouling and to improve the efficiency of enhanced processes. The papers compiled in this Special Issue can be read as a response to the current needs and challenges in membrane development for water and wastewater treatment.Half of the research articles correspond to concrete and practical applications of the use of membrane processes in different fields of the industry, with the aim of treating and conditioning water and wastewater. The studies reveal the treatment of industrial streams, mining, recycled paper industry, olive mill, urban wastewater, etc. Another important percentage of studies are related to membrane modification processes, with the aim of obtaining new materials with better performance in the separation processes, thus describing the use of membranes modified with chitosan, nanoparticles, and other organic compounds. This field also includes studies related to fouling and its modeling
Size Control in Pelletisation
This thesis covers an investigation into the topic of size control in pel-letisation, with a focus on how it relates to the pelletisation of ferrous by products. The ferrous by product of focus is oily mill sludge, which has had its properties examined. The kinetic behaviour is also examined using Discrete Element Methods. Over the course of the investigation the growth behaviour of granules has been clarified as being able to be explained en-tirely through external saturation sources such as spray and consolidation behaviours. These contribute to the cohesion of individual pellets, and adhesion of pellets together, which constitute a completely new model of agglomeration. This Adhesion-Cohesion model is physically in line with agglomeration research and granular mechanics as a whole, and was subse-quently integrated into a Discrete Element Method simulation of agglom-eration which provided validation for the growth behaviour predicted
Investigation of submerged trommel screen
Process Engineerin
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