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Pablo E Penchaszadeh - One of the best experts on this subject based on the ideXlab platform.
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biomonitoring of tbt contamination and imposex incidence along 4700 km of argentinean shoreline sw atlantic from 38s to 54s
Marine Pollution Bulletin, 2009Co-Authors: Gregorio Bigatti, Monica Angelina Primost, Maximiliano Cledon, Andres Averbuj, Norbert Theobald, Wolfgang Gerwinski, Wolf Arntz, Elba Morriconi, Pablo E PenchaszadehAbstract:The imposex incidence and TBT pollution were investigated along 4,700 km of Argentinean coast, including city harbors and proximal zones without Marine Traffic. We analyzed 1805 individuals from 12 gastropod species, including families Volutidae, Muricidae, Nassariidea, Calyptraidae, Marginellidae, and Buccinidae, and found the imposex phenomenon for the first time in six species. In high Marine Traffic zones, TBT pollution was registered and the percentage of imposex was high, while these occurrences were null in areas without boat Traffic. The species that best reflect the degree of imposex were those inhabiting sandy/muddy or mixed bottoms. TBT determination and imposex incidence indicate that pollution was focused only in ports with high Marine Traffic or in areas where ship hulls are painted. This is the first report of an imposex-sediment approach to evaluate organotin contamination along the coast of a South American country.
Jutta Ylitalo - One of the best experts on this subject based on the ideXlab platform.
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Analysis of the Marine Traffic safety in the Gulf of Finland
Reliability Engineering & System Safety, 2009Co-Authors: Pentti Kujala, Tommi Arola, Maria Hanninen, Jutta YlitaloAbstract:The Gulf of Finland (GOF) is geographically situated between Finland and Estonian waters. The seafloor varies between deep and shallow and a number of underwater rocks exist in the Finnish archipelago area. The Marine Traffic has been growing fast during the last years in this area, especially due to the rapid increase of the transportation of various cargoes to Russia and the transport of oil from Russia. In this paper the safety of the Marine Traffic in the GOF area is analysed. First a detail accident statistics during the last 10 years are described and thereafter the risk of ship collisions is studied by theoretical modelling in two locations. Finally the results of the theoretical models are compared with actual accident statistics. The results reveal that grounding is the dominating accident type in these waters and typically about 11 groundings take place annually, of which about one is a tanker grounding. For collision the highest risks are caused by the passenger ship/RoPax ships Traffic between Helsinki and Tallinn together with the high Traffic intensity eastwards/westward to and from Russian harbours. The theoretical collision models give good results when compared with the accident statistics. AIS data is utilised in the theoretical models to calculate the geometric collision probabilities.
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the quantitative assessment of Marine Traffic safety in the gulf of finland on the basis of ais data
Scientific Journals of the Maritime University of Szczecin, 2009Co-Authors: Jakub Montewka, Pentti Kujala, Jutta YlitaloAbstract:Navigational risk assessment is a complex process, which aims to determine the level of safety over the analyzed area. Usually two approaches are used: qualitative and quantitative. Engineers tend to view risk in an objective way in relation to safety, and as such use the concept of risk as an objective safety criteria. Among engineers risk is defined as a product of probability of occurrence of an undesired event and the expected consequences in terms of human, economic and environmental loss. These two components are equally important; therefore appropriate estimation of these values is a matter of great significance. This paper deals with one of these two components: the probability of vessels’ collision assessment. A new approach for probability estimation of collision between vessels is presented, rooted in aviation experiences. The presented model for collision frequency estimation takes into account historical Traffic data from AIS, generalized vessel dynamics and uses advanced statistical and optimization methods (Monte-Carlo, Genetic Algorithms). 2 Marine Traffic AND ACCIDENTS 2.1 Marine Traffic profile Vessel Traffic profiles over the analyzed area are described using the data derived from the AIS transmission recorded in March and July 2006. The registered data does not fully reflect the existing Traffic, mostly due to AIS carriage requirements limitation (IMO, 2003). Regulation 19 of SOLAS Chapter V requires AIS to be fitted aboard: all ships of 300 gross tonnage and upwards engaged on international voyages, all cargo ships of 500 gross tonnage and upwards not engaged on international voyages and all passenger ships irrespective of size. Due to this, all “small” Traffic is not included in the present study, although a large number of pleasure crafts and fishing boats navigate in the Gulf of Finland, especially in summer. These boats, despite their small dimensions, in some situations may complicate the Traffic, and raise the already high risk of collision and grounding in the area. For further research that kind of Traffic should be estimated as well. Another reason behind the difference between registered Traffic and existing situation is incomplete AIS information transmitted by vessels. Transmissions without MMSI number, latitude or longitude were not stored in the database. Thus, the total number of recorded vessels in area is smaller than the actual. The area in question is a junction of two main waterways; one is leading N-S and another E-W. The N-S stream consists mainly of passenger vessels, cruising between Helsinki and Tallinn, whereas E-W stream consists of cargo vessels bound to and from harbors located in the Gulf of Finland. To estimate the number of vessels that arrive to and depart from the Gulf of Finland, the counting gate number 1 was established along meridian λ=023°30’E. To compute the Traffic volumes of the streams in the junction another two counting gates were established. Gate number 2 was established along parallel =60°N to count N-S Traffic, and gate number 3 along the meridian λ=026°E to count E-W Traffic (Fig.1) Figure 1. Analyzed waterways’ junction with counting gates and main Traffic flows marked. The types of vessels and their percentage share of the Traffic in the Gulf of Finland are presented graphically in Figure 2. The diagram constitutes the results of two months AIS transmission recordings, carried out in March and July 2006 in counting gates number 1 (all vessels) and 2 (passenger vessels only). The Traffic recorded in March is considered winter profile of Traffic, whereas Traffic registered in July is a summer profile of Marine Traffic in the Gulf of Finland. Figure 2.Types of vessels operating in the Gulf of Finland In the diagram above the group labeled “other” consists of tug boats, icebreakers, research vessels, support vessels, sailing yachts, and vessels for which AIS transmission was not complete. In case of messages with MMSI number, but without vessel details, the missing information was extracted from the external vessels database. That external database was very helpful to categorize vessels other than passenger and tankers, the AIS status of which was “cargo vessels” (containers carriers, general cargo, ro-ro, bulk carriers). The size of typical (frequently recorded) and maximal vessels operating in the Gulf of Finland in the period of investigation are gathered in Table 2. Table 2. Types and sizes of typical and maximal vessels operating in the Gulf of Finland in the year 2006. Vessel type L L max B B max T T max Tankers 239.0 320.0 27.3 58.0 11.2 22.0 Passenger 171.3 266.2 28.7 36.0 5.0 8.5 Containers 124.5 192.7 22.5 25.4 8.7 10.5 Gen. cargo 85.0 173.5 12.5 27.6 5.3 10.9 Ro-ro 162 195 20.6 28.1 6.7 10.0 The total number of vessels registered in gates 1 and 2 is presented in Table 3. There are no significant differences in the number of vessels passing gate 1 each season (winter, summer). However such differences exist for gate 2, where the number of vessels in summer is marked with asterisk and for winter with double asterisks. The main reason for the difference is that during winter time the operations of high speed crafts between Helsinki and Tallinn are Type of vessels operating in the Gulf of Finland
Marinella Farre - One of the best experts on this subject based on the ideXlab platform.
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microplastics in mediterranean coastal area toxicity and impact for the environment and human health
Trends in Environmental Analytical Chemistry, 2020Co-Authors: Marta Llorca, Diana Alvarezmunoz, M Abalos, Sara Rodriguezmozaz, Lucia H M L M Santos, Victor M Leon, Antonio J Campillo, Concepcion Martinezgomez, Esteban Abad, Marinella FarreAbstract:Abstract The so-called Marine litter, and in particular microplastics (MPs) and nanoplastics (NPs), are ubiquitously distributed and recognised as an emerging risk for the environment and human health. It is known that Marine environments are one of the most impacted areas and among them; coastal zones are the most contaminated ones. They are subjected to population pressure, tourism, harbours, desalination plants, Marine Traffic and fish farms. This review is focused on the Mediterranean Sea, currently considered one hot spot of microplastics pollution in the world, as a consequence of the high number of plastic Marine litter generating activities and its characteristic morphology of semi-enclosed sea. MPs and NPs have been detected not only in surface water and water columns but also in sediments, deep seafloor, and biota including fish and seafood for human consumption. Because of this, different European legislation initiatives have been launched during the last years in order to prevent MPs and NPs contamination and to face derived problems. Finally, this review summarises the main problems and shortcomings associated to MPs and NPs analyses such as their identification and quantification or the necessity of standardised protocols.
Tapani Stipa - One of the best experts on this subject based on the ideXlab platform.
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a modelling system for the exhaust emissions of Marine Traffic and its application in the baltic sea area
Atmospheric Chemistry and Physics, 2009Co-Authors: Jukkapekka Jalkanen, A Brink, Juha Kalli, Heidi Pettersson, Jaakko Kukkonen, Tapani StipaAbstract:Abstract. A method is presented for the evaluation of the exhaust emissions of Marine Traffic, based on the messages provided by the Automatic Identification System (AIS), which enable the identification and location determination of ships. The use of the AIS data facilitates the positioning of ship emissions with a high spatial resolution, which is limited only by the inaccuracies of the Global Positioning System (typically a few metres) that is used in vessel navigation. The emissions are computed based on the relationship of the instantaneous speed to the design speed, and the detailed technical information of the engines of the ships. The modelling of emissions is also based on a few basic principles of ship design, including the modelling of the propelling power of each vessel in terms of its speed. We have investigated the effect of waves on the consumption of fuel, and on the emissions to the atmosphere. The predictions of fuel consumption were compared with the actual values obtained from the shipowners. For a Roll on – Roll off cargo/passenger ship (RoPax), the predicted and reported values of annual fuel consumption agreed within an accuracy of 6%. According to the data analysis and model computations, the emissions of NOx, SOx and CO2 originating from ships in the Baltic Sea during the full calendar year of 2007 were in total 400 kt, 138 kt and 19 Mt, respectively. A breakdown of emissions by flag state, the type of ship and the year of construction is also presented. The modelling system can be used as a decision support tool in the case of issues concerning, e.g., the health effects caused by shipping emissions or the construction of emission-based fairway dues systems or emissions trading. The computation of emissions can be automated, which will save resources in constructing emission inventories. Both the methodologies and the emission computation program can be applied in any sea region in the world, provided that the AIS data from that specific region are available.
Jose Maria Bellido - One of the best experts on this subject based on the ideXlab platform.
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a spatially explicit risk assessment approach cetaceans and Marine Traffic in the pelagos sanctuary mediterranean sea
PLOS ONE, 2017Co-Authors: Maria Grazia Pennino, Antonella Arcangeli, Vinicius Prado Fonseca, Ilaria Campana, Graham J Pierce, Andrea Rotta, Jose Maria BellidoAbstract:Spatially explicit risk assessment is an essential component of Marine Spatial Planning (MSP), which provides a comprehensive framework for managing multiple uses of the Marine environment, minimizing environmental impacts and conflicts among users. In this study, we assessed the risk of the exposure to high intensity vessel Traffic areas for the three most abundant cetacean species (Stenella coeruleoalba, Tursiops truncatus and Balaenoptera physalus) in the southern area of the Pelagos Sanctuary, which is the only pelagic Marine Protected Area (MPA) for Marine mammals in the Mediterranean Sea. In particular, we modeled the occurrence of the three cetacean species as a function of habitat variables in June by using hierarchical Bayesian spatial-temporal models. Similarly, we modelled the Marine Traffic intensity in order to find high risk areas and estimated the potential conflict due to the overlap with the cetacean home ranges. Results identified two main hot-spots of high intensity Marine Traffic in the area, which partially overlap with the area of presence of the studied species. Our findings emphasize the need for nationally relevant and transboundary planning and management measures for these Marine species.
