The Experts below are selected from a list of 306 Experts worldwide ranked by ideXlab platform

Sangyoung Son - One of the best experts on this subject based on the ideXlab platform.

  • assessment of the tsunami induced current hazard
    Geophysical Research Letters, 2014
    Co-Authors: Patrick J. Lynett, Jose C. Borrero, Sangyoung Son, R I Wilson, Kevin P. Miller
    Abstract:

    The occurrence of tsunami damage is not limited to events causing coastal inundation. Even without flooding, maritime assets are vulnerable to significant damage from strong currents and associated drag forces. While such impacts have been observed in the past, they have not been well studied in any context. Nearshore tsunami currents are governed by nonlinear and turbulent physics and often have large spatial and temporal variability making high-fidelity modeling particularly challenging. Furthermore, measured data for the validation of numerical simulations is limited, with few quality data sets appearing after recent tsunami events. In this paper, we present a systematic approach for the interpretation of measured tsunami-induced current impacts as well as a validation approach for simulation tools. The methods and results provided here lay the foundation for much needed efforts to assess tsunami hazards in Ports and Harbors.

  • Detailed Simulation of Tsunami-Induced Currents in California Ports and Harbors
    Ports 2013, 2013
    Co-Authors: Patrick J. Lynett, Jose C. Borrero, Richard Wilson, Kevin P. Miller, Sangyoung Son
    Abstract:

    In this paper, the well-established approaches of coupling tsunami generation to seismic seafloor motion and the following trans-oceanic wave propagation will be briefly introduced. The focus of the paper will be on the complex transformation of the tsunami as it approaches very shallow water, as well as how these possibly large and fast-moving water waves interact with coastal infrastructure. Examples of coastal impact will be discussed and used to frame the theoretical efforts. The majority of the discussion will focus on tsunami-induced currents in Ports and Harbors. Tsunamis, or "harbor waves" in Japanese, are so-named due to the common observation of enhanced damage in Harbors and Ports. However, the dynamic currents induced by these waves, while regularly observed and known to cause significant damage, are poorly understood. The authors will show that the strongest currents in a port are governed by horizontally sheared and rotational shallow flow with imbedded turbulent coherent structures. Without proper representation of the physics associated with these phenomena, predictive models may provide drag force estimates that are an order of magnitude or more in error. Such an error can mean the difference between an unaffected port and one in which vessels 300 meters in length drift and spin chaotically through billions of dollars of infrastructure. Here, the authors present example simulation results of a numerical modeling study aimed at providing the California Geological Survey (CGS) and the California Emergency Management Agency (CalEMA) quantitative guidance on maritime tsunami hazards in California Ports and Harbors. The study focuses on tsunami-induced currents and seeks to define the relative hazard in specific Ports and Harbors as a result of these currents.

  • Observations and modeling of tsunami-induced currents in Ports and Harbors
    Earth and Planetary Science Letters, 2012
    Co-Authors: Patrick J. Lynett, Jose C. Borrero, Sangyoung Son, Robert A. Weiss, S. Dougal Greer, Willington Renteria
    Abstract:

    Abstract Tsunamis, or “harbor waves” in Japanese, are so-named due to common observations of enhanced wave heights, currents and damage in Harbors and Ports. However, dynamic currents induced by these waves, while regularly observed and known to cause significant damage, are poorly understood. Observations and modeling of the currents induced by the 2011 Tohoku and 2004 Indian Ocean tsunamis allows us to show that the strongest flows in harbor basins are governed by horizontally sheared and rotational shallow features, such as jets and large eddies. When examining currents in Harbors, this conclusion will generally require a simulation approach that both includes the relevant physical processes in the governing equations and uses a numerical scheme that does not artificially damp these features. Without proper representation of the physics associated with these phenomena, predictive models may provide drag force estimates that are an order of magnitude or more in error. The immediate implementation of this type of analysis into tsunami hazard studies can mean the difference between an unaffected port and one in which 300 m long container vessels are detached from their moorings and drift chaotically.

Kevin P. Miller - One of the best experts on this subject based on the ideXlab platform.

  • NUMERICAL and PHYSICAL MODELING OF LOCALIZED TSUNAMI-INDUCED CURRENTS IN Harbors
    Coastal Engineering Proceedings, 2014
    Co-Authors: Aykut Ayca, Patrick J. Lynett, Jose C. Borrero, Kevin P. Miller, Richard Wilson
    Abstract:

    Based on the observations on the recent transoceanic tsunami events, it has been seen that severe damage may still occur in Ports and Harbors as a result of the strong tsunami-induced currents, even if there is no or limited inundation. Dynamic currents induced by tsunami waves, while regularly observed and known to cause significant damage, are poorly understood. In this paper, it will be discussed that the strongest currents in a port are governed by horizontally sheared and rotational shallow flow with imbedded turbulent coherent structures, and without proper representation of the physics associated with these phenomena; predictive models may provide drag force estimates that are an order of magnitude or more in error. Such an error can mean the difference between an unaffected port and one in which vessels 300 meters in length drift and spin chaotically through billions of dollars of infrastructure. This paper also focuses on tsunami induced currents and seeks to define the relative hazard in specific Ports and Harbors as a result of these currents.

  • assessment of the tsunami induced current hazard
    Geophysical Research Letters, 2014
    Co-Authors: Patrick J. Lynett, Jose C. Borrero, Sangyoung Son, R I Wilson, Kevin P. Miller
    Abstract:

    The occurrence of tsunami damage is not limited to events causing coastal inundation. Even without flooding, maritime assets are vulnerable to significant damage from strong currents and associated drag forces. While such impacts have been observed in the past, they have not been well studied in any context. Nearshore tsunami currents are governed by nonlinear and turbulent physics and often have large spatial and temporal variability making high-fidelity modeling particularly challenging. Furthermore, measured data for the validation of numerical simulations is limited, with few quality data sets appearing after recent tsunami events. In this paper, we present a systematic approach for the interpretation of measured tsunami-induced current impacts as well as a validation approach for simulation tools. The methods and results provided here lay the foundation for much needed efforts to assess tsunami hazards in Ports and Harbors.

  • Detailed Simulation of Tsunami-Induced Currents in California Ports and Harbors
    Ports 2013, 2013
    Co-Authors: Patrick J. Lynett, Jose C. Borrero, Richard Wilson, Kevin P. Miller, Sangyoung Son
    Abstract:

    In this paper, the well-established approaches of coupling tsunami generation to seismic seafloor motion and the following trans-oceanic wave propagation will be briefly introduced. The focus of the paper will be on the complex transformation of the tsunami as it approaches very shallow water, as well as how these possibly large and fast-moving water waves interact with coastal infrastructure. Examples of coastal impact will be discussed and used to frame the theoretical efforts. The majority of the discussion will focus on tsunami-induced currents in Ports and Harbors. Tsunamis, or "harbor waves" in Japanese, are so-named due to the common observation of enhanced damage in Harbors and Ports. However, the dynamic currents induced by these waves, while regularly observed and known to cause significant damage, are poorly understood. The authors will show that the strongest currents in a port are governed by horizontally sheared and rotational shallow flow with imbedded turbulent coherent structures. Without proper representation of the physics associated with these phenomena, predictive models may provide drag force estimates that are an order of magnitude or more in error. Such an error can mean the difference between an unaffected port and one in which vessels 300 meters in length drift and spin chaotically through billions of dollars of infrastructure. Here, the authors present example simulation results of a numerical modeling study aimed at providing the California Geological Survey (CGS) and the California Emergency Management Agency (CalEMA) quantitative guidance on maritime tsunami hazards in California Ports and Harbors. The study focuses on tsunami-induced currents and seeks to define the relative hazard in specific Ports and Harbors as a result of these currents.

Bruce Race - One of the best experts on this subject based on the ideXlab platform.

Patrick J. Lynett - One of the best experts on this subject based on the ideXlab platform.

  • DEBRIS and VESSEL TRANSPORT DUE TO TSUNAMI CURRENTS IN Ports and Harbors
    Coastal Engineering Proceedings, 2018
    Co-Authors: Aykut Ayca, Patrick J. Lynett
    Abstract:

    The focus of the discussion will be on the debris and vessel transport capacity of the tsunami induced currents in Ports and Harbors. The tsunami events in the past 15 years proved that understanding these processes within the port/harbor basin has paramount importance in safety, recovery and the long-term resilience planning of the facilities; as all of these depend on the ability of structures or infrastructure to resist damage and the capability of Harbors to become functional after the event. This endeavor requires an accurate representation of the flow field around the floating objects. Particularly, when the size of an average container ship is considered among with its’ fairly high draft to depth ratio, the interaction between flow and the vessels gets stronger. Therefore, in this study, the developed numerical tool, which is coupled with a 2HD nonlinear shallow water model, takes the interaction between the flow and the objects into account, and provides accurate results in a computationally efficient way. We will also present example simulation results of a numerical modelling study aimed at providing the quantitative guidance on maritime tsunami hazards in Ports and Harbors. This information can be used in pre-disaster recovery planning with the identification of the safe mooring spots or where the debris will likely accumulate after future tsunamis. Whilst the harbor’s ability to resist damage is a function of reducing the exposure to hazardous conditions as well as the maintaining/upgrading the structures/infrastructure within the Harbors.

  • NUMERICAL and PHYSICAL MODELING OF LOCALIZED TSUNAMI-INDUCED CURRENTS IN Harbors
    Coastal Engineering Proceedings, 2014
    Co-Authors: Aykut Ayca, Patrick J. Lynett, Jose C. Borrero, Kevin P. Miller, Richard Wilson
    Abstract:

    Based on the observations on the recent transoceanic tsunami events, it has been seen that severe damage may still occur in Ports and Harbors as a result of the strong tsunami-induced currents, even if there is no or limited inundation. Dynamic currents induced by tsunami waves, while regularly observed and known to cause significant damage, are poorly understood. In this paper, it will be discussed that the strongest currents in a port are governed by horizontally sheared and rotational shallow flow with imbedded turbulent coherent structures, and without proper representation of the physics associated with these phenomena; predictive models may provide drag force estimates that are an order of magnitude or more in error. Such an error can mean the difference between an unaffected port and one in which vessels 300 meters in length drift and spin chaotically through billions of dollars of infrastructure. This paper also focuses on tsunami induced currents and seeks to define the relative hazard in specific Ports and Harbors as a result of these currents.

  • assessment of the tsunami induced current hazard
    Geophysical Research Letters, 2014
    Co-Authors: Patrick J. Lynett, Jose C. Borrero, Sangyoung Son, R I Wilson, Kevin P. Miller
    Abstract:

    The occurrence of tsunami damage is not limited to events causing coastal inundation. Even without flooding, maritime assets are vulnerable to significant damage from strong currents and associated drag forces. While such impacts have been observed in the past, they have not been well studied in any context. Nearshore tsunami currents are governed by nonlinear and turbulent physics and often have large spatial and temporal variability making high-fidelity modeling particularly challenging. Furthermore, measured data for the validation of numerical simulations is limited, with few quality data sets appearing after recent tsunami events. In this paper, we present a systematic approach for the interpretation of measured tsunami-induced current impacts as well as a validation approach for simulation tools. The methods and results provided here lay the foundation for much needed efforts to assess tsunami hazards in Ports and Harbors.

  • Detailed Simulation of Tsunami-Induced Currents in California Ports and Harbors
    Ports 2013, 2013
    Co-Authors: Patrick J. Lynett, Jose C. Borrero, Richard Wilson, Kevin P. Miller, Sangyoung Son
    Abstract:

    In this paper, the well-established approaches of coupling tsunami generation to seismic seafloor motion and the following trans-oceanic wave propagation will be briefly introduced. The focus of the paper will be on the complex transformation of the tsunami as it approaches very shallow water, as well as how these possibly large and fast-moving water waves interact with coastal infrastructure. Examples of coastal impact will be discussed and used to frame the theoretical efforts. The majority of the discussion will focus on tsunami-induced currents in Ports and Harbors. Tsunamis, or "harbor waves" in Japanese, are so-named due to the common observation of enhanced damage in Harbors and Ports. However, the dynamic currents induced by these waves, while regularly observed and known to cause significant damage, are poorly understood. The authors will show that the strongest currents in a port are governed by horizontally sheared and rotational shallow flow with imbedded turbulent coherent structures. Without proper representation of the physics associated with these phenomena, predictive models may provide drag force estimates that are an order of magnitude or more in error. Such an error can mean the difference between an unaffected port and one in which vessels 300 meters in length drift and spin chaotically through billions of dollars of infrastructure. Here, the authors present example simulation results of a numerical modeling study aimed at providing the California Geological Survey (CGS) and the California Emergency Management Agency (CalEMA) quantitative guidance on maritime tsunami hazards in California Ports and Harbors. The study focuses on tsunami-induced currents and seeks to define the relative hazard in specific Ports and Harbors as a result of these currents.

  • Observations and modeling of tsunami-induced currents in Ports and Harbors
    Earth and Planetary Science Letters, 2012
    Co-Authors: Patrick J. Lynett, Jose C. Borrero, Sangyoung Son, Robert A. Weiss, S. Dougal Greer, Willington Renteria
    Abstract:

    Abstract Tsunamis, or “harbor waves” in Japanese, are so-named due to common observations of enhanced wave heights, currents and damage in Harbors and Ports. However, dynamic currents induced by these waves, while regularly observed and known to cause significant damage, are poorly understood. Observations and modeling of the currents induced by the 2011 Tohoku and 2004 Indian Ocean tsunamis allows us to show that the strongest flows in harbor basins are governed by horizontally sheared and rotational shallow features, such as jets and large eddies. When examining currents in Harbors, this conclusion will generally require a simulation approach that both includes the relevant physical processes in the governing equations and uses a numerical scheme that does not artificially damp these features. Without proper representation of the physics associated with these phenomena, predictive models may provide drag force estimates that are an order of magnitude or more in error. The immediate implementation of this type of analysis into tsunami hazard studies can mean the difference between an unaffected port and one in which 300 m long container vessels are detached from their moorings and drift chaotically.

Michael A. Champ - One of the best experts on this subject based on the ideXlab platform.

  • Economic and environmental impacts on Ports and Harbors from the convention to ban harmful marine anti-fouling systems.
    Marine pollution bulletin, 2003
    Co-Authors: Michael A. Champ
    Abstract:

    The recent Diplomatic Conference held (1-5 October 2001) by the International Maritime Organization (IMO) in London adopted the Draft Convention prepared by The Marine Environmental Protection Committee (MEPC) of IMO for the "Control of Harmful Anti-fouling Systems for Ships." The convention has been developed to immediately ban the use of Tributyltin (TBT) globally in anti-fouling paints to "protect the marine environment". The ban on TBT has come about because TBT has detrimental effects on non-target marine organisms. In November 1999, IMO agreed that a treaty be developed by the MEPC to ensure a ban on the application of TBT based anti-fouling paints by 1 January 2003, and a ban on the use of TBT by 1 January 2008. At the meeting surious concern was expressed by some experts for the need to identify in the treaty the necessary regulatory language for: (1) the "safe" removal, treatment, and disposal of marine anti-foulants deemed "harmful" by the treaty and (2) who is liable for the future dredging and disposal of TBT-contaminated port and harbor sediments--to also "protect the marine environment". The requirement for "safe" removal and disposal was incorporated at MEPC 46 as Article 5 in the treaty, without it shipyards complying with existing national and local discharge regulations (most have none for discharge of TBT) could inadvertently release more TBT to Ports and Harbors in the five-year compliance period than has been leached from ships (hulls) in the past 40 years to the same waters. Virginia is the only State in the US that regulates the discharge to below 50 ng/l (50 parts per trillion). However, the liability for the future dredging and disposal costs of TBT-contaminated port and harbor sediments has not been addressed.

  • a review of organotin regulatory strategies pending actions related costs and benefits
    Science of The Total Environment, 2000
    Co-Authors: Michael A. Champ
    Abstract:

    Abstract Achieving consensus on equitable and effective national and global regulation(s) for the use of organotins as biocides in antifouling boat bottom paints has proven to be very complex and difficult for a variety of reasons as discussed in this paper. There appears to be broad agreement among stakeholders about the effectiveness of tributyltin (TBT) in antifouling paints. A draft Assembly Resolution prepared by the Marine Environmental Protection Committee (MEPC) of the International Maritime Organization (IMO) to propose a global ban on the use of organotins in antifouling paints was approved by the IMO at its 21st regular session (November 1999). In approving the Resolution, the Assembly agreed that a legally binding instrument (global convention — an international treaty) be developed by the Marine Environmental Protection Committee that should ensure by 1 January 2003, a ban on the application of tributyltin (TBT)-based antifouling paints; and 1 January 2008 as the last date for having TBT-based antifouling paint on a vessel. The Assembly also agreed that a diplomatic conference be held in 2001 to consider adoption of the international legal instrument. Monitoring, policing, enforcement, fines and record-keeping are yet to be defined. In addition, the MEPC has also proposed that IMO promotes the use of environmentally-safe anti-fouling technologies to replace TBT. Existing national regulations in the US and Europe have: (1) restricted the use of TBT in antifouling boat bottom paints by vessel size (less than 25 m in length), thus eliminating TBT from the smaller and recreational vessels that exist in shallow coastal waters where the impacted oysters species grow; (2) restricted the release rates of TBT from co-polymer paints; and (3) eliminated the use of free TBT in paints. The present movement toward a global ban suggests that the above regulatory approach has not been sufficient in some countries. Advocates of the ban cite international findings of: (1) higher levels of TBT in surface waters of Ports and open waters; (2) imposex still occurring and affecting a larger number of snail species; (3) TBT bioaccumulation in selected fisheries; and (4) the availability of ‘comparable’ alternatives (to TBT) with less environmental impact. The global ban has been absent of a policy debate on the: (1) lack of ‘acceptable and approved’ alternatives in many nations; (2) appreciation of market forces in nations without TBT regulations; (3) full consideration of the economic benefits from the use of TBT; (4) ‘acceptance’ of environmental impacts in marinas, Ports and Harbors; and (5) realization of the ‘real’ time period required by ships for antifoulant protection (is 5–7 years necessary or desirable?). Estimates of fuel savings range from $500 million to one billion. In assessing the environmental impact from TBT, there are two sources: the shipyard painting vessels and the painted vessel itself. Today vessels can be painted with regulated or banned antifouling materials by boatyards in a country that does not have TBT regulations and subsequently travel in international and regulated national waters and thus bringing the impact back to the country which was trying to prevent it. Worse, local and national regulations for TBT have proven to be the antithesis of the popular environmental cliche — ‘Think Globally and Act Locally.’ Legislative policies enacted by ‘regulated’ countries to regulate the use of TBT to protect (their) local marine resources have subsequently had far reaching environmental and economic impacts which have in essence transferred TBT contamination to those countries least able to deal with it. Market forces are selective for cheap labor and cheap environments. ‘Unregulated’ countries have unknowingly accepted the environmental and human health risks to gain the economic benefits from painting TBT on ships. Unfortunately, these countries may not have the funding or environmental expertise available for the monitoring, research and technology development essential to use these modern high technology compounds. Therefore, they end up with more contamination because they do not have the necessary regulatory structure to prevent it. In the US coastal zone, federal and state regulations have had a significant impact on reducing TBT levels, generally to well below the provisional water quality standard of 10 ng/l, and in bivalve tissues. Current environmental and marine and estuarine water concentrations are well below predicted acute TBT toxicity levels. Estimation of chronic toxicity effects using mean water TBT concentrations indicate that current levels would be protective of 95% of species. Analysis of allowable daily intake/oral reference dose values from market basket surveys and the NOAA National Status and Trends data suggest that there is no significant human health risk from consuming seafood contaminated with TBT. Most of the data that exceeded these values were from areas of high TBT input from Ports, Harbors and marinas (commercial shipping, shipyards and drydock facilities) and sites of previous contamination. In the US, at this time, TBT environmental data and lack of acceptable alternatives does not justify a global ban for TBT. Three significant aspects of the regulatory discussion should not be forgotten: (1) none of the available alternatives to TBT-based antifouling paints has been approved on a global basis or in the US by the USEPA, the VOC levels are above current regulatory levels and in the past such reviews have taken up to 54 months to complete; (2) studies in Ireland have found that the use of TBT has greatly reduced the threat and risk of introduction of invasive (exotic) marine species in foreign waters; and (3) a biofouled ship can transport on its bottom approximately 2 000 000 marine organisms which is significant when compared to the small numbers transported in ballast waters. Alternatives to TBT are available, but not proven and accepted on a global basis. Unfortunately in the less than 1000 days remaining before the proposed IMO ban, an international independent process is not available to expedite the IMO recommendation to evaluate and select alternatives to TBT. The cost (to shipowners) for this failure has been estimated to range from $500 million–$1 billion annually. A third party, neutral, independent, international Marine Coatings Board has been proposed to supplement the national regulatory process by providing the international standardized scientific data and information of the highest quality. The cost of the Marine Coating Board to evaluate available alternatives has been estimated to be $10 million/year or 1–2% of the estimated annual direct costs to shipowners of not having comparable antifouling marine coating alternatives to TBT. In ship operating coasts, this is less than $1/day per vessel in global commerce with a total ROI in the first 37 days of 2008.