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Oil, Risk Analysis Techniques, Maritime Security and Safe Passage in Pirate Infested Gulf of Guinea Waters

Oil, Risk Analysis Techniques, Maritime Security and Safe Passage in Pirate Infested Gulf of Guinea Waters

Globalization has been the necessary catalyst that has catapulted international trade to new heights but not without some associated challenges. In practice globalization has in some cases created a backlash due to inequalities among regions. Seaborne trade accounts for close to 90% of world trade. Unfortu- nately, some of the sea lanes and routes have become vulnerable to pirate at- tacks, armed robbery, gun-running, illegal, unreported, and unregulated fish- ing, drug trafficking, human trafficking and marine pollution. Securing safe passages to ensure smooth supply chain operations embraces the involvement of many actors and stakeholders. Technology is being harnessed to mitigate the scourge of the piracy menace. With the help of the Vessel Traffic Service along some of the littoral countries in the Gulf of Guinea, constant monitor- ing is achieved thus ensuring a partial safe corridor for ocean going vessels to ply. This paper examines the interplay of the threat of piracy to the safety of navigation, maritime security, seafarers and the risk analysis methods in- volved in ensuring that sea lanes which form a pivotal vital link to the energy needs of the Gulf of Guinea are met.
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Safety issue in maritime industry

Safety issue in maritime industry

The Ministry of Transport issued Directive No.11 on strengthening measures to ensure maritime safety and safety of inland waterway traffic. In recent times, there have been some particularly serious seagoing accidents causing significant loss of property to Vietnamese vessels operating inland and VR-SB vessels. The initial cause of the accidents indicates that the area of operation of the vehicle is not in line with the range of activity allowed or exceeds the allowable wind limits. Particularly, for VR-SB marine vessels when operating beyond the allowable sea limits and failing to comply with the regulations governing the licensing, cargo loading, safety equipment on board and The number of people on board does not match the actual declaration. In order to ensure the safety of navigation and safety of inland waterway traffic in the coming time, the Minister of Communications and Transport shall direct the schools' heads to perform the following tasks: The Vietnam Maritime Administration, Vietnam Inland Waterways Administration shall direct port authorities to intensify the work of monitoring VR-SB ships and waterway vessels operating in the managed water area. Particularly, to attach importance to supervising the loading and unloading of goods, assuring that goods are loaded and tied up in strict accordance with regulations and with the right loads; Seafarers shall ensure that they have at least the safety margins and have adequate professional certificates; Crew members and passengers on the means of transport shall be in accordance with the declared quantity when carrying out the procedures of travel and arrival and in accordance with the arrangement of the means of life saving of the means. Promote the dissemination of maritime laws and inland waterways to enterprises, shipowners and crew members to raise awareness of maritime safety and inland waterways. Strengthen the inspection of Vietnamese vessels operating on domestic routes, VR-SB-class vessels carrying out safety equipment, and training crews to respond to emergency situations; Resolutely resolutely handle violations, not allowing means to leave the port when there are serious defects affecting the safety has not been overcome.
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Towards navigational safety of ecosystem based Maritime Spatial Planning solutions

Towards navigational safety of ecosystem based Maritime Spatial Planning solutions

According to IMO [17] in planning to establish multiple structures at sea, including but not limited to wind turbines “Governments should take into account, as far as practicable, the impact these could have on the safety of navigation, including any radar interference. Traffic density and prognoses, the presence or establishment of routeing measures in the area, and the manoeuvrability of ships and their obligations under the 1972 Collision Regulations should be considered when planning to establish multiple structures at sea. Sufficient manoeuvring space extending beyond the side borders of traffic separation schemes should be provided to allow evasive manoeuvres and contingency planning by ships making use of routeing measures in the vicinity of multiple structure areas”.
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Turkey

Turkey

In nonprohibited Turkish ports and roadsteads belligerent "·ar- };lUps 1nay only repair da1nages to such an extent as is consonant.. wHh the safety of navigation, and [r]

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Assessment of Vietnam’s capacity and commitment to ratify and implement the International Convention on Oil Pollution Preparedness, Response and Co-Operation (OPRC), 1990

Assessment of Vietnam’s capacity and commitment to ratify and implement the International Convention on Oil Pollution Preparedness, Response and Co-Operation (OPRC), 1990

The Strait of Dover is located between the United Kingdom and France, and it was considered as one of the busiest and most important strait in the world. According to Oral (2010), it was estimated that 100,000 vessels per year transited the Strait of Dover, and many accidents had occurred in this strait. The United Kingdom and France developed cooperation to enhance the safety of navigation and marine environmental protection in the Strait of Dover by designating the TSS, the Channel Navigation Information Service (CNIS) and the mandatory reporting system (CALDOVREP). The two governments have successfully operated and managed the Straits, and each government bears all costs incurred on the installation and maintenance of the facilities on the strait. 4.6.5. Conclusion on the States’ Practices on the Management and
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E-learning support to the onboard marine engineer : towards an integrated model

E-learning support to the onboard marine engineer : towards an integrated model

In the Maritime Accident Reporting (MARS), (1999) it was reported that a vessel due to call at the port of Singapore was advised while navigating in the Singapore Strait that the berthing time was amended. The shipmaster had an option to proceed to pilot station as scheduled or to a holding anchorage. Instead the master decided to reduce speed and loiter in the vicinity of the deep water route in the Singapore Strait. Timely warning by the VTS to a laden VLCC and a LNG carrier avoided a close-quarter situation. The comment from the shipmaster of the LNG carrier was that the traffic control was quick to tell us we were standing into danger, but not so quick to order the vessel, which caused it, to clear the TSS until her pilot time. Critics blame the Port and VTS authorities for poor planning and scheduling. In the author's view, the decision to take such an action was based more on commercial interest rather than safety of navigation (i.e. the vessel would incur additional pilotage and anchorage dues). The consequence of taking such an action is seldom realised by a shipmaster who does not have an overview of traffic situation in the Singapore Strait.
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Safety Assessment Of Passenger Boat And Houseboat At Temenggor Lake, Malaysia

Safety Assessment Of Passenger Boat And Houseboat At Temenggor Lake, Malaysia

Thus, this study compares the compliances on the lake safety at Temenggor lake with the international guidelines of US Coast Guard and Merchant Shipping Ordinace. The findings of this study can help the stakeholder to reduce the accidental and mortality risk at the Malaysian Lake. This study on inland navigation operational framework could be as a catalyst harmonisation of national and international standard and practices in order to enhance safety of navigation operational framework to another body of inland water where involved in inland navigation. The government and local authority will gain benefit from the collected data on this study in enhancing inland navigation operational framework toward developing and sustaining Malaysia as a world class for tourist and cultural destination. Malaysian lake is used for transport, livelihood and leisure which has been involved in inland navigation (NAHRIM, 2010)[1][2]. The increasing number of boaters and tourist are affecting the boat traffic at the Malaysian Lake. Marine Department of Malaysia (2019) clarified that there is no unified regulatory for safety equipment on Malaysian Lake. Therefore, any rule or requirement needed for Malaysian Lake will be involved by local authority. However, most of the boat operators does not prepare enough safety equipment such as life jacket, first aid and fire extinguisher to prepare from any emergency situation that would occur during navigation. Life-saving appliances is used to ensure the safety of person while they are under sail (Malaysian Police Marine, 2019). International Maritime Organization (IMO) (2000) has been enforced a few regulations about life-saving appliances and it should be followed by all merchant vessel to ensure the safety of crew life at sea[3]. United Stated Coast Guard (USCG) (2012) reported that 459 people were drowned out of 4,515 recreational boating that had an accident. Based on the number of the drowning victims at United States, only 15% of the drowning victims were wearing personal floating device which is life jacket. (USCG, 2013). As a result, life jacket can reduce the risk of drowning when the risk of drowning occurred. The observation was made and the data collected showed that the used of life jacket among US adult recreational boaters on open motorboats was only 5.3% and the others were not used the life jacket in 2010 (USCG, 2013; _____________________________
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Analysis of economic impact of MARPOL Annex IX on different types of ship / s by Konoplev Mikhail Alexandrovich.

Analysis of economic impact of MARPOL Annex IX on different types of ship / s by Konoplev Mikhail Alexandrovich.

It is therefore to the advantage of the international community to look at the pros and cons of all aids to navigation and recommend what they think best rather than leaving the market to be forced by technology. This should be done taking into consideration what is wanted to be achieved. In other words, if comparing the advantages derived from the combination of AIS/ECDIS as opposed to AIS/RADAR, and AIS/ARPA. Care should be taken as how there could be a possible back up system and voyage recording during any voyages as it is in the aviation industry where there is a voice recorder (black box), as to permit accident investigations should there be any. But from all indications, the best recommended combination that the international community should be based on should be ECDIS/AIS since ECDIS in itself integrates GPS information with other sailing sensors such as the RADAR, AIS, the fathometer and at same time gives sailing directions (through the route planning and route monitoring functions) that helps in avoiding grounding. Not only this, ECDIS is equipped with a voyage recording system. Therefore, the best combination with AIS for mariners for safety of navigation should be the AIS/ECDIS.
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Privatisation of the shipping industry in Vietnam : the benefit, problems and proposals

Privatisation of the shipping industry in Vietnam : the benefit, problems and proposals

The Maritime Administration is the Government body, which provides the state with the service, which enables it to satisfactory and efficiently executes the functions, embodied in the national merchant shipping legislation. The functions include the implementation of the requirements of the International Maritime Conventions and appropriate national rules and regulations adopted under the Merchant Shipping Act. The Department of Maritime Safety Administration (MSA) is the specialised executive body of the Maritime Administration responsible for the implementation of the regulatory functions embodied in the national maritime legislation. The most important functions of the (MSA) are those intended to ensure the safety of life at sea, the safety of navigation and the protection of marine environment. Under the safety aspect MSA have the responsibility for Maritime search and rescue and contingency planning either in a co-ordinating role and a participating role. In both cases the MSA needs to ensure that there is a necessary national contingency plan and organisation to respond to the maritime distress situations in waters of the state.
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Bipartite guidance, navigation and control architecture for autonomous aerial inspections under safety constraints

Bipartite guidance, navigation and control architecture for autonomous aerial inspections under safety constraints

Abstract In this work the autonomous flight of a drone for inspection of sensitive environments is considered. Continuous monitoring, the possibility of override and the minimisation of the on-board computational load are prioritized. The drone is programmed with a Lyapunov vector guidance and nonlinear control to fly a trajectory passed, leg after leg, by a remote ground station. GPS is the main navigation tool used. Computational duties are split between the ground station and the drone’s on board computer, with the latter dealing with the most time critical tasks. This bipartite autonomous system marries recent advancements in autonomous flight with the need for safe and reliable robotic systems to be used for tasks such as inspection or structural health monitoring in industrial environ- ments. A test case and inspection data from a test over flat lead roof structure are presented.
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Interactive navigation-guided ophthalmic plastic surgery: navigation enabling of telescopes and their use in endoscopic lacrimal surgeries

Interactive navigation-guided ophthalmic plastic surgery: navigation enabling of telescopes and their use in endoscopic lacrimal surgeries

Scarring of the soft tissues can be a hurdle in accurate localization of the lacrimal sac in cases of revision DCRs or following lacrimal trauma. Precise identification of the scarred lacrimal sac from adjacent scarred tissues was pos- sible when the endoscope was in the vicinity of scarred tissues (Figures 4 and 5). There were no line of sight interruptions. In one case, the position of the probe changed due to con- stant endoscopic maneuvering during the powered superior osteotomy and the radiological orientation was lost. The endoscope was retrieved back, the stylet was anchored back with adhesive dressings and navigation could be reinitiated without the need for a re-registration.
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Explicit navigation rules Explicit bean declarations Advanced navigation options Wildcards in navigation rules Conditional navigation rules Dynamically computed to-ids Static navigation Common navigation problems

Explicit navigation rules Explicit bean declarations Advanced navigation options Wildcards in navigation rules Conditional navigation rules Dynamically computed to-ids Static navigation Common navigation problems

I find the arguments in favor of explicit bean declarations to be much less compelling than the arguments for using explicit navigation rules. So, I would recommend starting off with @ManagedBean, and only changing when you find a situation where the explicit definitions clearly help you. The exceptions are if you want to inject properties, if you have a large project with many packages, or if you know you will use the same bean class more than once in a page and want independent values (as with temperature converter in PrimeFaces lecture on number input). In those cases, start with the explicit definitions from the beginning.
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Multimedia Question Generator For Mobile Usage

Multimedia Question Generator For Mobile Usage

xvii Structure Sample Question Essay Sample Question Navigation Flow of Question Writer Navigation Flow of iPod Quiz Generator Prototype Navigation Flow of Perth Crest Question Generator[r]

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Patient navigation to improve diabetes outpatient care at a safety net hospital: a retrospective cohort study

Patient navigation to improve diabetes outpatient care at a safety net hospital: a retrospective cohort study

Observational studies, like ours, may suffer from an im- balance between the intervention and reference groups in crucial covariates that may be associated with the studied outcomes. Therefore, we first applied the tech- nique of propensity score matching to reduce selection bias and to strengthen the causal argument for the effect of patient navigation on the outcomes of interest [32]. The technique uses the observed baseline characteristics to estimate a propensity score (i.e., the probability of re- ceiving the intervention) for each individual included in the study. Subsequently, it selects a subset of individuals from the study sample such that the propensity score distribution across the intervention group is equivalent to the propensity score distribution across the reference group. We estimated propensity scores using all available demographic information and baseline outcome levels. Those were calculated as person-level averages over the pre-intervention period from January 31, 2010, to January 30, 2012. If a patient had baseline records for some, but not all outcomes, we imputed the grand mean of the variable as the baseline value solely for purposes of the propensity scores estimation. We per- formed many iterations to find the most appropriate matching strategy to achieve a balance of covariates in
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How does navigation system behavior influence human behavior?

How does navigation system behavior influence human behavior?

Further development of the experimental framework Being able to reverse a route one just walked may not represent the only goal of navigation (and neither would pointing back to the origin from a destination), but we contend that the approach we implemented in our study indeed represents an everyday problem. Furthermore, we argue that the framework successfully captures differ- ences in spatial knowledge acquisition without using any of the standard measures, such as pointing or sketch map drawing. Still, to develop a fuller picture of spatial knowledge acquisition during assisted navigation, add- itional studies in outdoor environments need to further refine our proposed use-inspired framework. For ex- ample, it would be useful to develop a classification and quantification scheme for navigation errors (e.g., naviga- tion error and behavior categorization, according to varying spatial contexts), which would allow for more detailed and meaningful analyses of spatial knowledge acquisition and human navigation behavior, beyond this study. Overall, our scenario of finding one’s lost keys on a previously walked route without any navigation assist- ance does represent a real-world scenario that can be easily applied to different environments and locations, navigation modalities, and other empirical study contexts. Studying spatial knowledge acquisition in real-world outdoor environments makes an important contribution to the challenges of developing “realistic” outdoor studies, beyond the lab-standard of controllabil- ity, typically using impoverished environments and lack- ing realistic contexts. We see this as a benefit, not a limitation.
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Indoor pedestrian dead reckoning calibration by visual tracking and map information

Indoor pedestrian dead reckoning calibration by visual tracking and map information

Abstract—Currently, Pedestrian Dead Reckoning (PDR) systems are becoming more attractive in market of indoor positioning. This is mainly due to the development of cheap and light Micro Electro-Mechanical Systems (MEMS) on smartphones and less requirement of additional infrastructures in indoor areas. However, it still faces the problem of drift accumulation and needs the support from external positioning systems. Vision-aided inertial navigation, as one possible solution to that problem, has become very popular in indoor localization with satisfied performance than individual PDR system. In the literature however, previous studies use fixed platform and the visual tracking uses feature-extraction-based methods. This paper instead contributes a distributed implementation of positioning system and uses deep learning for visual tracking. Meanwhile, as both inertial navigation and optical system can only provide relative positioning information, this paper contributes a method to integrate digital map with real geographical coordinates to supply absolute location. This hybrid system has been tested on two common operation systems of smartphones as iOS and Android, based on corresponded data collection apps respectively, in order to test the robustness of method. It also uses two different ways for calibration, by time synchronization of positions and heading calibration based on time steps. According to the results, localization information collected from both operation systems has been significantly improved after integrating with visual tracking data.
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Safety of panitumumab-IRDye800CW and cetuximab-IRDye800CW for fluorescence-guided surgical navigation in head and neck cancers

Safety of panitumumab-IRDye800CW and cetuximab-IRDye800CW for fluorescence-guided surgical navigation in head and neck cancers

Adverse events were categorized according to the National Cancer Institute Common Terminology Criteria (Version 4.0). Safety data and adverse events were collected at 15 days, and patients were followed for 30 days post-infusion. General physical exam and Karnofsky performance status were assessed prior to enrollment and on the day of surgery, day 15, and day 30. Serum chemistry, metabolic panels, complete blood count, prothrombin/partial thromboplastin times, and thyroid stimulating hormone levels were obtained on day 0, the day of surgery, and as needed up to 30 days post-infusion of the study drug. ECGs were performed at screening, 30 min post-infusion of the unlabeled-antibody loading dose, 2 h (±1 h) post-infusion of the antibody-dye complex, and at follow-up on day 30.
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Thesis

Thesis

Maps to Attributes Edit Debug Navigation Focus Insertion Deletion Debug Navigation Focus Insertion Deletion Debug Navigation Focus Weblinks.. Table 3: Mapping Dimension o[r]

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Fisherman Navigation and Safety System

Fisherman Navigation and Safety System

This systemwas designed to send GPS logs to the required recipient via the short message service(SMS) provided by the GSM module. These days with wide spread of GPS embeddedmobile devices usage being increased exponentially, the purpose of a separate dedicated embedded system modules such GPS and GSM for location tracking is no longer usedsince all these functionalities are now housed in a single mobile devices. Accordingto an analysis performed by ABI Research in 2014, 9 out of 10 smart phones are expected to have a GPS chip on them. So it’s safe to assume that GPS technology willplay a major role in people’s daily lives, a similar statement being issued by GeneralManager of Nokia, Singapore with the statement being "Location based services andexperiences will become a fundamental part of mobile phones" Applications for location based tracking for commercial purposes such as food delivery, cab services, transittracking etc. do exist however similar tracking feature for safety and security are seldom.As mentioned with the widespread smartphone usage, it is safe to assume that even acommon man or fishermen in our case can afford a smartphone with decent featuressuch as GPS etc. Since the sophisticated equipment for location tracking in the seais costlier when compared to mobile phone, we have proposed a system which wouldtrack the fishermen’s location using their GPS on their mobile phones provided they arewithin a 10 - 15 milesrange from the sea shore along with an dedicated server at the harbour used for authenticating the fishermen for their movement in the sea and backwhile maintaining a log file for their fishing trip
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Location of service industry web objects: developing a standard

Location of service industry web objects: developing a standard

Over time, website interacting consumers develop perceived expectations concerning the placement, and the location, of common web objects (Roth et al. 2013). These perceived expectations may be viewed as the consumer’s ‘mental positioning model’ (Roth et al. 2010; Shaikh et al. 2006), where consumers predict or infer the position of web objects, and how these contribute to their navigation within the website (Linxen et al. 2014). Baharum and Jaafar (2014) show the consumer mental positioning model operates independent of age, and websites conforming to the consumer mental positioning model are more likely to display a competitive advantage over those who do not conform (Baharum and Jaafar, 2014; Linxen et al. 2014). However, few website content analysis studies (such as those involving the specific location of web objects) have been conducted, and these studies remain limited, focusing on particular types of websites such as agricultural university websites (Suresh and Gopalakrishnan 2012), and library websites (Raju and Harinarayana 2011). Hence, this study seeks to understanding whether there is alignment between existing consumer mental positioning models and the actual placement of specific web objects by business. We employ content analysis and consider the location of twenty-two common web objects across five services industries in each of ten countries, and determine whether a standard website homepage location exists for each of these web objects.
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