polarization control and the CV state and the LO state are separated at a polarizing beam splitter . The CV state is delayed relative to the LO state, and... splitter or loss imperfections. We have identified a number of risks associated with implementing this design . The two most critical risks are: • The...Contractor Address: 10 Moulton Street, Cambridge, MA 02138 Title of the Project: Seaworthy Quantum Key Distribution Design and Validation (SEAKEY
In the last 100 years, vast technological and communicational changes have occurred in all modes of transportation, with momentous changes to the carriage of cargo by sea. In response, the shipping industry has attempted to codify, at the international level, regulations and standards with the aim of providing a safe environment at sea. In turn, the shipping industry’s regulations impact upon the way sea carriage is performed. The obligation of seaworthiness is no exception. The requisite sta...
Regulations for the use of radioactive sources on board Norwegian drilling platforms and other mobile drilling units, laid down by the Norwegian Maritime Directorate on 13 January 1986 pursuant to the Act of 9 June 1903 No 7 relating to public control of the seaworthiness of ships etc
Under these Regulations, which entered into force on 15 February 1986, permits are required from the Maritime Directorate for the transport, storage and use of radioactive sources. When the radioactive source is carried by ship to the platforms, the operation is governed by the Regulations of 30 November 1979 on carriage by ships of special or dangerous cargo. The transport containers must comply with IAEA safety requirements. The storage room for the radioactive equipment must be marked with an appropriate warning sign and the distances between the room and other areas must comply with the relevant provisions of the IMO International Maritime Dangerous Goods Code. Personnel must be trained for work with radioactive sources and must wear dosimeters during this work. In addition, protective measures must be taken to prevent any harmful effects from radiation to such personnel and to the general crew on board the platform. (NEA) [fr
... disposition of the property, such notification shall be given, in such manner as the exercise of due diligence... exercised due diligence in making the vessel in all respects seaworthy and properly manned, equipped and... discharge goods at any time, to assist vessels in distress, to deviate for the purpose of saving life or...
The Viking Age was ignited by the art of building seaworthy sailing ships and the skills to sail them on the open sea. The growth in seafaring, trade, piracy, and exploration that began to gather momentum during the 8th century CE was not limited to Europe’s northern seas, however. Ships, laden...
Unparalleled academic journals not only provide a seaworthy vessel for the sharing and dissemination of innovative ideas, but also cause a perceptible wake with each new issue. For physics teaching enthusiasts, our flagship is "The Physics Teacher" ("TPT"), with its vibrant community of learners on board observing an extensive…
through technological evolution and innovation. The increase in size contributed directly to an increase in seaworthiness in most cases, and an increase in...other exposed places cocoa matting for covering as affording better footing than our bare decks or canvas covered decks. We have placed cocoa matting...December 1917; HBGB 1917-50, vol. 2, year 1917, 692-693. Cocoa matting provided a super absorbent surface capable of standing up to the weather
The Viking Age was ignited by the art of building seaworthy sailing ships and the skills to sail them on the open sea. The growth in seafaring, trade, piracy, and exploration that began to gather momentum during the 8th century CE was not limited to Europe’s northern seas, however. Ships, laden...... the story of Viking-Age seafaring and voyages of exploration. The World in the Viking Age reveals a global history concerning ships, people and objects on the move. It is a story that challenges entrenched ideas about the past and present, and the skills and opportunities of previous generations....
that the vessel is stable and seaworthy, and at the same time arrange the cargo such that the time at port is minimized. Moreover, stowage coordinators only have a limited amount of time to produce the plan. This thesis addresses the question of whether it is possible to automatically generate stowage plans...... test instances provided by a major liner shipping company. Improvements to the modeling of vessel stability and an analysis of its accuracy together with an analysis of the computational complexity of the container stowage problem are also included in the thesis, resulting in an overall in...
An autonomous sailboat robot is a boat that only uses the wind on its sail as the propelling force, without remote control or human assistance to achieve its mission. Robotic sailing offers the potential of long range and long term autonomous wind propelled, solar or wave-powered carbon neutral devices. Robotic sailing devices could contribute to monitoring of environmental, ecological, meteorological, hydrographic and oceanographic data. These devices can also be used in traffic monitoring, border surveillance, security, assistance and rescue. The dependency on changing winds and sea conditions presents a considerable challenge for short and long term route and stability planning, collision avoidance and boat control. Building a robust and seaworthy sailing robot presents a truly complex and multi-disciplinary challenge for boat designers, naval architects, systems/electrical engineers and computer scientists. Over the last decade, several events such as Sailbot, World Robotic Sailing Championship and the In...
Yuri F. Katorin
Full Text Available In this article it is told about design and building in Russia of the first tower armored ships, are given their characteristics, are described design features, and also basic stages of service in the composition of Baltic fleet, the advantages and disadvantages in the projects are analyzed. The authors come to the conclusion that the first navigation of tower armored vehicles revealed many design flaws. Low-built monitors and two-turret armored boat had very poor seakeeping. However, for advertising purposes the ten monitors in 1865 have been sent to the coast of Sweden. During the operation it was determined the necessity of combining the reliable protection with sufficient seaworthiness. The solution to this problem is reflected in the subsequent types of armored ships – the tower frigates.
Full Text Available The United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea (the ‘Rotterdam Rules’ was adopted by the General Assembly of the United Nations on 11 December 2008. The Rotterdam Rules contain two oft-criticised changes from the existing regime governing international carriage of goods widely adopted among maritime nations, namely the International Convention for the Unification of Certain Rules Relating to Bills of Lading, Brussels, 25 August 1924 (the ‘Hague Rules’ and its subsequent Protocol in 1968 (the ‘Visby Protocol’ or the ‘Hague-Visby Rules’. These changes are, namely, an extension of the carrier’s obligations to maintain seaworthy vessel throughout the voyage (Article 14 and a deletion of an exclusion of carrier’s liabilities due to negligent navigation (Article 17. This paper addresses implications of these changes and assess whether ship-owners and ship-operators can comply with these without having to incur excessive additional expenses.
Full Text Available Drawing on long-term ethnographic research in Indonesia, this article describes a conservation outreach project that attempts to educate and convert local people into coral protectors. Both coral and the sea-dwelling Bajau people appear to be amphibious beings, moving between a changeable land-water interface, and between different, fluidly interwoven ontological constellations. We show that the failure of conservation organizations to recognize the ontologically ambiguous nature of “coral” and “people” translates to a breakdown of outreach goals. Mobilizing the concept of amphibiousness to engage this ambiguity and fluidity, we describe the moving land-water interface as the actual living environment for both coral and people. The notion of amphibiousness, we suggest, has practical and political value, in particular for reconsidering outreach and how it may be reframed as a process involving ontological dialogue. For conservation outreach to become seaworthy, it needs to cultivate an amphibious capacity, capable of moving in-between and relating partly overflowing ways of knowing and being. Providing room for ambiguity, thinking with amphibiousness furthermore encourages suspension of the (Western tendency to explain the Other, to fix what does not add up. As such, it is of heuristic relevance for the on-going discussions of ontological multiplicity that have proliferated at the intersection between STS and anthropology.
Full Text Available A complex of ice cover characteristics and the season of the year were considered in relation to vessel route planning in ice-covered areas on the NSR. The criteria for navigation in ice - both year-round and seasonal were analyzed. The analysis of the experts knowledge, dissipated in the literature, allowed to identify some rules of route planning in ice-covered areas. The most important processes from the navigation point of view are the development and disintegration of ice, the formation and disintegration of fast ice and behavior of the ice massifs and polynyas. The optimal route is selected on basis of available analysis and forecast maps of ice conditions and ice class, draught and seaworthiness of the vessel. The boundary of the ice indicates areas accessible to vessels without ice class. Areas with a concentration of ice from 0 to 6/10 are used for navigation of vessels of different ice classes. Areas of concentration of ice from 7/10 up are eligible for navigation for icebreakers and vessels with a high ice class with the assistance of icebreakers. These rules were collected in the decision tree. Following such developed decision-making model the master of the vessel may take decision independently by accepting grading criteria of priorities resulting from his knowledge, experience and the circumstances of navigation. Formalized form of decision making model reduces risk of the "human factor" in the decision and thereby help improve the safety of maritime transport.
Full Text Available Hydrodynamic Floating Offshore Wind Turbine (FOWT platform specifications are typically dominated by seaworthiness and maximum operating platform-pitch angle-related requirements. However, such specifications directly impact the challenge posed by an FOWT in terms of control design. The conventional FOWT systems are typically based on large, heavy floating platforms, which are less likely to suffer from the negative damping effect caused by the excessive coupling between blade-pitch control and platform-pitch motion. An advanced control technique is presented here to increase system stability for barge type platforms. Such a technique mitigates platform-pitch motions and improves the generator speed regulation, while maintaining blade-pitch activity and reducing blade and tower loads. The NREL’s 5MW + ITI Energy barge reference model is taken as a basis for this work. Furthermore, the capabilities of the proposed controller for performing with a more compact and less hydrodynamically stable barge platform is analysed, with encouraging results.
During a storm in December 2000, the captain of a leaking supertanker named the Eastern Power requested permission to dock his 339-metre ship at Come by Chance in Newfoundland. The request was denied by Transport Canada and the barge carrying 1.9 million barrels of oil had to ride out the storm just outside Canada's 200-mile limit. The concern was that the hull might split and spill huge amounts of oil. The Eastern Power has only one hull and is twice the age that the Prevention of Pollution from Ships considers reasonable for the lifespan of a vessel. Tankers built after 1993 are required to have an inside and an outside frame in order to enter Canadian waters. Those that are not double hulled and built before 1993 will be phased out by 2015. The spokesman for Transport Canada explained that the concern regarding the Eastern Power was for the Canadian environment. Owners are responsible for making sure that their ships do not risk our environment. An added precaution requires that all ships radio the Canadian Coast Guard 24 hours before reaching the 200-mile limit to report on their course, destination and seaworthiness. While Transport Canada makes the ultimate decision on entry, it shares the information with the Department of National Defense, Environment Canada and the coast guard. In this case, the crew of the Eastern Power was able to pump cargo into a safer tank and repaired the rupture. It was then given permission to dock at Come By Chance, but it instead headed for the Caribbean. Newfoundland is still recovering from the collapse of the cod fishery and is trying to build an eco-tourism industry given that its Atlantic offshore is a marine ecological treasure. Environmentalists view some of the present marine laws, or lack of laws, as a gateway to a disaster which could wipe out some water fowl species and further reduce fish stocks. 1 fig
Rahmani, L.; Dechelette, S.; Bandini, C.
and Phenix) was then analysed in periodic project reviews validating the European Fast Reactor project, mainly in the areas specific to FBR technology (referring to Superphenix' second level 2 event, it led to the addition of a gas analyser). That feed-back process, with complementary contributions and mutual checks of designer teams of various backgrounds, allows an optimistic view of EFR's seaworthiness. (author)
Lambeck, Kurt; Purcell, Anthony; Flemming, Nicholas. C.; Vita-Finzi, Claudio; Alsharekh, Abdullah M.; Bailey, Geoffrey N.
observational evidence is consistent with tectonic and isostatic processes both operating over the past 300,000 years without requiring changes in the time averaged (over a few thousand years) tectonic rates. (v) Recent bathymetric data for the Bab al Mandab region have been compiled to confirm the location and depth of the sill controlling flow in and out of the Red Sea. Throughout the last 400,000 years the Red Sea has remained open to the Gulf of Aden with cross sectional areas at times of glacial maxima about 2% of that today. (vi) The minimum channel widths connecting the Red Sea to the Gulf of Aden at times of lowstand occur south of the Hanish Sill. The channels are less than 4 km wide and remain narrow for as long as local sea levels are below -50 m. This occurs for a number of sustained periods during the last two glacial cycles and earlier. (vii) Periods suitable for crossing between Africa and Arabia without requiring seaworthy boats or seafaring skills occurred periodically throughout the Pleistocene, particularly at times of favourable environmental climatic conditions that occurred during times of sea level lowstand.