Shared pilot passage plan and navigational safety during pilotage

Navigating in confined waters with a pilot aboard requires that the pilot’s intention and plan is understood by all present on the bridge. The present study investigates the effect of having a detailed route plan and monitoring it in the context of pilotage. The aim was to see how the presence of a shared pilot passage plan in the Electronic Chart Display and Information System (ECDIS) affects the identification and recovery from navigational errors made by a pilot. Twenty participants, 10 with a shared route plan and 10 without, participated as navigators in a simulator scenario involving pilotage in the Oslofjord. Participants were bachelor students in nautical science. The navigation scenarios involved the intentional error by the pilot just before a predefined way point. Three measurements of relevance to navigational safety were recorded: (1) the time it took the participant to express concern, (2) the time it took the participant to correct the error (‘time to recovery’), and (3) the number of groundings. The study revealed that time to express concern and time to recovery were significantly much shorter for the group with a shared pilot passage plan presented in ECDIS than for the group without such a plan. Providing a bridge team with a shared pilot passage plan in ECDIS during pilotage might improve the ability to identify and correct navigational errors.     

Culture in maritime safety

Many accidents, resulting in a larger number of fatalities during the last few years, have focused attention on issues of maritime safety. Accident registration reveals that a large proportion have human related causes, and indicates that, by looking at cultural aspects, one's understanding of the underlying mechanisms leading to accidents might increase. Several constructs of culture and climate have appeared on national, organizational and safety levels. Those constructs are discussed together with problems that occur when interpreting accidental data, and recording accidental causes. The papers reviewed indicate the existence of a ‘chain of evidence’ from accidents/safety to attitudes, communications, conflict-solving, etc. and further to safety culture. To be able to reduce the risk for accidents, there seems to be a need for coordination and the cultural perspective seems to be one that integrates and takes the many disciplines and multi-level nature of accidents and safety into account.     

Mooring line tension observed through a maximum entropy spectrum

A method for measuring mooring line tension is proposed based on observation of the natural frequencies of the mooring line segment between the winch and the fairlead. The anchor line tension is observed through the string equation where an analytical expression for the line's eigen-frequencies is obtained. The tension is observed on line by utilizing a nonparametric system identification approach in which the peaks of a maximum entropy spectrum of the transverse acceleration measures of the vibrating string are automatically identified. The method is verified against full-scale data from the Troll B floating concrete oil production platform operating in the North Sea. Received for publication on Feb. 24, 1999; accepted on July 26, 1999     

Norwegian North Sea action programme: Analysis of measures to reduce nutrient inputs

According to the terms of the Ministerial Declaration on the Protection of the North Sea, input of the nutrients phosphorus (P) and nitrogen (N) to the coast from the Norwegian‐Swedish border to Lindesnes should be reduced by about 50% between 1985 and 1995. The State Pollution Control Authority (SFT) has analyzed how Norway can achieve this reduction in the most cost‐effective way and at the same time achieve the greatest possible improvement in water quality along the Norwegian coast and in its watercourses.

Two alternative sets of measures were analyzed, both of which would meet the requirements of the Declaration. The lowest‐cost alternative would have average annual costs of about NKr 930 million (U.S.S150 million), and investments of about NKr 4000 million (U.S. $643 million). However, this set of measures would not take account of local water quality, and measures would therefore not always be introduced where the need is most pressing. SFT proposed that an alternative set of measures be implemented, almost all of which would also help to achieve local goals for water quality. This alternative will have annual costs of about NKr 980 million (U.S.$158 million), and investments of about NKr 4100 million (U.S.$659 million).     

Bicyclist commuters’ choice of on-street versus off-street route segments

When using limited funds on bicycle facilities, it would be helpful to know the extent to which a new facility will be used. If a bicycle lane is added to a street, how many bicyclists will no longer use the adjacent sidewalk? If a separate bicycle path is constructed, how many bicyclists will move from the street or sidewalk? This study seeks to identify factors that explain a bicyclist’s choice between available facility choices—off-street (sidewalk and bicycle path) or on-street (bicycle lane and roadway). This paper investigates these issues through a survey of bicyclists headed to Purdue University in West Lafayette, IN, USA. The first data collected to address these questions were “site-based”. Bicyclists were interviewed on campus at the end of their trips and asked which part of the cross-sections along their routes they had used—on-street or off-street. The characteristics of a particular cross-section of street right-of-way were then compared against the characteristics of each bicyclist and his/her observed choice of street, sidewalk, lane, or path. Later, “route-based” serial data were also added. The study developed a mixed logit model to analyze the bicyclists’ facility preferences and capture the unobserved heterogeneity across the population. Effective sidewalk width, traffic signals, segment length, road functional class, street pavement condition, and one-way street configuration were found to be statistically significant. A bicycle path is found to be more attractive than a bicycle lane. Predictions from the model can indicate where investments in particular bicycle facilities would have the most desirable response from bicyclists.     

Participating mass in colliding risers

One of the main challenges in estimating impact energy in collisions between marine risers is the assessment of the riser mass involved in the collision. Evidently the entire riser mass does not contribute to the collision. Hence, the question is: What is the equivalent riser mass which contributes to the impact energy? This article presents three different ways of estimating the riser mass participating in the collision energy. The first method is strictly experimental. The second method uses a numerical experiment together with system identification techniques. The third method is a strictly analytical method, which results in an asymptotically upper bounded estimate of the participating mass. Two risers are examined as case studies. The first riser is a 1 : 100 model scale riser used in collision experiments carried out at Marintek's towing tank in Trondheim, Norway. The second case uses a real world riser in use on the Troll B oil production platform operating in the North Sea. The proposed methods yield consistent and comparable results. Received for publication on Feb. 1, 1999; accepted on July 8, 1999     

Quantifying erosion rates and stability of bottom sediments at mussel aquaculture sites in Prince Edward Island,Canada

Downward fluxes of organic biodeposits under suspended mussel culture cause benthic impacts such as microbial mat production. Quantifying sediment erosion in these coastal ecosystems is important for understanding how fluxes of organic matter and particulates contribute to benthic–pelagic coupling. Critical shear velocity (u?), erosion rates and particle size distributions of resuspended sediment were measured at two sites; an impacted muddy site with extensive mussel culture (site 1), and a coarser sandier site with less mussel influence (site 2), using a new method for assessing sediment erosion at Tracadie Bay, Prince Edward Island in August 2003. Shear forces were generated by vertically oscillating a perforated disc at controlled frequencies. These forces correspond to shear velocity, using a re-designed and calibrated Particle Erosion Simulator. Undisturbed sediment cores obtained by divers and grab (sub-cored using a Plexiglas? cores) were exposed to shear stress to compare differences between collection methods. Microbial mats were present at site 1 which initially biostabilized sediment against erosion due to ‘armoring’ of the sediment, but onset of erosion was abrupt once these mats failed. Erosion sequences at site 2 (without mat cover) were smoother resulting in less material being eroded. Mean mass of material eroded was 47 and 23 g m^? 2 min^? 1 at sites 1 and 2 respectively. Mat area cover and shear velocity was strongly related. Critical shear velocities varied between 1.70 and 1.77 cm s^? 1, with no obvious differences between location or collection method, so sediments from these two contrasting sites had identical mean critical shear velocities. Significant differences existed in the concentrations of chlorophyll a, colloidal and bulk carbohydrates, between mats and bare sediment from site 1. Particle sizes measured by videography of resuspended sediment at different shear velocities ranged from 100 μm (the minimum diameter capable of being detected by the system), to large mat fragments of 1700 μm for both sites. These results provide evidence of the relevance of using a portable erosion device to indicate how sediment erodability is affected by mussel–microbial relationships.     

Culture in maritime safety

Many accidents, resulting in a larger number of fatalities during the last few years, have focused attention on issues of maritime safety. Accident registration reveals that a large proportion have human related causes, and indicates that, by looking at cultural aspects, one's understanding of the underlying mechanisms leading to accidents might increase. Several constructs of culture and climate have appeared on national, organizational and safety levels. Those constructs are discussed together with problems that occur when interpreting accidental data, and recording accidental causes. The papers reviewed indicate the existence of a 'chain of evidence' from accidents/safety to attitudes, communications, conflict-solving, etc. and further to safety culture. To be able to reduce the risk for accidents, there seems to be a need for coordination and the cultural perspective seems to be one that integrates and takes the many disciplines and multi-level nature of accidents and safety into account.     

DC Motor Current Control Algorithm Using Proportional-Integral LQT with Disturbance Observer

This paper proposes a DC motor current control algorithm using a proportional-integral linear quadratic tracking (LQT) controller with a disturbance observer for the electronic stability control (ESC) brake system. Previously researched algorithms related to current control using disturbance rejection are robust control, adaptive control, LQT, or proportional-integral disturbance observer (PI-DOB); each of them has both advantages and disadvantages. The proposed algorithm uses a disturbance observer in order to improve disturbance rejection performance while avoiding the drawbacks of high gain property. Additionally, the proposed algorithm adds integral control in order to improve performance in the low frequency bands. In order to assess the performance of the proposed algorithm, simulations and experiments are performed in the time and frequency domains to compare the proposed algorithm with different algorithms which are actually implemented into the ESC. The proposed algorithm shows good characteristics near the cut-off frequency, which can be confirmed clearly by the time domain results.     

A spatially explicit ecosystem model of seston depletion in dense mussel culture

A fully-coupled biological–physical–chemical model of a coastal ecosystem was constructed to examine the impact of suspended mussel culture on phytoplankton biomass in Tracadie Bay, Prince Edward Island, Canada. Due to the extent of mussel culture there, we hypothesised that shellfish filtration would control the concentration and distribution of phytoplankton and other suspended particles in the bay. Circulation was delineated with a tidally-driven 2D numerical model and used to drive an ecosystem model with a focus on pelagic components including phytoplankton production, nutrients, detritus, and mussels. The benthos were treated as a sink. Nutrients and seston were forced by tidal exchange and river input, with phytoplankton additionally forced by light. Boundary conditions of seston and nutrients were derived from field studies with an emphasis on the contrast between spring (high river nutrients, low temperature) and summer (low river inputs and high temperatures). Model output was used to map phytoplankton carbon over the bay for each season and in the presence of mussels and river nutrient input. Results indicate severe depletion effects of mussel culture on overall phytoplankton biomass, but no spatial pattern that can be attributed to grazing alone. Primary production generated by nutrient-rich river water created a mid-bay spike in phytoplankton that dominated the spatial pattern of chlorophyll-based carbon. Model results were validated with surveys from a towed sensor array (Acrobat) that confirmed the river influence and indicated bay-wide depletion of 29% between high and low water. Our model results indicate that the farm-scale depletion emphasised in previous studies cannot simply be extrapolated to seston limitation at the ecosystem level.