Marine Pollution with hazardous chemicals and decontamination contingency plans.

Writer 

Prof. Abdel Khalek H. El-Sebae, Faculty of Agriculture, Alexandria University, Egypt 

Reference 

The 5th International Maritime Conference (MARDCON 5), 09-11-1997

Summery

The northern coastal areas of Egypt on the Mediterranean sea receive several types of hazardous chemical pollutants resulting from man activity. These injurious pollutants to the marine environment include petroleum oil, petrochemicals, heavy metals, toxic aminos, organic solvents, different types of pesticides, and industrial chemical wastes which are carried with the discharged effuents at the estuaries or at direct discharging sites. Besides, there are also accidental pollution incidents in which the noxious chemicals are eronously released leading to marine environment hazards and injury. The collision of the cargo marine vessel Garnet which took place on December 1981 at the Port Said Suez Canal entry will be described in detail. That vessel was loaded with hazardous chemicals mainly parathion and dimetheote rganophosphorus insecticides sent from East Germany to Vietnam across the Suez Canal. The need for a national contingency plan for immediate combat and technical response to such accidental marine pollution incidents will be discussed with some examples of decontamination processes.
 

Risk Management

Writer 

Dr. M.A. Shama, Faculty Of Engineering, Alexandria University, Egypt.

Reference 

Alexandria Engineering Journal, Vol. 37, (P1-P8), 01-Mar-98.

Summery

The paper addresses the problem of safety and risk management as both represent essential elements in environmental impact assessment. The main elements of the risk management system are outlined. The importance of hazard classification by type and frequency is stressed . The main types causes, consequences and assessment of man-induced hazards and accidents are briefly considered. Special attention is placed on the hazards and accidents occurring in the maritime sector. Particular emphasis is placed on the role of human errors causing these accidents. Risk analysis and assessment are examined together with the methods commonly used to reduce risk. The main elements of safety assurance are given together with a method for calculating risk based on the demand and capability concept. The method presented is based on prior knowledge of the probability density functions of both demand and capability .
 

 
Key Words

 Risk, Safety, Hazards, Human Error.
 

The Application Of Diaphragm Walls In Quay Wall Construction.

Writer 

Dr. Mamdouh Hamza, Suez Canal University.
Dr. Mohamed Saad, Cairo University.

Reference 

Proc. Of The 15th International Port Conference On Port And Transport Development In
The Next Millennium, (P1-P 24), 14-Feb-99

Summery

This paper spotlight on the application of quay walls construction using diaphragm walls. The paper includes a brief discussion on the methodology of construction of a diaphragm wall, list of different types of bulkhead water fronts, review in the literature for ports already constructed using diaphragm walls, brief review on North Alsukhna Port ending with conclusions and recommendations.
 

The Future The Arab Maritime Transport In The Next Millennium.

Writer 

Dr. Ahmed Abdel-Monsef, Arab Transport Specialist - AAST&MT, Egypt.

Reference 

Proc. Of The 15th International Port Conference On Port And Transport Development In
The Next Millennium, (P1-P 34), 14-Feb-99.

Summery

The Arab countries face, as individuals, great pressures threatening their ability to deal with the phenomena of globalization and the formation of powerful free trade regions. There is no alternative for them but integrating in "The Great Arab Free Trade Area". A unified plan for intra and inter modern Arab transport networks is the only solution for a successful economic unity. The paper tries to analyze the present situation of the Arab transport network and tries to propose the strategy for the Arab maritime Transport development.
 

Impact on marine environment of ship structural failures and casualities

Writer 

Dr. Prof. M. A. Shama, Faculty of Engineering, Alexandria University, Egypt

Reference 

Alexandria Engineering Journal (AEJ). Vol. 36, 01-01-1997.

Summery

The paper gives an overview of the role of environmental conditions, technical deficiencies, random and human errors in causing and promoting ship casualities. The main types, causes and negative impacts of ship casualities are highlighted. Some statistics of the distribution of the annual rate of damages to main structural elements of cargo ships, oil tankers and bulk carriers are given. The various direct and indirect causes of ship structural damages and failures are clarified. The effects of minor structural failures / damages at specified locations on the ship section of a coastal and sea-going oil tankers on the shear flow distribution, maximum shear stress and the shear carrying capacity of the ship section are demonstrated. The effects on the magnitude and distribution of hull girder shear and bending stresses of a general cargo ship of assumed damage locations are also given. It is shown that :
I- minor structural failures and damages could cause serious major structural failures with subsequent risk of oil pollution.
II- in order to reduce/prevent marine oil pollution, adequate measures should be directed to eliminate/reduce all possible ship technical deficiencies and human errors in the various stages of ship design construction, operation, inspection, maintenance and repair.
 

Ship Yaw And Sway Control Using LQR Autopilot

Writer 

Dr./M. Mosleh, Suez Canal University, Port- Said, Egypt.

Reference 

Alexandria Engineering Journal (AEJ). VOL. 36, 01-03-1997.

Summery

A combined simplified linear model of the horizontal ship motion in sway and yaw, together with the steering system, in state space form is presented. A solution to the problem of autopilot design is carried out with LQR (Linear Quadratic Regulation) approach and comparisons of performance made with conventional PID (Proportional-Integral-Derivative) and PD controllers. Through a numerical example, the performances of the resultant control system, applied to a large container ship, are illustrated, and the advantages of using the LQR approach are demonstrated.
 

Ship's Collision Survivability Assessment

Writer 

Prof.Dr. E. H. Hegazy, Arab Academy For Science and Technology and Maritime Transport

Reference 

The 5th International Maritime Conference (Mardcon 5), 09-11-1997

Summery

The aim of this paper is to give a general idea about the contents and some results of The research project " Ship's Collision Survivability Assessment " carried out by the author. The importance of this research programme is that it deals with collision between ships, which is one of the main causes of marine pollution with its bad effects on the environment. The programme covers all aspects related to collision between ships: energy lost, damages due to collision residual longitudinal strength of ships after collision, probability of ship's loss after collision, protection of ships during collision... etc. The final goal of the research programme under consideration is to introduce collision between ships as design criteria to be taken into consideration during the structural design procedure of a ship to protect her during collision.
 

ECDIS Future Expectation For Improving Maritime Safety.

Writer 

Dr.Eng. Khamies El-Shennawy, Arab Academy For Science and Technology and Maritime Transport

Reference 

The 5th International Maritime Conference (Mardcon 5), 09-11-1997

Summery  

The primary function of the Electronic Chart Display Information System (ECDIS) is to contribute, to safe navigation by displaying all chart information necessary for safe and efficient navigation based, on the display of selected information from a System Electronic Navigational Chart (SENC)‏with positional information. ECDIS integrates data from GPS, gyrocompass, radar echo sounder and ship's speed log, using electronic charts. It has ability to carry out the full range of route planning and monitoring functions, including: insertion of limiting danger lines, insertion of areas to be avoided, oreation of waypoints, automatic plotting of own ship's position and track history, automatic alarm of route deviation, computation and display of course made good and course to steer, poltting manual fixes by means of electronic bearing lines and variable range markers,and automatic poltting of ARPA radar targets. IMO resolution for ECDIS performance standards mainly are: reliabililty and availability of presentation should be as the paper chart published by government-authorized hydrographic offices, provisions and updating of information, SENC display and scale and colors and symbols and accuracy, display requirements, route planning and monitoring and voyage recording performance tests and malfunction alarms and indicators Back-up arrangements, and power supply. In marketing products, Sperry offers "full ECDIS compliancy" Transas's provides a combination of rasterscan and vectorized data Raytheon's Nautopath was developed according to the latest IMO performance standards, Atlas Elektronik notes its Nacos 2 is "the world's first type approved integrated navigation system", Racal-Decca's Chart Master has "a clear upgrade path to ECDIS. In the interim, the legal method of navigating remains paper charts but ECDIS will be the future and the debate continues over other electronic charts. A more likely possibility is that raster charts will continue to be produced for many areas of the world. Certainly this is the view of the UK's Hydrographic Office (ARCS), and the role of raster charts depend on the IHO and IMO confirmation. In the manufacturing there are two systems (raster and vector) and two elements (hardware and software). International Electrotechnical Commission (IEC) identifies and describes the necessary performance tests and cheks for ECDIS equipment associated with the specifications and technical standards established by IMO and IHO including safety, reliability and interchangeability.
 

Oil Tankers As A Direct Threat To The Marine Environment.

Writer 

Dr.Prof./ Y.M.A. Welaya, Faculty Of Engineering, Alexandria University, Egypt.

Reference 

Proc. Of The 2nd Cairo Maritime Conference & Exhibition, (P1 - P11 ), 26-10-1996.

Summery

Statistical analysis of the various sources of marine pollution is studied to evaluate the actual contribution of oil tankers in polluting the marine environment. Methods devised to reduce operational pollution are also surveyed. Current legislation governing tanker design and shipping operations is reviewed. The impact of this legislation on existing ships is then discussed. This paper is also concerned with the design of tankers for minimum environmental impacts. The design features of the double hull tanker are examined with a view to assess their effectiveness. Latest developments in tanker design to achieve reduced production cost, improved maintainability and better damage resistance characteristics are also described.
 

Compulsory Amendments To (SOLAS) Convention

Writer 

Dr./ Al-Sayd Mohamed Abd-El-Gelyl, Arab Academy For Science & Technology.

Reference 

Journal Of Arab Academy For Science & Technology, VOL. 22, No. 43, (P1- P11), 01-01-1997

Summery  

The safety of life at sea international convention 1974 may be considered as the most important convention for maritime industry world wide. Some Major changes were made to the convention which entered into force on 1st January 1996. The amendments which were adopted in may 1994 included the addition of two new chapters to the initial mine chapters. The new chapter number ten makes the IMO code of safety high speed craft (IISC code) mandatory. This IISC code is applicable to high-speed crats engaged on international voyages including passenger ships on voyages of less than four hours. Also include cargo crafts of 500 G.T. and above which sail on voyages of eight hours or less. The new chapter NO., includes four regulations of special measures to enhance maritime safety. The administrations are required to comply with the guidelines adopted by IMO in November 1993 [resolution a. 739 (18)]. The bulk carriers and oil tankers shall be subject to an enhanced programme of inspections. The passenger ships of 100 G.T. and cargo ships of 300 G.T. or more should have identification number. The regulation NO.4 is concerned with port state control. It gives the officers of P.S. control the right to inspect foreign ships to assure the capability of ships crews in carrying out their duties with respect to essential shipboard procedures related to safety of ships. There are also some amendments affecting some of the existing chapters including chapter no.5.
 

Crew Fatigue And Ship Safety

Writer 

Capt./Medhat Abbass Kholousy, Arab Academy For Science, Technology & Maritime Transport

Reference 

Maritime Technology, Vol. 63, (P36 - P42), 01-03-1997.

Summery  

Human factors is the fundemental factor in the safety of the ship, safety of the voyage and the protection of marine environment. Seaworthness of the ship also depends upon human factors and manning standards. If the crew of the ship is suffered from fatigue at the beginig of the voyage the ship considered unseaworth. On the otherhand if the crew of the ship suffered from fatigue after the begining of the voyage the ship is still seaworth but the safety of the ship exposed to danger. Fatigue is the degradation of human performance, the slowing down of physical and mental reflexes and the impairment of the ability to make rational judgement. It may be induced by factors such as prodonged period of mental or physical activity, inadequate rest. adverse environmental conditions, physiological factors and or stress or other psychological factors. This paper will discuss the different causes of fatigue, analise the reports of marine casualities, and the International Legislations concerning the fatigue factor and its effect on manning and marine safety. On the light of the above discussion I will suggest some proposals aimed to solve the problem of fatigue. I hoped that at the end of this paper I would reach conclusions which would contribute towards reducing the incidents of marine casualities caused by fatigue.
 

New Trends In Fighting Of Marine Pollution Oil Spills.

Writer 

Prof. M.M. El-Gammal, Faculty Of Engineering, Alexandria University.

Reference 

Faculty Of Engineering, Alexandria University, 11-Mar-98.

Summery  

Fighting of oil spills can be carried out by thermal, mechanical, and chemical means. Mechanical means of oil spills have exhibited and paved their way to be the only method adapted without drawbacks or side effects. Spilled oil is generally better treated while it is still floating onto the water surface. If it comes nearer to the shore, the cost of fighting will be drastically high and expensive, and more complicated. It is therefore wise to control the oil from spreading over the water and hence, increases the effected area. Oil spills spread facilities recovery, reduces the length of shore line that will be required to foul if the oil slick reaches shore and limits the exposed area by drastically affecting the amount of water and quantity of wild and natural life. A quick response for preventing discharge containing spilled oil for prompt recovery, is the most effective means for minimizing environmental impact of an oil spill. Mechanical means are consisted from containment barriers for preventing oil spill from spreading and reaching sensitive areas. Different types are floating containment boom, pneumatic and chemical barriers. Containment booms are composed of buoyancy system, skirt, ballast, strength and various connecting points. The theme of the present paper is to highlight different new trends acquainted with fighting of oil spills using mechanical means. A derivation for the optimum boom area to reduce the drag force on the boom is also described.
 

Sources Of Marine Pollution And Related International Conventions.

Writer 

Prof. Dr. Ahmed El-Badan, Faculty of Engineering, Alexandria University

Reference 

Faculty Of Engineering, Alexandria University, 11-Mar-98.

Summery  

UNESCO defines the Marine Pollution as : "Introduction by man, directly or indirectly, of substances into the marine environment resulting in such deleterious effect as harm to living resources, hazards to human health, hindrance to marine activities and reduction of amenities". Pollution substances entering the marine environment are solid, radioactive, heat, chemical and oil wastes together with sewage. It was found out that the main source of pollution is coming from industrial and domestic activities by man on the land. The second main source is the activities at sea such as shipping transportation, and offshore activities. In spite of that "Oil" is the most important polluted substance that goes to the sea, therefore, the First International Convention for preventing oil pollution to sea was introduced in 1954. The last and final Convention was "MARROL" (as Marine Pollution) in 1973 followed by protocol at 1978 which has four Annexes. The first Annex is concerned with the discharge of oil from ships went into force in 2/10/1983. After that, the marine pollution from oil in greatly reduced and will be further reduced in the future, due to the change of the construction of the ships that carry oil in bulk to become double hulled. However , new construction of tankers is now suggested by the Maritime Safety Committee of the IMO which is called "COULOMBIEGG" to replace the double hulled tankers.