An Integrated Approach to Increase Marine Transportation Safety in Harbor Areas
Notice bibliographique
Résumé
Abstract The importance of marine transportation safety in harbors and waterways access has become a very serious governmental concern in recent years, with the holding of special conferences on major marine disasters, increasing concerns on environmental issues, frequent occurrence of waterway congestion, and the presence of ever larger vessels with increased potential impacts from accidents. An additional serious concern is the blockage of key waterways due to the national economic and social impact from terrorism attacks. These concerns have compelled naval architects and marine engineers to seek effective solutions to solving the issues of marine transportation safety through improved instrumentations and applying more advanced modeling technologies. However, all of these efforts focus primarily on the engineering and technology aspects, such as ship maneuverability, controllability, channel design, navigation aids, etc. There is a lack of systematic improvements in marine transportation safety.In order to achieve this goal of a systematic improvement of marine transportation safety, investigation efforts need to be increased in all seriousness. Meanwhile, the approach should move from a pure engineering and deterministic approach toward a probabilistic and integrated policy approach with the adoption of risk analysis and decision sciences applied in various fields. Therefore, the issues of ship transportation and harbor safety are discussed in this paper from a policy perspective. This integrated approach considered not only various technology factors but also the empirical judgment, social factors, and economic factors (nontechnology factors). A decision-making process diagram based on all factors inside the integrated approach is proposed as a framework first. In this diagram, “improving the ship maneuverability standards or not” is listed in the center as the key role in the decision-making process. Both technology and nontechnology factors are presented and discussed according to their positions in the decision-making process, and uncertain issues are identified because they are the most sensitive issues in the process. Particularly, four most important uncertain issues are explained with a justification of the discussion based on numerous government reports and academic papers. These uncertain issues include ship maneuverability prediction, escort tug assistance, channel reconstruction, and emergency response. Understanding of these sensitive uncertainties provides the diverse factors that show their relative importance with respect to the standards of ship maneuverability and the resultant impacts on marine transportation safety. This integrated approach is expected to be used to assist policy makers to find the best starting point for their special purpose.<def-list> Nomenclature <def-item><term>CFD</term><def>Computational fluid dynamics</def></def-item><def-item><term>GDP</term><def>Gross domestic product</def></def-item><def-item><term>GPS</term><def>Global position system</def></def-item><def-item><term>IMO</term><def>International Maritime Organization</def></def-item><def-item><term>ITTC</term><def>International Towing Tank Conference</def></def-item><def-item><term> L </term><def>Length of the ship</def></def-item><def-item><term>LNG</term><def>Liquefied natural gas</def></def-item><def-item><term>NTSB</term><def>National Transportation Safety Board</def></def-item><def-item><term>RINA</term><def>Royal Institution of Naval Architects</def></def-item><def-item><term>SNAME</term><def>Society of Naval Architects and Marine Engineers</def></def-item><def-item><term>TSBC</term><def>Transportation Safety Board of Canada</def></def-item><def-item><term>USCG</term><def>U.S. Coast Guard</def></def-item><def-item><term> V </term><def>Speed of the ship</def></def-item></def-list>
Récupéré en direct depuis OpenAlex et désinversé. Les résumés ne sont pas conservés dans cette base de données : les index inversés représentent 8,6 Go des 9,3 Go de texte de la base, et le serveur dispose de 13 Go libres.
Comment cette classification a été obtenuedéplier
Prédiction distillée sur la base complète
Imitation des enseignantsNi prévalence calibrée, ni vérité terrain. Validation humaine à venir. Apprise à partir de 10 348 étiquettes directes de Codex et de 10 348 étiquettes directes de Gemma. Le mode candidate est l'union des têtes enseignantes seuillées; le consensus est leur intersection. Ces sorties portent le statut machine_predicted_unvalidated et ne sont ni des étiquettes humaines ni des étiquettes directes de modèles de pointe.
Scores Codex et Gemma par catégorie
| Catégorie | Codex | Gemma |
|---|---|---|
| Métarecherche | 0,001 | 0,000 |
| Méta-épidémiologie (sens strict) | 0,000 | 0,000 |
| Méta-épidémiologie (sens large) | 0,000 | 0,000 |
| Bibliométrie | 0,000 | 0,000 |
| Études des sciences et des technologies | 0,000 | 0,000 |
| Communication savante | 0,000 | 0,000 |
| Science ouverte | 0,001 | 0,000 |
| Intégrité de la recherche | 0,000 | 0,001 |
| Charge utile insuffisante (le modèle a refusé de juger) | 0,000 | 0,000 |
Scores machine (provisoires)
Les deux têtes enseignantes du modèle étudiant, lues sur ce travail. Un score ordonne la base pour la relecture; il n'affirme jamais une catégorie, et le statut de validation accompagne chaque rangée tel quel.
Scores de référence d'un modèle non mature (critères de maturité non atteints, 7 itérations). Un score ordonne; il n'affirme jamais une catégorie.
score_only:v0-immature-baseline · tel quel depuis la passe de notation : score_only signifie que le nombre peut ordonner les travaux, et qu'aucune étiquette de catégorie n'en découleClassification
machine, non validéePrédiction automatique; un appel candidat d’une seule tête enseignante, pas un consensus.
Le détail, modèle par modèle et score par score, se trouve en fin de page sous « Comment cette classification a été obtenue ».