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timestamp[us]date 2025-04-25 16:57:10
2025-04-25 16:57:10
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timestamp[us]date 2025-06-17 16:48:44
2025-06-17 16:49:01
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624aceb8-1b1f-416a-a18c-5e1f71f4569b
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completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:44.362000 |
1893df19-0a37-4c8f-bb9f-c1f60767a4f8
|
Zooplankton organisms are a central part of pelagic ecosystems. They feed on all kinds of particulate matter and their egested fecal pellets contribute substantially to the passive sinking flux to depth. Some zooplankton species also conduct diel vertical migrations (DVMs) between the surface layer (where they feed at nighttime) and midwater depth (where they hide at daytime from predation). These DVMs cause the active export of organic and inorganic matter from the surface layer as zooplankton organisms excrete, defecate, respire, die, and are preyed upon at depth. In the Eastern Tropical North Atlantic (ETNA), the daytime distribution depth of many migrators (300–600 m) coincides with an expanding and intensifying oxygen minimum zone (OMZ). We here assess the day and night-time biomass distribution of mesozooplankton with an equivalent spherical diameter of 0.39–20 mm in three regions of the ETNA, calculate the DVM-mediated fluxes and compare these to particulate matter fluxes and other biogeochemical processes. Integrated mesozooplankton biomass in the ETNA region is about twice as high at a central OMZ location (cOMZ; 11° N, 21° W) compared to the Cape Verde Ocean Observatory (CVOO; 17.6° N, 24.3° W) and an oligotrophic location at 5° N, 23° W (5N). An Intermediate Particle Maximum (IPM) is particularly strong at cOMZ compared to the other regions. This IPM seems to be related to DVM activity. Zooplankton DVM was found to be responsible for about 31–41% of nitrogen loss from the upper 200m of the water column. Gut flux and mortality make up about 31% of particulate matter supply to the 300–600 m depth layer at cOMZ, whereas it makes up about 32% and 41% at CVOO and 5N, respectively. Resident and migrant zooplankton are responsible for about 7–27% of the total oxygen demand at 300–600 m depth. Changes in zooplankton abundance and migration behavior due to decreasing oxygen levels at midwater depth could therefore alter the elemental cycling of oxygen and carbon in the ETNA OMZ and impact the removal of nitrogen from the surface layer.
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acb57cf0-955d-4ea5-b8e4-4c24b584fe93
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completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:44.636000 |
ac8b1b77-03ea-4fbe-852e-1576ecc795ef
|
The Eastern Tropical North Atlantic (ETNA) harbors a mesopelagic Oxygen Minimum Zone (OMZ) at about 300-600 m water depth (Karstensen et al., 2008) that vertically expanded and intensified in the last 50 years (Stramma et al., 2008).Its core coincides with the daytime depth of many vertically migrating zooplankton and nekton species (Bianchi et al., 2013).Oceanic OMZs mainly result from sluggish ventilation associated with weak thermocline circulation and enhanced consumption in proximity to the eastern boundary upwelling systems.Zooplankton and nekton respiration and the remineralization of organic matter by aerobic microbes contribute to the oxygen demand, whereas horizontal and vertical mixing contribute to the oxygen supply (Karstensen et al., 2008;Fischer et al., 2013;Hahn et al., 2014).Weak mean advection by zonal current bands that are ubiquitous in the tropical Pacific and Atlantic contribute to the ventilation of the eastern basins from the well-ventilated western boundaries (Brandt et al., 2015).Minimum oxygen levels in the ETNA in the OMZ core are observed to be slightly below 40 µmol O 2 kg -1 , compared to about 200 µmol O 2 kg -1 in the upper mixed layer.Oceanic OMZs are expected to further expand under global warming conditions.Reduced oxygen solubility and increased stratification associated with shallowing ventilation and reduced mixing are thought to be the main drivers of future oceanic oxygen loss (Matear and Hirst, 2003;Bopp et al., 2013;Cocco et al., 2013;Oschlies et al., 2018).
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[] | null | null |
1a205a5d-0d6d-4996-a707-6cf10d2c037e
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:44.754000 |
58c481df-9799-44ed-be3f-83bf333225d6
|
AbstractThis study investigates the impact of future changes in atmospheric synoptic variability (ASV) on ocean properties and biogeochemical cycles in the tropical Pacific Ocean using coupled and forced atmosphere–ocean model experiments. Future climate projections show an annual mean decrease in ASV in subtropical gyres and an increase in the tropical band. Maintaining ASV to current values lead to a deepening of the mixed layer in subtropical regions and a shalllowing at the equator associated with a sea surface temperature decrease. The changes in ASV impact the large-scale ocean circulation and the strength of the subtropical and tropical cells, which constrain the equatorial water upwelling and the tropical net primary productivity. Ultimately, this study highlights the significance of ASV in understanding the impacts of climate change on ocean dynamics and biogeochemical processes, as half of the primary productivity decline due to climate change is caused by changes of ASV in the tropical Pacific Ocean.
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None
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[] | null | null |
be1903b6-26b6-4c42-a806-176fcc752a78
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:44.971000 |
4e818f61-24e7-4e6f-973e-f75faf1e8196
|
We quantified in this study the impact of the ASV, more specifically of the wind forcing, on ocean circulation and NPP.While this impact is implicitly considered in forced (the atmospheric field resolution of reanalysis is of the order of 1 h) or coupled models, its integrated global-scale impact has not been explicitly quantified in a climate change context. A simple methodology has been used to define the atmospheric synoptic variability based on a band-pass filter approach.This filter permits isolating frequencies higher than 30 days, as the band 12-30 days is considered the lowest frequency of variability at the synoptic timescale 22 .Such a 30-day threshold has been used in previous studies to isolate synoptic variability 19,26,51,52 . In CMIP6 models the mean KE contained in the ASV band (0-30 days) represents more than half of the total mean average KE poleward of 20°.The annual mean KE in the ASV band decreases due to climate change in the subtropical regions, corresponding to a reduction of storminess.Conversely, the annual mean ASV KE increases in the equatorial region.Using the Kiel Climate Model, we performed model experiments to assess the long-term impact of the change in ASV on ocean upper properties in a climate change context.Compared to a control global warming experiment, maintaining ASV at current values leads to a shallowing of the ML in the tropics and a deepening in the subtropics, associated with a strengthening of the wind-driven tropical (TCs) and subtropical-tropical cells (STCs) and an increase in net primary productivity.Increasing or decreasing ASV has a linear effect on the strength of these recirculation cells.The TCs/ STCs connect the subduction regions, the equatorial undercurrent system and the equatorial upwelling.They play a large role in SST [36][37][38][39][40][41] and biogeochemical variability 53 of the equatorial ocean, especially at decadal timescale 36 .Climate models however still do not agree on their mean state and on the magnitude of future changes 41 .Current and future changes in ASV need to be explicitly quantified in climate projections, as they may partly explain some of the inter-model heterogeneity. This study opens up further questions.It has been previously shown that changes in ASV impacts the productive Eastern Boundary Upwelling Systems (EBUS) 54,55 by modifying local upwelling favorable winds patterns 56 .In complement, a change in large-scale circulation and thus equatorial connections 57,58 may have an impact on these productive areas.ASV changes may also modify the mean state of other biogeochemical quantities such as oxygen concentrations.Observations have shown an oxygen decrease in the interior ocean 59 , fostering the expansion of Oxygen Minimum Zones 60,61 impacting marine life and biogeochemical cycles.Climate models do not agree on the oxygen decline and even the sign of change 2,4,62 .Oxygen levels depend on solubility, transport, and productivity 53,62,63 .All these mechanisms are potentially impacted by ASV changes.Finally, by modulating the ocean mean state ASV changes may have an impact on the amplitude of the El Nińo/Southern Oscillation (ENSO) due to ocean/atmosphere feedbacks 64,65 .We therefore advocate for a more thorough assessment of ASV in climate models.) but net primary production (NPP) difference (percent) (compared to GW) is shown in color for each experiment.The black square is GW, green circle GW-ASVCTL, green square GW-ASVCTL-FLX, blue triangle GW-ASVM10, blue hexagon GW-ASVM20, red triangle GW-ASVP10, red hexagon GW-ASVP20 (see Table 2 for a list of the experiments).
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[] | null | null |
9650c60e-b67f-43db-8f94-89afb0ddf7b1
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.100000 |
b13dcf7c-6a2f-40c7-a76e-c1cfa9ddf6de
|
No advance in navigation has yet to prevent the occurrence of accidents (incidents are always implied when we discuss accidents) at sea. At the same time, advances in accident models are possible, and may provide the basis for investigations and analyses to help prevent future adverse events and improve the safety of marine transport systems. In such complex socio-technical systems models that treat accidents as the result of a chain or sequence of events are used most commonly. Such models are well suited to damage caused by failure of physical components in relatively simple systems. Although these often include methods for modeling human error, they do not cover broader aspects related to the management of the organization using the means of transport itself (shipowners) nor errors that may occur in the design phase. In particular, they do not cover changes in the systems over time. The paper presents accident investigation approaches and uses a modified causal model to analyze an incident that occurred in January 2019 on the city ferry in Świnoujście. The results of the analysis were used to provide guidelines for increasing safety at the crossing and to evaluate the accident analysis model used. Additionally, incidentally, through the study of this case we uncovered a problem in communication among stakeholders that unnecessarily complicates the models for the models for the improvement of safety.
|
<li> <b>ferry:</b> PASSENGER
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0036325b-4b6a-41d5-832d-08d2dd70858f
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.191000 |
ad27f939-99fb-4d56-a6fc-7927e11e1dfc
|
Based on video signal recordings of the Vessel Traffic Service (VTS) Szczecin-Świnoujście, the event was reconstructed and displayed on a map of the basin.The reconstruction was done by analyzing the position and course of the ferry at half-minute intervals.The video images of the ferry's unfiltered radar echo were used for this purpose (it is a radar set up on the Kosa peninsula in the vicinity of the event). The use and reading of the position determined by the VTS system recording (i.e., the position automatically estimated from the radar echo by the system manufacturer's filtering algorithms) is impossible due to the errors inherent in the system.The filtered vessel position has significant jumps in both the position and course of the vessel and rarely (about 20% of the time) shows a correct echo.The reason for this is, as the operators claim, the difficult radio propagation situation in the area where the event took place.It should be noted that the very data used by the VTS operators is unreliable to a degree that raises the question of whether this jeopardizes the safety of traffic control on the route. However, manually reconstructed data from the radar video images was used to obtain the ship position and heading that is shown in Figure 3.The sampling frequency is 1 min, beginning at the ship's berth-i.e., 18:45.The sequence covers 24 min-until 19:09.It can be seen that the ferry does not anchor steadily but moves in a circle of about 40 m in diameter.This is confirmed by the records shown in the local Cartesian coordinate system, as shown in Figure 4. The sampling frequency is 1 min, beginning at the ship's berth-i.e., 18:45.The sequence covers 24 min-until 19:09.It can be seen that the ferry does not anchor steadily but moves in a circle of about 40 m in diameter.This is confirmed by the records shown in the local Cartesian coordinate system, as shown in Figure 4.During anchoring, the ferry was oscillating as the master struggled to remain in one place, the speed varying, at times up to 1 knot (0.5 m/s).The average heading of the ferry from 18:54 to 19:09 (i.e., after relative stabilization) was 046 degrees (NE).The angle to the wind of the shuttle, which according to VTS records came from the NNE direction, was therefore 22.5 degrees and the wind was blowing from the port side.The ferry stabilized its position and heading using the incoming current. Unfortunately, there are no records of what the anchors looked like during the event and how the stern thruster worked, and it is difficult to accurately recreate the forces acting on the ship.
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<li> <b>ship:</b> General<li> <b>ferry:</b> PASSENGER
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add85f05-2379-47d8-8b1c-f1cef1ad5433
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.308000 |
97aa94e0-896c-4eb6-8c48-fedfe62073dc
|
Abstract. The Maritime Aerosol Network (MAN) has been collecting data over the oceans since November 2006. Over 80 cruises were completed through early 2010 with deployments continuing. Measurement areas included various parts of the Atlantic Ocean, the Northern and Southern Pacific Ocean, the South Indian Ocean, the Southern Ocean, the Arctic Ocean and inland seas. MAN deploys Microtops hand-held sunphotometers and utilizes a calibration procedure and data processing traceable to AERONET. Data collection included areas that previously had no aerosol optical depth (AOD) coverage at all, particularly vast areas of the Southern Ocean. The MAN data archive provides a valuable resource for aerosol studies in maritime environments. In the current paper we present results of AOD measurements over the oceans, and make a comparison with satellite AOD retrievals and model simulations.
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"2336fe77-1981-4e9e-a5c8-1914631ad898"
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[] | null | null |
bee5648e-ab06-4c13-b20d-660d05566b80
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.400000 |
835db3a2-ab63-4666-91a3-b2869c3908c8
|
The Maritime Aerosol Network (Smirnov et al., 2006(Smirnov et al., , 2009) ) deploys hand held Microtops II sunphotometers and utilizes calibration and data processing procedures traceable to AERONET (Holben et al., 1998(Holben et al., , 2001;;Smirnov et al., 2004).The Microtops II Sunphotometer has five spectral channels and can accommodate several possible filter configurations within the spectral range of 340-1020 nm.Detailed descriptions of the instrument are given by Morys et al. (2001), Porter et al. (2001), and Knobelspiesse et al. (2003).The estimated uncertainty of the optical depth in each channel does not exceed ±0.02 (Knobelspiesse et al., 2004), primarily due to inter-calibration against AERONET reference CIMEL instruments that are accurate to ∼0.005 at most wavelengths (Eck et al., 1999).Microtops II instruments have shown good calibration stability over the years.Most of the instruments were manufactured in the late 1990s and have the original filters in place.The variability in calibration coefficients within a few percent over three years relative to AERONET reference CIMELs is quite acceptable.Figure 1 shows the variability in calibration coefficients (extraterrestrial irradiance signal, V 0 ) for one particular Microtops II.Certain changes in the calibration (post-field deployment in particular) are typically associated with aerosol deposition on the optics window that occurs at sea.After window cleaning, the calibration coefficients often approximate their original (pre-deployment) values.However, for some instruments we occasionally observed filter degradation which manifests itself as a rapid change in the calibration coefficient. The Maritime Aerosol Network measurement area has included northern and southern parts of the Atlantic Ocean; transects North-South, South-North, and East-West in the Pacific; intensive study areas in the Southern Ocean and off the coast of Antarctica including a number of circumnavigation cruises in high southern latitudes.A cruise area in (2001,2003). All products have three data quality levels: Level 1.0 (unscreened), Level 1.5 (cloud-screened), and Level 2.0 (cloudscreened and quality assured).After final calibration the values of spectral AOD τ a (λ) at Level 1.5 match those at Level 2.0 except for a few possible cloud contaminated outliers that are manually removed.The SDA quality assurance criteria are more complicated in that they involve additional criteria appended onto each of the three criteria defined in the previous two sentences.We would like to point out that the SDA data-QA criteria were empirically determined and were tested on various subsets of different aerosol types.These tests were carried out for various optical conditions across the AERONET database and for the entire MAN dataset.We would like to emphasize that those criteria are in line with the AERONET SDA products; however, fine and coarse aerosol optical depth partition products for MAN have additional quality checks. All products are available on the MAN web page, which is a part of the AERONET web site.A public domain webbased archive dedicated to the network activity can be found at: http://aeronet.gsfc.nasa.gov/newweb/maritime aerosol network.html.
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88dd3a1b-840b-4c1f-8b2d-432d9423807c
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.487000 |
e0160ce1-f7c1-4de6-965c-b4564d5e69eb
|
In pursuit of more efficient load-bearing solutions for ship deck panels of Very Large Crude Carriers exposed to vertical hull girder bending forces, laser-welded web-core sandwich panels are considered as an alternative to conventional stiffened panels. The primary goal is to identify a lighter steel sandwich structure capable of matching the ultimate strength of conventional counterparts. Utilizing non-linear finite element analysis, the ultimate strength of conventional decks subjected to uniaxial compression is assessed. Attention is then shifted to laser-welded sandwich panels, with a detailed examination of how various design parameters influence their performance. Specifically, four key design aspects of unidirectional vertical webs, including face thickness, web thickness, web height, and web spacing, are optimized to strike a balance between weight and strength through structural optimization techniques combined with the response surface method. Ultimately, a comparison is drawn between the ultimate strength of these innovative steel sandwich panels and their conventional, stiffened counterparts. The findings reveal that web-core sandwich panels, when employed as an alternative, result in a notable reduction in hull weight, thereby showcasing the potential for a more efficient and sustainable approach in the maritime industry.
|
<li> <b>Very Large Crude Carriers:</b> CRUDE_OIL_TANKER<li> <b>ship:</b> General
|
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[
"submitted"
] |
[
{
"end": 101,
"label": "vesselType",
"start": 76
},
{
"end": 60,
"label": "vesselType",
"start": 56
}
] | null | null |
0007ab88-6d79-46f9-a38e-a698162af6cf
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.580000 |
c56d1d08-4474-4272-bacb-66bfc082b13a
|
ANSYS Design Modeler Software is used for modelling.The choice is made to employ the SHELL181 element from the ANSYS element library to discretize the stiffened plate models into structural elements.SHELL181 is particularly suitable for applications involving linearity, significant rotations, and/or substantial strain non-linearity.This element comprises four nodes, and each node has six degrees of freedom: translations along the x, y, and z axes, as well as rotations about the x, y, and z axes.The element has plasticity, viscoelasticity, stress stiffening, large deflection, and large strain capabilities.The same steel grade is used for both conventional and sandwich panels (faces and longitudinal webs) as indicated in Table 2.It is assumed that the stress-strain curve follows an idealized elastic, perfectly plastic behaviour, without considering any material hardening effects as shown in Figure 5.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
35fc11ba-d417-4d36-80f2-3e221af32596
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.662000 |
891dadc1-0c18-4505-82cd-676b23eae59f
|
As the technology for offshore wireless transmission and collaborative innovation in unmanned ships continues to mature, research has been gradually carried out in various countries on methods of compressing and transmitting perceptual video while driving ships remotely. High Efficiency Video Coding (H.265/HEVC) has played an extremely important role in the field of Unmanned Aerial Vehicle (UAV) and autopilot, and as one of the most advanced coding schemes, its performance in compressing visual sensor video is excellent. According to the characteristics of shipborne vision sensor video (SVSV), optimizing the coding aspects with high computational complexity is one of the important methods to improve the video compression performance. Therefore, an efficient video coding technique is proposed to improve the efficiency of SVSV compression. In order to optimize the compression performance of SVSV, an intra-frame coding delay optimization algorithm that works in the intra-frame predictive coding (PC) session by predicting the Coding Unit (CU) division structure in advance is proposed in combination with deep learning methods. The experimental results show that the total compression time of the algorithm is reduced by about 45.49% on average compared with the official testbed HM16.17 for efficient video coding, while the Bjøntegaard Delta Bit Rate (BD-BR) increased by an average of 1.92%, and the Peak Signal-to-Noise Ratio (BD-PSNR) decreased by an average of 0.14 dB.
|
<li> <b>unmanned ships:</b> General
|
[
[
{
"end": 99,
"label": "vesselType",
"start": 85
}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 99,
"label": "vesselType",
"start": 85
}
] | null | null |
9a6e35fe-d31e-4bf4-ae11-cb86203bd5ff
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.762000 |
8a4d8d9f-af72-4328-9f2d-988ec92c4b85
|
Abstract. Ice-nucleating particles (INPs) have a large impact on the climate-relevant properties of clouds over the oceans. Studies have shown that sea spray aerosols (SSAs), produced upon bursting of bubbles at the ocean surface, can be an important source of marine INPs, particularly during periods of enhanced biological productivity. Recent mesocosm experiments using natural seawater spiked with nutrients have revealed that marine INPs are derived from two separate classes of organic matter in SSAs. Despite this finding, existing parameterizations for marine INP abundance are based solely on single variables such as SSA organic carbon (OC) or SSA surface area, which may mask specific trends in the separate classes of INP. The goal of this paper is to improve the understanding of the connection between ocean biology and marine INP abundance by reporting results from a field study and proposing a new parameterization of marine INPs that accounts for the two associated classes of organic matter. The PEACETIME cruise took place from 10 May to 10 June 2017 in the Mediterranean Sea. Throughout the cruise, INP concentrations in the surface microlayer (INPSML) and in SSAs (INPSSA) produced using a plunging aquarium apparatus were continuously monitored while surface seawater (SSW) and SML biological properties were measured in parallel. The organic content of artificially generated SSAs was also evaluated. INPSML concentrations were found to be lower than those reported in the literature, presumably due to the oligotrophic nature of the Mediterranean Sea. A dust wet deposition event that occurred during the cruise increased the INP concentrations measured in the SML by an order of magnitude, in line with increases in iron in the SML and bacterial abundances. Increases in INPSSA were not observed until after a delay of 3 days compared to increases in the SML and are likely a result of a strong influence of bulk SSW INPs for the temperatures investigated (T=-18 ∘C for SSAs, T=-15 ∘C for SSW). Results confirmed that INPSSA are divided into two classes depending on their associated organic matter. Here we find that warm (T≥-22 ∘C) INPSSA concentrations are correlated with water-soluble organic matter (WSOC) in the SSAs, but also with SSW parameters (particulate organic carbon, POCSSW and INPSSW,-16C) while cold INPSSA (T<-22 ∘C) are correlated with SSA water-insoluble organic carbon (WIOC) and SML dissolved organic carbon (DOC) concentrations. A relationship was also found between cold INPSSA and SSW nano- and microphytoplankton cell abundances, indicating that these species might be a source of water-insoluble organic matter with surfactant properties and specific IN activities. Guided by these results, we formulated and tested multiple parameterizations for the abundance of INPs in marine SSAs, including a single-component model based on POCSSW and a two-component model based on SSA WIOC and OC. We also altered a previous model based on OCSSA content to account for oligotrophy of the Mediterranean Sea. We then compared this formulation with the previous models. This new parameterization should improve attempts to incorporate marine INP emissions into numerical models.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
d7ca2365-8341-46d3-9f5f-374cfa8610f4
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.910000 |
36fa9fb9-01c1-42d0-aaa8-9c5987189356
|
Aerosol particles were also sampled onto PM1 quartz fibre filters mounted on a four-stage cascade impactor (10 L min -1 ) on a daily basis (24 h duration).Samples were then extracted in Milli-Q water by sonication for 30 min for the analysis of water-soluble components.The main inorganic ion abundance (i.e.SO 2- 4 , NO - 3 , NH + 4 , Na + , Cl -, K + , Mg 2+ , Ca 2+ ) was analysed via ion chromatography.An Ion-Pac CS16 3 × 250 mm Dionex separation column with gradient methanesulfonic acid elution was used for cations, while an IonPac AS11 2 × 250 mm Dionex column with gradient potassium hydroxide elution was used for anions.Watersoluble organic carbon (WSOC) and water-insoluble organic carbon (WIOC) were also determined.WSOC was measured after water extraction using a high-temperature catalytic oxidation instrument (Shimadzu; TOC 5000 A).Total organic carbon (which we now refer to as OC) was measured using a Multi N/C 2100 elemental analyser (Analytik Jena, Germany) with a furnace solids module.The analysis was performed on an 8 mm diameter filter punch, pre-treated with 40 µL of H 3 PO 4 (20 % v v -1 ) to remove contributions from inorganic carbon.WIOC was determined as the difference between OC and WSOC.Finally, we calculated organic mass fraction of SSA (OMSS) by taking the ratio of OM / (OM + SeaSalt), where OM is the sum of WSOM and WIOM, calculated as WSOM = WSOC × 1.8 and WIOM = WIOC × 1.4, and SeaSalt is the sum of inorganic ion abundance as determined above.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
e1fc3033-9565-456b-999a-9cd5dfe201e5
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:45.994000 |
49b4ecd8-f458-40f9-8b99-77105fb4b804
|
Tropical rock lobsters (Panulirus ornatus) are a highly cannibalistic species with intermoult animals predominantly attacking animals during ecdysis (moulting). Rapid, positive characterisation of pre-ecdysis lobsters may open a pathway to disrupt cannibalism. Ecdysial suture line development is considered for pre-ecdysis recognition with suture line definition compared for intermoult and pre-ecdysis lobsters emerged and immerged, using white, near ultraviolet (365 nm), near infrared (850 nm), and specialty SFH 4737 broadband IR LEDs against a reference of intermoult lobsters with no suture line development. Difficulties in acquiring suture line images prompted research into pre-ecdysis characterisation from the lobster’s dorsal carapace, due to its accessibility through a culture vessel’s surface. In this study, a novel low-cost spectral camera was developed by coordinating an IMX219 image sensor, an AS7265x spectral sensor, and four SFH 4737 broadband infrared LEDs through a single-board computer. Images and spectral data from the lobster’s dorsal carapace were acquired from intermoult, pre-ecdysis, and post-ecdysis lobsters. For the first time, suture line definition was found to be enhanced under 850 nm, 365 nm, and SFH 4737 LEDs for immerged lobsters, while the 850 nm LED achieved the best suture line definition of emerged lobsters. Although the spectral camera was unable to characterise pre-ecdysis, its development was validated when a least squares regression for binary classification decision boundary successfully separated 86.7% of post-ecdysis lobsters. Achieving post-ecdysis characterisation is the first time the dorsal carapace surface has been used to characterise a moult stage for palinurid lobsters.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
93e135e2-3e83-4342-8948-56b5e30b3f16
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:46.087000 |
18606238-5ba1-49fe-92d5-6d821b4d9542
|
With the lobster emerged, the suture line is detectable on pre-ecdysis images under all four lighting conditions.Under the NIR and the SFH 4737 LEDs, the suture line is well defined along its entire length as the detail and contrast of other surface structures of the lobster are supressed.Visible and NUV lighting maintains the definition of non-suture line textures and contrast on the surface of the lobster (representative images are shown in Figure 2).The suture remains distinct from baseline intermoult images because the suture path between the carapace and the branchiostegite is white during intermoult and becomes dark when the suture lines form.However, the posterior section of suture development on the carapace has a similar appearance to intermoult due to similarity with a band of brown pigment normally present on the intermoult branchiostegite. binary classification was used to establish a decision boundary to separate post-ecdysis and the combined intermoult and pre-ecdysis stage groups on the plot.The model used was: where X is a vector of the two independent variables of green channel pixel percentage illumination and infrared reflectance, β is a vector of slope coefficients from the least squares regression, and β0 is the intercept coefficient.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
d38e069b-f7ad-476b-8608-aa09cba668cf
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:46.391000 |
d7a96e45-cc3c-4966-bf79-6079399cbf15
|
Disastrous storm surges and waves caused by typhoons are major marine dynamic disasters affecting the east China coast and the Changjiang River Estuary, especially when they occur coincidentally. In this study, a high-resolution wave–current coupled model consisting of ADCIRC (Advanced Circulation) and SWAN (Simulating Waves Nearshore) was established and validated. The model shows reasonable skills in reproducing the surge levels and waves. The storm surges and associated waves are then simulated for 98 typhoons affecting the Changjiang River Estuary over the past 32 years (1987–2018). Two different wind fields, the ERA reanalysis and the ERA-based synthetic wind with a theoretical typhoon model, were adopted to discern the potential uncertainties associated with winds. Model results forced by the ERA reanalysis show comparative skills with the synthetic winds, but differences may be relatively large in specific stations. The extreme surge levels with a 50-year return period are then presented based on the coupled model results and the Gumbel distribution model. Higher risk is presented in Hangzhou Bay and the nearshore region along the coast of Zhejiang. Comparative runs with and without wave effects were conducted to discern the impact of waves on the extreme surge levels. The wave setup contributes to 2–12.5% of the 50-year extreme surge level. Furthermore, the joint exceedance probabilities of high surge levels and high wave height were evaluated with the Gumbel–logistic statistic model. Given the same joint return period, the nearshore region along the coast of Zhejiang is more vulnerable with high surges and large waves than the Changjiang River Estuary with large waves and moderate surges.
|
None
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[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
6ad0502d-6534-4e9c-b54c-ba32b5ad40ea
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:46.541000 |
06669f67-12ce-40fb-9142-798d469b0e04
|
Oceanic dynamic hazards having the largest impact are events that have both high surge levels and large wave heights.The two generally occur synchronously.Thus, it is more interesting to evaluate the joint exceedance probabilities.Joint probability analysis provides additional information that cannot be obtained by single variable storm surge analysis, such as the joint return periods, and the conditional return periods for these variables [30,64,72].The Gumbel logistic model is used to obtain the joint probability distribution of surge levels and significant wave heights from the wave-current coupled models.Eight points along the East China coast are selected to show their joint return periods, with their location marked in Figure 1b. Figure 12 shows contours of joint return periods of storm surge levels and significant wave heights at the selected stations.Given the return period of a storm event, it can be seen from Figure 12 that both extreme surge levels and significant wave heights increase with the increasing return period.However, the changing rate varied at different points.For example, when the extreme surge level of 1.2 m with 10-year return period increases to 1.7 m with 100-year return period, the corresponding significant wave height increases from 4 m to 5.5 m at Kanmen.While in Wenzhou, given the similar change of extreme surge level from 1.1 m with 10-year return period to 1.7 m with 100-year return period, the corresponding significant wave height only increases from 2.2 m to 3.2 m.This indicates that Kamen is more likely to be affected by both tremendous surges and waves, while tremendous surges are accompanied with moderate waves at Wenzhou. In addition, the 50-year extreme surge levels when the co-occurred significant wave height reached 1.0 m are shown in Figure 13a.Higher surges of about 1.5-2.0m are found at the Hangzhou Bay and coasts along Zhejiang province.Moderate surge levels (1.0-1.5 m) occur over the CRE region.The conditional joint return periods with the
|
None
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[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
8a5b7c99-3682-4b23-998c-9752e95e9c33
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:46.624000 |
d1cb731e-bd60-49e5-9092-f55a01e1a71b
|
Understanding the marine hydro-thermohaline environment is essential for terrestrial meteorology and the coastal ecosystem. Here, we provide insight into the hydro-thermohaline environment at the Qiongdongnan continental slope of the northern South China Sea and the mechanism controlling it, with focus on its short-term characteristics. We employ a well-validated three-dimensional unstructured-grid-based Finite Volume Coastal Ocean Model (FVCOM) to analyze the spatial-temporal behavior of its hydro-thermohaline structures and to quantify the transport fluxes over a full tidal period. The analysis reveals a two-layer flow structure with directionally oppositely moving layers in the along-isobaths direction. Furthermore, transport patterns undergo periodic changes. During the spring tide, the downslope (along-isobaths) transport of water/heat/salt is approximately 119%/70%/120% higher (62%/62%/62% lower) than during the neap tide. From analyzing the different terms in the thermohaline balance equation, we find that the main dynamic factors controlling heat transport over a tidal period are the gravitational convention and the mean flow, while the salt transport is only dominated by the mean flow. The data of the short-term thermohaline evolution of the QDNS provided in this study may be of use for future studies of the northern SCS, including its marine ecology and marine fisheries.
|
None
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[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
1b03f89a-12d9-420b-a6a4-d6d68e590095
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:46.741000 |
914280a7-ae17-4027-882b-8406dcf50a16
|
The model domain of about 42,315 km 2 is bounded by Hainan Island at the land side and exhibits an open boundary at the sea side, indicated by the solid black line in Figure 1b. Figure 1d depicts the unstructured triangular grid of the numerical model, which contains 24,889 nodes and 48,792 cells.The size of a horizontal grid cell is about 5000 m along the open boundary and gradually decreases to about 200 m in the QDNS and nearshore area to resolve short-term slope-induced hydrodynamics (Figure 1d).Vertically, for the internal mode, the model employs a hybrid, terrain-following coordinate system consisting of 40 layers to match the complex bathymetry between the continental shelf area and the Qiongdongnan basin (Figure 1b).Precisely, for sea floor locations with a depth of less than 80 m, these layers are evenly spaced, whereas for sea floor locations with a depth of more than 80 m, the near-floor and near-free-surface layers are more densely spaced (5 layers with a 2 m spacing) than those in between. Coastline data is obtained from the Global Self-consistent, Hierarchical, High-resolution Geography Database (GSHHG) produced by the National Geophysical Data Center (NGDC) [29].Topography is constructed based on the NGDC's ETOPO1 Global Relief Model [30], with 1 • resolution in longitude-latitude.
|
None
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[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
cb93cb04-76bd-45e7-ba8a-5129fa014967
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:46.867000 |
37893921-e60b-4348-b173-88c3715da50b
|
Salinity is a major environmental factor shaping the distribution and abundance of marine organisms. Climate change is predicted to alter salinity in many coastal regions due to sea level rise, evaporation, and changes in freshwater input. This exerts significant physiological stress on coastal invertebrates whose body fluid osmolality follows that of seawater (‘osmoconformers’). In this study, we conducted a systematic review and meta-analysis of osmolytes (both organic and inorganic) utilized by osmoconforming marine invertebrates during a >14-day acclimation to reduced salinity. Of the 2,389 studies screened, a total of 56 fulfilled the search criteria. Thirty-eight studies reported tissue osmolyte. Following acclimation to reduced salinity, tissue concentrations of six organic compounds and sodium were consistently reduced across phyla. This suggests that intracellular inorganic ions are not only utilized as a rapid response system during acute exposure to low salinity stress but also, in concert with reductions in organic osmolyte concentrations, during longer-term acclimation. Our systematic review demonstrates that only a few studies (n = 13) have quantified salinity-induced long-term changes in intracellular ion concentrations. In addition, no study has compiled a complete intracellular osmolyte budget. Alanine, betaine, glycine, and taurine are the major organic osmolytes that are universally employed across five phyla. The characterization of organic osmolytes was heavily weighted towards free amino acids (FAAs) and derivatives—neglecting methylamines and methylsulfonium compounds, which can be as important as FAAs in modulating intracellular osmolality. As a consequence, we suggest best-practice guidelines to streamline experimental designs and protocols in osmoregulation research in order to better understand the conserved mechanisms that define the limits of salinity acclimation in marine invertebrates. To our best knowledge, this is the first systematic review and meta-analysis on osmolyte concentrations in osmoconformers acclimated to low salinity. It creates a valuable baseline for future research and reveals large research gaps. Our meta-analysis suggests that there are common osmolyte actors employed across phyla but no uniform concept since osmolyte pool composition and proportions were taxon-specific. In light of future salinity changes and their potential consequences, it becomes more important to understand salinity tolerance capacities and limits.
|
None
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[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
311ae84a-fac5-4329-93a1-30e0b9fab1f1
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:46.967000 |
f4ff1bce-3a6f-4e55-8404-46be2afcc2d8
|
All statistical analyses and graphical display of results were conducted with the R software (Version 3.4.0)implemented in Rstudio (Version 0.98.1083).Single tanks were regarded as units of replication.Normality of data and homogeneity of variances were assessed graphically prior to applying the Shapiro-Wilks-W Test and the Levene's Test, respectively.One-way ANOVA was applied for single osmolyte concentrations followed by Tukey's HSD post hoc tests.Changes in the total osmolyte concentration across salinities were analysed with linear regression to calculate the critical salinity S crit .If the data did not meet assumptions of normality and homogeneity, either transformations (logarithmic, square root, Box-Cox) were applied or the non-parametric Kruskal-Wallis-Test, followed by Nemenyi post hoc tests.All p-values < 0.05 were considered significant.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
3defecf9-61c3-408f-9123-332e7916510c
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.066000 |
320ee80c-cb97-4818-bb12-dfc99396b553
|
Wind, chemical enhancement, phytoplankton activity, and surfactants are potential factors driving the air-sea gas exchange of carbon dioxide (CO2). We investigated their effects on the gas transfer velocity of CO2 in a large annular wind-wave tank filled with natural seawater from the North Atlantic Ocean. Experiments were run under 11 different wind speed conditions (ranging from 1.5 ms−1 to 22.8 ms−1), and we increased the water pCO2 concentration twice by more than 950 μatm for two of the seven experimental days. We develop a conceptual box model that incorporated the thermodynamics of the marine CO2 system. Surfactant concentrations in the sea surface microlayer (SML) ranged from 301 to 1015 μgL−1 (as Triton X-100 equivalents) with enrichments ranged from 1.0 to 5.7 in comparison to the samples from the underlying bulk water. With wind speeds up to 8.5 ms−1, surfactants in the SML can reduce the gas transfer velocity by 54%. Wind-wave tank experiments in combination with modeling are useful tools for obtaining a better understanding of the gas transfer velocities of CO2 across the air-sea boundary. The tank allowed for measuring the gas exchange velocity under extreme low and high wind speeds; in contrast, most previous parametrizations have fallen short because measurements of gas exchange velocities in the field are challenging, especially at low wind conditions. High variability in the CO2 transfer velocities suggests that gas exchange is a complex process not solely controlled by wind forces, especially in low wind conditions.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
fbbb7032-78d7-4f38-b2c9-2175b0bc8d46
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.153000 |
5f7c8928-4b1a-4068-8702-e3d70ad2ce14
|
CO 2 enrichment was carried out by adding CO 2 -enriched seawater to the Aeolotron, i.e., CO 2 evasion experiments on selected days (see below).The amount of CO 2 -enriched water needed to achieve the target pCO 2,w level was estimated based on the salinity, temperature, and pCO 2,w data of the seawater in the Aeolotron using the CO2SYS computer program.The addition of CO 2 -enriched seawater increases DIC while TA remains constant.On November 18, 2014 and November 27, 2014, we manipulated the pCO 2,w levels in seawater to 1150 µatm and 950 µatm, respectively.The levels that were reached in the Aeolotron after the manipulation correspond to the mean and maximum values reported in the Intergovernmental Panel on Climate Change scenario RCP8.5 for 2100 (IPCC, 2013).The CO 2 -enriched seawater was prepared in an air-tight 200 L tank aerated with pure CO 2 gas for approximately 6 h.Then, 115 L and 120 L of the CO 2 -enriched seawater were directly transferred into the Aeolotron on November 18, 2014 and November 27, 2014, respectively.On November 27, 2014, other gases were added to the auxiliary tank for additional trace gas experiments that were run by a different group of researchers, so less saturation was reached.To achieve an even distribution of the CO 2 -enriched water throughout the Aeolotron, we turned on the axial fans to produce wind against the circulation of the tank.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
5e15331a-4bfc-484e-b537-4437c955af6d
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.261000 |
23e227c8-6c0b-4293-b208-7cc74928cc08
|
The timing of a ship taking evasive maneuvers is crucial for the success of collision avoidance, which is affected by the perceived risk by the navigator. Therefore, we propose a collision alert system (CAS) based on the perceived risk by the navigator to trigger a ship’s evasive maneuvers in a timely manner to avoid close-quarters situations. The available maneuvering margins (AMM) with ship stability guarantees are selected as a proxy to reflect the perceived risk of a navigator; hence, the proposed CAS is referred to as an AMM-based CAS. Considering the dynamic nature of ship operations, the non-linear velocity obstacle method is utilized to identify the presence of collision risk to further activate this AMM-based CAS. The AMM of a ship are measured based on ship maneuverability and stability models, and the degree to which they violate the risk-perception-based ship domain determines the level of collision alert. Several typical encounter scenarios are selected from AIS data to demonstrate the feasibility of this AMM-based CAS. The promising results suggest that this proposed AMM-based CAS is applicable in both ship pair encounter and multi-vessel encounter scenarios. Collision risk can be accurately detected, and then a collision alert consistent with the risk severity is issued. This proposed AMM-based CAS has the potential to assist autonomous ships in understanding the risk level of the encounter situation and determining the timing for evasive maneuvers. The advantages and limitation of this proposed method are discussed.
|
<li> <b>ship:</b> General<li> <b>autonomous ships:</b> General
|
[
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] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
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[
"submitted"
] |
[
"Partially correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
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[
"submitted"
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{
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"label": "vesselType",
"start": 1134
},
{
"end": 1379,
"label": "vesselType",
"start": 1363
}
] | null | null |
b36c7016-0037-411e-b766-8970f373d72e
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.353000 |
2b809a0e-55e2-4e50-857e-a49aae2517b2
|
This paper proposes an available maneuvering margins (AMM)-based collision alert system to alert the navigator to take evasive maneuvers timely for safe passing.This AMM-based CAS contains two main parts.The first part is the detection of collision risk.Instead of assuming the ship retains her speed and course under the threat of collision risk, the non-linear velocity obstacle (NLVO) algorithm is adopted to detect the collision risk by considering the encounter as a process.This considers the dynamic nature of ship maneuvering, so the accuracy of collision risk detection is improved.The second part is the determination of the alert level.The alert level is divided into three levels in terms of the degree of violation of risk-perception-based ship domain, which can be measured based on ship risk resolution.A ship's risk resolution is quantified by her available maneuvering margins with stability guarantees. Three typical encounter scenarios are selected from AIS data to demonstrate the feasibility of this AMM-based CAS, and the results are promising.This proposed AMMbased CAS is applicable in both ship pair encounter and multi-vessel encounter scenarios.The collision risk can be accurately detected for these cases.It can further accurately quantify the risk level and activate the corresponding level of risk warning.Therefore, this AMM-based CAS has the potential to be applied for various purposes in complicated encounter scenarios.First, it can support the navigator to formulate a strategy for collision avoidance.Second, it could contribute to enable the safety of autonomous ships if the CAS is further developed to lay at the basis of an automatic collision avoidance system or if it is used in a shore control center.Having sufficient information on navigational safety, including the severity of collision risk and the timing for performing evasive maneuvers, is essential for both autonomous vessels and conventional ships to take the proper actions to ensure safe passage. Nonetheless, this AMM-based CAS can be improved in the following aspects.First, this work assumes that a ship only changes course to avoid collisions.The consideration of the reduction of ship speed and course change during collision avoidance helps to improve the computational accuracy of a ship's AMM, which is one direction for our next research.Second, environmental disturbance, which directly decreases the ship's maneuverability and ship stability, must be considered in future studies.The consideration of the impact of environmental disturbance could expand the applicability of this method.Third, to the method of developing an optimal collision avoidance strategy after receiving a collision alert requires future work.Safety, economy, and comfort will be considered simultaneously.Finally, this AMM-based CAS has demonstrated its reasonableness and feasibility only in a limited test scenario, so further testing (additional scenarios of encounter cases occurring in different waters, in bridge simulators, and onboard vessels) is required before it can be used in practical contexts.Considering the difference between open waters and restricted waters, more tests in restricted waters are necessary to check whether this AMM-based CAS is still effective under such encounters.
|
<li> <b>ship:</b> General<li> <b>ships:</b> General<li> <b>autonomous ships:</b> General<li> <b>vessels:</b> General<li> <b>autonomous vessels:</b> General
|
[
[
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{
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"start": 517
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{
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{
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{
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{
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{
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{
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{
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{
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},
{
"end": 1930,
"label": "vesselType",
"start": 1912
}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 282,
"label": "vesselType",
"start": 278
},
{
"end": 521,
"label": "vesselType",
"start": 517
},
{
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"label": "vesselType",
"start": 753
},
{
"end": 801,
"label": "vesselType",
"start": 797
},
{
"end": 824,
"label": "vesselType",
"start": 820
},
{
"end": 1119,
"label": "vesselType",
"start": 1115
},
{
"end": 2114,
"label": "vesselType",
"start": 2110
},
{
"end": 2197,
"label": "vesselType",
"start": 2193
},
{
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"label": "vesselType",
"start": 2298
},
{
"end": 2423,
"label": "vesselType",
"start": 2419
},
{
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"label": "vesselType",
"start": 2446
},
{
"end": 1607,
"label": "vesselType",
"start": 1602
},
{
"end": 1953,
"label": "vesselType",
"start": 1948
},
{
"end": 1607,
"label": "vesselType",
"start": 1591
},
{
"end": 1930,
"label": "vesselType",
"start": 1923
},
{
"end": 3044,
"label": "vesselType",
"start": 3037
},
{
"end": 1930,
"label": "vesselType",
"start": 1912
}
] | null | null |
4855d8d2-2b1d-4b5a-a064-186e225b46a1
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.444000 |
e5f46c41-6ab1-4a98-a3d7-18381e8d8a61
|
AbstractMany marine invertebrates including ctenophores are capable of extensive body regeneration when injured. However, as for the invasive ctenophore Mnemiopsis leidyi, there is a constant subportion of individuals not undergoing whole body regeneration but forming functionally stable half-animals instead. Yet, the driving factors of this phenomenon have not been addressed so far. This study sheds new light on how differences in food availability affect self-repair choice and regeneration success in cydippid larvae of M. leidyi. As expected, high food availability favored whole-body regeneration. However, under low food conditions half-animals became the preferential self-repair mode. Remarkably, both regenerating and half-animals showed very similar survival chances under respective food quantities. As a consequence of impaired food uptake after injury, degeneration of the digestive system would often occur indicating limited energy storage capacities. Taken together, this indicates that half-animals may represent an alternative energy-saving trajectory which implies self-repair plasticity as an adaptive trade-off between high regeneration costs and low energy storage capacities. We conclude that self-repair plasticity could lead to higher population fitness of ctenophores under adverse conditions such as in ships’ ballast water tanks which is postulated to be the major vector source for the species’ spreading around the globe.
|
<li> <b>ships:</b> General
|
[
[
{
"end": 1339,
"label": "vesselType",
"start": 1334
}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 1339,
"label": "vesselType",
"start": 1334
}
] | null | null |
cd9b95d8-5cfc-4461-8555-e0166f02da11
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.536000 |
6d52bf96-5a34-4cae-9629-bfa51235b58c
|
Although half-animals and possibly other forms of incomplete ctenophores are likely to occur frequently in nature 10,27 , their ecological relevance on population and community-level is not well understood.Common injury sources are sublethal predation by fish and other gelatinous zooplankton as well as probably turbulent environments 11,27 .Natural frequencies of injury and subsequent self-repair are difficult to assess in the field, as injury rates can vary strongly in time and space, and previous injuries can be masked by rapid regeneration 5 .As shown for benthic invertebrate communities, injury frequencies and individual capacity of healing and regeneration can affect community dynamics 5 .If this also applies to pelagic communities needs still to be resolved.Further laboratory experiments will be important to investigate the impact of ecological factors on the formation and retention time of half-animals under various ecological conditions, and to study potential trade-offs between whole body regeneration and half-animal formation.Another important ecological scenario in which self-repair plasticity of M. leidyi could play a role is the transport in ballast water tanks of ships which is postulated to be the cause for several unwanted introductions of M. leidyi in various ecosystems worldwide 15 .Major life history traits generally associated with its invasion success are self-fertilizing hermaphroditism, fast growth and high reproduction rates as well as tolerance to abiotic and biotic stressors 10,15 .Interestingly, the role of healing and regeneration has been largely neglected so far although the vector transport in ballast water entails pumping processes during uptake and discharge with potentially detrimental effect on animals' body integrity.Here, self-repair plasticity may facilitate higher changes of survival and recovery of M. leidyi inside the ballast tanks and when discharged into new environments. Evolutionary context.This study supports a subtle shift in perspective on how to view the emergence and presence of high regeneration capacities in basal metazoans.As demonstrated for M. leidyi, the attempt of whole body regeneration is not a single axiomatic self-repair trajectory irrespective of environmental conditions.Instead, individuals are likely to adopt their self-repair trajectory according to environmental food conditions.This might be an important trade-off considering that ctenophores show a generally low carbon content 34 with seemingly no explicit storage tissue as this could most likely not guarantee reliable regeneration success under highly variable food conditions in nature.We therefore hypothesize that self-repair plasticity is a possible adaptive trait in order to maximize population fitness in variable environments.
|
<li> <b>ships:</b> General
|
[
[
{
"end": 1201,
"label": "vesselType",
"start": 1196
}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 1201,
"label": "vesselType",
"start": 1196
}
] | null | null |
1e7505f3-7885-4d63-85eb-8f6525c76b2d
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.653000 |
ce371520-11ba-4233-91ad-9222a6c6eee8
|
Particles afloat in the ocean are important components of marine element cycles. Most of this particulate matter is suspended in the sunlit surface layer and is mainly composed of microscopic living and dead organisms and fecal pellets. Aggregation of small, suspended particles into large, rapidly sinking aggregates can transport surface-derived material to the deep ocean and the seafloor, contributing to the so-called biological pump. The comprehensive analysis of these sinking particles has increased our understanding of important biogeochemical ocean processes, such as the relationship between the rate of primary production and downward flux of particulate organic matter, the biological control of the removal of abiogenic particles from the surface ocean, and seasonal or interannual variations in downward particle fluxes. Sediment traps have been widely used since the late 1970s to capture the downward flux of particles for study (e.g., Staresinic et al., 1978; Knauer et al., 1979).
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
ed830f19-3173-4d04-9b15-6a0c4d67be96
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.728000 |
873c384c-11dd-42ff-978d-748af4f8c871
|
Sediment Traps: A Renowned Tool in Oceanography Applied to New Marine Pollutants By Luisa Galgani, Helmke Hepach, Kevin W. Becker, and Anja Engel Particles afloat in the ocean are important components of marine element cycles.Most of this particulate matter is suspended in the sunlit surface layer and is mainly composed of microscopic living and dead organisms and fecal pellets.Aggregation of small, suspended particles into large, rapidly sinking aggregates can transport surfacederived material to the deep ocean and the seafloor, contributing to the so-called biological pump.The comprehensive analysis of these sinking particles has increased our understanding of important biogeochemical ocean processes, such as the relationship between the rate of primary production and downward flux of particulate organic matter, the biological control of the removal of abiogenic particles from the surface ocean, and seasonal or interannual variations in downward particle fluxes.Sediment traps have been widely used since the late 1970s to capture the downward flux of particles for study (e.g., Staresinic et al., 1978;Knauer et al., 1979). While helping us to understand how fast "natural" elements such as carbon and nutrients (i.e., nitrogen, phosphorus, and iron) are exported from the surface to the deep ocean on various timescales, sediment traps can also provide important information on fluxes and removal rates of anthropogenic pollutants such as plastic particles.In contrast to the surface-tethered drifting array, which permits estimations of downward particle fluxes in open waters, the year-round coastal array serves as an in situ particle collector that allows us to study how plastic particles correlate with organic particle abundance over seasonal cycles.This long-term monitoring strategy will enable us to track changes in the marine ecosystem and in plastic concentrations, and will potentially provide information on plastic interaction with biogeochemical and physical processes that drive long-term ecosystem changes.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
020aa860-2714-49ea-aa25-3e1a84a0f845
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.811000 |
49ee3130-801f-4967-8110-717881d99431
|
Ice-tethered ocean profiling systems are an essential tool for the year-round observation of physical and biogeochemical properties of the Arctic Ocean. Despite being considered expendable equipment due to the challenging logistics, their recovery is attractive mainly due to two factors: If the sensors can be retrieved, this allows for their post calibration, which helps to assess sensor drift and biofouling. In addition, the recovery of such expensive equipment can ease off financial pressure on autonomous ocean observation programs by enabling the reuse of central elements after refurbishment. Here we present a method how such profiling systems can be recovered from sea ice by 3 people in about 4 h, without the on-site availability of a fully-equipped vessel. The presented technique combines rope techniques from mountain rescue applications with lightweight equipment and procedures similar to those used for the deployment of such instruments. We provide a detailed description of the whole process, provide suggestions for potential improvements as well as suggestions toward improved instrument design favoring recoverability of future deployments. We conclude that good preparation and practice of the relevant rope procedures is critical to mission success and that a well-selected range of necessary equipment makes the process much more efficient.
|
<li> <b>vessel:</b> General
|
[
[
{
"end": 770,
"label": "vesselType",
"start": 764
}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 770,
"label": "vesselType",
"start": 764
}
] | null | null |
d54d63d3-bc52-46c7-9911-4ab04ee7c995
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:47.944000 |
9e243886-da07-4f0e-9533-6c45fdd627f7
|
A pulley system amplifies the force applied by a user.Thus, different pulley systems are an essential tool in every recovery method that does not use any powered lifting devices, such as winches or cranes.A pulley consists of a rope and at least one, or better, several blocks.The force amplification comes with an increase in the length of rope that needs to be pulled out of the pulley to achieve a certain lift.The higher the amplification factor of the pulley system, the more meters of rope need to be pulled out of the system for the same lifting distance.To provide efficient hauling, the amplification must thus be tailored to the task, especially when a load, such as a profiler, needs to be lifted over several 100 vertical meters. For a more comfortable and safe operation of the heavy system components during the deployment of ocean-profiling buoys, 6:1 rope pulleys with each three parallel blocks on each side are often used.However, 4:1 rope pulleys in a violin layout from sports sailing are easier to operate, with a much reduced likelihood of tangling and still sufficient amplification for most situations.The actual efficiency of a pulley system is highly dependent on the friction losses in the blocks, thus higher theoretical amplifications often do not provide significantly more true lifting capacity. While two such high amplification pulley systems are used in the initial stage of our recovery method, they are not suitable for the long vertical hauling distances of several 100 m, as the recovery would take too much time.The recovery process is significantly sped up using the simplest 2:1 pulley, also called a "loop haul" or "loose block."One end of the rope is attached to a fixpoint, while the load is attached in a block which redirects the rope by 180 • into the pulling direction.As this pulley system only uses one block, friction losses are small, and 50 m of lift can be generated with only 100 m of working distance.In our recovery technique, we thus use a horizontal 2:1 loop haul.We attach one end of a 50 m long rope to a fixpoint in a distance of 50 m from the recovery hole.A diversion pulley redirected the rope to a wooden bar fixed at the other end of the rope, so the load could easily be lifted by two persons walking away from the deployment hole.While the use of pulling harnesses or belts might provide more comfort, care should be taken that fixing the pulling personal to the rope might be very dangerous in the case of failures in the system.The pulley block was attached to the loaded wire using the Klemheist friction knot.For the 60 kg of bottom weight on the present system, this setup provided safe control over the load and efficient hauling speed.For larger bottom weights, the pulley techniques have to be adjusted accordingly.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
af21fc40-80c9-48bd-a78c-a2d72d77fa6c
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.031000 |
4d5dc6e7-15c1-4c8d-99a4-9d425201429a
|
Many filamentous vibriophages encode virulence genes that lead to the emergence of pathogenic bacteria. Most genomes of filamentous vibriophages characterized up until today were isolated from human pathogens. Despite genome-based predictions that environmental Vibrios also contain filamentous phages that contribute to bacterial virulence, empirical evidence is scarce. This study aimed to characterize the bacteriophages of a marine pathogen, Vibrio alginolyticus (Kiel-alginolyticus ecotype) and to determine their role in bacterial virulence. To do so, we sequenced the phage-containing supernatant of eight different V. alginolyticus strains, characterized the phages therein and performed infection experiments on juvenile pipefish to assess their contribution to bacterial virulence. We were able to identify two actively replicating filamentous phages. Unique to this study was that all eight bacteria of the Kiel-alginolyticus ecotype have identical bacteriophages, supporting our previously established theory of a clonal expansion of the Kiel-alginolyticus ecotype. We further found that in one of the two filamentous phages, two phage-morphogenesis proteins (Zot and Ace) share high sequence similarity with putative toxins encoded on the Vibrio cholerae phage CTXΦ. The coverage of this filamentous phage correlated positively with virulence (measured in controlled infection experiments on the eukaryotic host), suggesting that this phage contributes to bacterial virulence.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
1f5a4f48-63a6-4600-97f1-05bf333458a7
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.116000 |
b5e72491-c2e5-454f-97e1-cff4f197f724
|
In previous studies [26,32] we sequenced the bacterial DNA of eight closely related Vibrio alginolyticus strains (Table S1).In the present study, we additionally sequenced the DNA extracted from the supernatant of mitomycin C treated liquid cultures of each strain.Within the eight sequenced V. alginolyticus genomes, we discovered two different prophage-like regions, each of which could be assigned to the order Caudovirales and two different prophage regions that could be assigned to the family Inoviridae (order Tubulavirales, Figure 1, Table S6).From the sequenced supernatant we could only identify filamentous phages but no Caudovirales.This suggests that in the tested Vibrio strains, filamentous phages are the only active replicating phages.To locate the exact positions in the bacterial chromosome of both filamentous phages, we performed a PHAGE-seq experiment [53].To do so, we sequenced the bacterial cultures with and without prior exposure to mitomycin C. Both sequencing data sets revealed an increased coverage (estimated as abundance of reads) at Inoviridae loci relative to the coverage of the rest of the bacterial chromosome (Figure S1).Furthermore, mitomycin C treated and untreated cultures produced comparable amounts of phage particles.This supports our conclusion, that these strains produce a permanent amount of phage particle protected ssDNA which cannot be increased further by mitomycin C.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
0bacfa27-9261-46b9-9cd8-b2bf59790ff8
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.199000 |
87e4a92e-d0ff-487a-ac7a-b21f5b5a1bdb
|
Tidal sand banks are common along the coast of northern France facing the North Sea, where they form linear shore-parallel or slightly oblique sand bodies from shallow coastal areas to depths of tens of meters. Hydrographic surveys have been carried out since the 1830s for mapping the seabed of the coastal zone. An analysis of the bathymetry evolution shows significant morphological changes have occurred across the shoreface since the early 19th century, largely due to cross-shore and longshore sand bank migration. Our results show that nearshore sand banks mainly migrated onshore and gained sediment, especially during the 20th century; acting as temporary sediment sinks, which can in turn serve as sand sources for providing sediment to the coast. Alongshore, the migration and elongation of sand banks can be related to tidal asymmetry that is mostly directed to the east-north-east in the region. Shore-perpendicular movement can likely be explained by the action of shore-normal storm-waves in the nearshore zone after their refraction over shallow offshore sand banks. A seaward displacement of sand banks was also observed. This may be related to the combined action of waves and tidal currents which can induce erosion on one side of the bank, decreasing its width, and eventually leading to its seaward migration. Our observations point out that some nearshore sand banks respond to the action of currents and waves, and interact between each other via feedback morphodynamic processes induced by sand bank morphological changes. The substantial morphologic changes that affected the nearshore zone of northern France during the last centuries probably had large impacts on coastal hydrodynamics and associated shoreline evolution.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
35868b98-533f-4a1b-b4c4-f33e41185793
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.291000 |
b75e4957-70bf-4622-bd47-c19e7a5d91b2
|
Bathymetric difference maps show a significant variability of seabed through the years.Based on the oldest and most recent bathymetric data available, three sectors are characterized by a strong evolution, where different patterns could be observed (Figure 5):
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
a85974e0-7a5e-4db1-884c-6eb53cfa0cc6
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.374000 |
7981a83e-2854-4c12-83bc-4d6b6c20a69c
|
The ship hull structure is composed of plates and stiffened panels. Estimating the maximum load-carrying capacity, or the ultimate strength, of these structural components is fundamental. One of the main challenges nowadays is the implementation of new materials and technologies to enhance the structural integrity, economy, safety and environmentally friendly design of the ship’s hull structure. A new design solution may be represented by aluminium alloy honeycomb sandwich structures, both as plane panels or stiffened ones, which are characterised by excellent impact-absorption capabilities and a high stiffness-to-weight ratio. Still, their response to some conditions typical of ship structural design needs to be deeply investigated. Axial compressive loading is one of the most critical conditions that could impact the structural integrity of such light-weight solutions. Hence, the uniaxial compressive behaviour of aluminium honeycomb sandwich structures has to be deeply investigated to promote their integration in ship structural design. Within this context, the present work performs an experimental and numerical study of a honeycomb sandwich panel subjected to uniaxial compressive loads. The results will help develop models for predicting the uniaxial compressive load-carrying capacity of hybrid honeycomb sandwiches of aluminium alloy design.
|
<li> <b>ship:</b> General
|
[
[
{
"end": 8,
"label": "vesselType",
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},
{
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},
{
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},
{
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"start": 1031
}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 8,
"label": "vesselType",
"start": 4
},
{
"end": 380,
"label": "vesselType",
"start": 376
},
{
"end": 692,
"label": "vesselType",
"start": 688
},
{
"end": 1035,
"label": "vesselType",
"start": 1031
}
] | null | null |
4c11ce6b-64c7-43ed-add7-5d56cb67cbec
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.457000 |
c1823747-f59d-4816-a214-89edd5b0e5c6
|
Rules and guidelines control ship hull structural design to guarantee reliability and safety acceptance.As a result, any attempt to update design procedures and introduce alternative solutions needs to be thoroughly supported by numerical and experimental analysis, both on small-and full-scale levels [1].Nevertheless, the interest towards innovative structural solutions is encouraged by the growing attention toward environmental impact, including weight-saving by introducing innovative materials [2,3]. In the continuous quest for effective and sustainable solutions, sandwich structures made of sustainable materials, such as aluminium, represent a feasible option for ship-based structural applications [4][5][6] given their intrinsic features of low density and high strengthto-weight and stiffness-to-weight ratios.Aluminium honeycomb sandwich (AHS) panels can provide marine structures with more sustainable and lighter materials [7,8] in addition to their well-known impact absorption capabilities, which could be successfully exploited to enhance collision strength in some marine applications, such as those suggested in [8,9].The attention towards the introduction of more sustainable materials in shipbuilding is increasing as a result of the continuous search for solutions aimed at mitigating the environmental impact of the shipping industry, which is recognised as responsible for about 3% of yearly global greenhouse gas (GHG) emissions on a CO 2-eq basis, according to the Fourth GHG study 2020 [10] of the International Maritime Organization (IMO). In this scenario, construction materials characterised by a high degree of recyclability are aimed at reducing the environmental impact of ships' lifecycles, especially during their production and dismantling phases.Aluminium is recognised as one of the most recyclable materials and retains its original properties, allowing it to be recycled repeatedly without degradation.In addition, the recycling of aluminium is reported to require only 5-7% [11,12] of the energy used to produce primary aluminium, significantly reducing the related emissions.It follows that a more extensive use of aluminium in shipbuilding would be beneficial to lower the environmental impact of the industry from a lifecycle perspective. Light-weight and green AHS structures could provide a beneficial alternative in terms of disposal and recyclability to fibre-reinforced polymers (FRPs), which are the most used materials for the construction of small-sized vessels.The authors suggested some marine applications of AHS.An equivalent AHS structure was suggested in [3] as an alternative to building the conventional steel inner side shells in the cargo holds of a bulk carrier as well as in [4] to replace a GFRP-balsa sandwich for a ship balcony overhang. The use of AHS in shipbuilding should be supported by consistent and validated knowledge of their ultimate strength [13], especially regarding the typical loading conditions for ship structural design.Compressive loading can generate buckling-a crucial failure mode for many engineering structures, including honeycomb sandwich panelsand cause complete structural collapse [14,15].Despite the potential advantages AHS offers in low density and high strength-to-weight and stiffness-to-weight ratios, honeycomb sandwich structures' unique geometry and material properties can make it challenging to predict their buckling behaviour.Assessing the response of AHS to similar structural design solutions is crucial to establish their potential as an alternative for marine structures. There is a growing interest in shipyards increasing the size and capacity of passenger/cruise ships.The global structural response of multi-deck ships with extensive superstructures (such as passenger and cruise ships, RoPax and mega yachts) can be particularly complex.From an early design phase, it must be considered that a ship's deck or bottom plates are subjected to in-plane compressive loading, which may lead to buckling [16][17][18]. The International Maritime Organization [19] specifically addressed the need to consider buckling phenomena suitably.Hence, class rules from all classification societies (see, as an example, Lloyd's Register rules [20]) include dedicated sections in their design rules for buckling.These design rules guide ship structure design, including rules regarding the thickness and strength of hull plating and the arrangement of frames and stiffeners. Buckling prediction is, however, a complex subject that may require the integration of several methodologies.For instance, Liu et al. [21][22][23] investigated aluminium alloy plates under low-velocity impacts, their buckling tendencies, and the ultimate strength of stiffened panels, which are often used in large passenger ships.They compared analytical, empirical, experimental and numerical approaches for the investigation of ultimate compressive strength, highlighting the main advantages and disadvantages of each one.They highlighted the significant influence of boundary conditions, initial deflections, residual stress induced by welding and heat-affected zones on the structural response and ultimate strength of aluminium-stiffened panels.The importance of considering combined loads, which act on ships during service conditions, was also pointed out. The importance of assessing the response of marine structures to uniaxial compressive loads is testified by the current state of the art, which is increasingly focusing on light-weight composite structures also involving complex loading conditions produced by load eccentricity [24][25][26].Other loading states typical of marine structures, which can be responsible for triggering buckling, may derive from the fabrication process of panels and girders.Wang et al. [27] reported that welding-induced stresses, especially on thin plates, may magnify buckling.Hence, knowing the critical conditions for buckling initiation is crucial to ensure structure reliability during service life and implement suitable manufacturing processes and technologies.However, the current state of the art uses polymer [28] or composite [29] sandwich structures.The buckling-induced damage mechanisms for such structures include face sheets-core debonding, composite skin delamination, skin fracture, cell shear, intracellular dimpling, and face wrinkling.Wei et al. [29] investigated uniaxial compressively loaded composite honeycomb sandwich columns and developed three-dimensional failure mechanism maps in which different collapse modes can occur depending on both geometrical parameters and material properties.The crucial geometrical factors affecting the buckling failure mode were cell wall thickness and length-on which the relative density depends-skin thickness, core thickness and sandwich panel width and length.The material's properties affecting the failure mode include the skin's Young's modulus, skin shear modulus, the core's Young's modulus and the shear modulus of the honeycomb core.In addition, fibre orientation was reported to affect the failure mode and the buckling strength when composite materials are used for core, skins or both.Numerical and analytical studies on the buckling response of sandwich structures can be found in [30,31].The former [30] reported a theoretical prediction of buckling critical loads for composite-based sandwich structures in quasi-static and dynamic load application conditions.Theoretical results are compared to numerical solutions, but no experimental validation was reported.A unified model for predicting local and global buckling of sandwich columns was introduced in [31].However, both skins and the core were assumed to be made of homogeneous isotropic linear elastic materials. Therefore, existing literature lacks detailed, analytical and experimental investigations focused on the uniaxial compressive response of AHS, which are indispensable to endorse their use as light-weight structures in shipbuilding.Hence, the current study investigated the structural response of AHS panels under uniaxial axial compressive loads to establish collapse modes and provides a numerical model to predict the stress-strain relationship and the panels' ultimate strength.The suggested model includes a methodology to evaluate the ultimate strength of AHS subjected to uniaxial compressive loads, which paves the way towards more reliable and efficient integration of innovative light-weight solutions in shipbuilding.In addition, the provided numerical approach would support the development of more advanced tools for complex marine structures. The assessment of buckling and the ultimate strength of AHS under uniaxial axial compressive loads is crucial to promote the broader use of AHS solutions in marine structures.This type of analysis is fundamental for investigating the local and global strengths of the ship hull structure [32].Therefore, identifying critical failure modes for AHS will be essential to support their integration within more complex marine structures.
|
<li> <b>ship:</b> General<li> <b>ships:</b> General<li> <b>passenger ships:</b> PASSENGER<li> <b>cruise ships:</b> PASSENGER<li> <b>bulk carrier:</b> BULKER<li> <b>RoPax:</b> PASSENGER<li> <b>mega yachts:</b> PLEASURE_CRAFT<li> <b>small-sized vessels:</b> General<li> <b>passenger/cruise ships:</b> PASSENGER
|
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}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Partially correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"RoPax should be mapped to RO_RO\n"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
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},
{
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}
] | null | null |
20943e66-36aa-44f6-98f9-a29a86de104c
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.544000 |
3a38902d-4b87-4f55-95f3-f4c35f9bd852
|
Sea level rise is one of the main risk factors for the preservation of cultural heritage sites located along the coasts of the Mediterranean basin. Coastal retreat, erosion, and storm surges are posing serious threats to archaeological and historical structures built along the coastal zones of this region. In order to assess the coastal changes by the end of 2100 under the expected sea level rise of about 1 m, we need a detailed determination of the current coastline position based on high resolution Digital Surface Models (DSM). This paper focuses on the use of very high-resolution Unmanned Aerial Vehicles (UAV) imagery for the generation of ultra-high-resolution mapping of the coastal archaeological area of Pyrgi, Italy, which is located near Rome. The processing of the UAV imagery resulted in the generation of a DSM and an orthophoto with an accuracy of 1.94 cm/pixel. The integration of topographic data with two sea level rise projections in the Intergovernmental Panel on Climate Change (IPCC) AR5 2.6 and 8.5 climatic scenarios for this area of the Mediterranean are used to map sea level rise scenarios for 2050 and 2100. The effects of the Vertical Land Motion (VLM) as estimated from two nearby continuous Global Navigation Satellite System (GNSS) stations located as close as possible to the coastline are included in the analysis. Relative sea level rise projections provide values at 0.30 ± 0.15 cm by 2050 and 0.56 ± 0.22 cm by 2100 for the IPCC AR5 8.5 scenarios and at 0.13 ± 0.05 cm by 2050 and 0.17 ± 0.22 cm by 2100, for the IPCC Fifth Assessment Report (AR5) 2.6 scenario. These values of rise correspond to a potential beach loss between 12.6% and 23.5% in 2100 for Representative Concentration Pathway (RCP) 2.6 and 8.5 scenarios, respectively, while, during the highest tides, the beach will be provisionally reduced by up to 46.4%. In higher sea level positions and storm surge conditions, the expected maximum wave run up for return time of 1 and 100 years is at 3.37 m and 5.76 m, respectively, which is capable to exceed the local dune system. With these sea level rise scenarios, Pyrgi with its nearby Etruscan temples and the medieval castle of Santa Severa will be exposed to high risk of marine flooding, especially during storm surges. Our scenarios show that suitable adaptation and protection strategies are required.
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None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
76383026-2f7e-4ebe-b91c-023cfbbb4944
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.628000 |
7471d66e-66cb-411b-84c4-0fa44406f863
|
To estimate the sea-level rise for 2050 and 2100 A.D. at Pyrgi, we referred to the regional IPCC AR5 sea-level projections discussed in the Fifth Assessment Report of the IPCC-AR5 [3, www.ipcc.ch](data available from the Integrated Climate data Center-ICDC of the University of Hamburg, http://icdc.cen.unihamburg.de/1/daten/ocean/ar5-slr.html).These data consist of the sea-level ensemble mean values and upper/lower 90% confidence bounds of the sea level on a global grid (spatial resolution 1°×1°), obtained by adding the contributions of several geophysical sources driving long-term sea-level changes: 1) the thermosteric/dynamic contribution (from 21 CMIP5 coupled atmosphere-ocean general circulation models AOGCMs), 2) the surface mass balance and dynamic ice sheet contributions from Greenland and Antarctica, 3) the glacier and land water storage contributions, 4) the Glacial Isostatic Adjustment (GIA), and 5) the inverse barometer effect [1].Projections, which are based on two different Representative Concentration Pathways RCP 2.6 and RCP 8.5 while providing the least and most amounts of future sea level rise, respectively, were used.The IPCC regional sea-level rate at the grid point closest to the location of the tide gauge station (Civitavecchia) was considered.By accounting for VLM from GPS data, very high-resolution DSM and regional IPCC sea level projections at the grid point corresponding to the investigated area, the first marine flooding scenarios for Pyrgi for 2050 and 2100 A.D. have been realized.To include the VLM effect in sea-level projections, we substituted the modelled GIA contribution to the IPCC rates with the GPS vertical velocities, which includes both GIA and tectonic components.Uncertainties for the sea-level estimations were calculated by combining lower and upper sea level bounds from IPCC projection and errors from GPS measurements.In any case, given the tectonic stability of the area, the VLM have a null contribution in the analysis.The relative sea-level rise in RCP2.6 and RCP8.5 scenarios at 2050 and 2100 A.D. with respect to the chosen reference epoch 2017 are shown in Figure 7, and numerical values are reported in Table 2. Table 2. Relative Sea Level Rise (RSLR, cm) above the current mean sea level at Pyrgi for 2050 and 2100 for the IPCC 2.6 and 8.5 climatic scenarios, in the mean and maximum high tide conditions.Given the vertical tectonic stability of the area, the VLM were not considered in the analysis.The projected coastline positions for 2100 A.D., corresponding to the RCP2.6 and RCP8.5 scenarios, are obtained from the DSM for the sea levels listed in Table 2 and shown in Figure 8.The computed and the represented scenarios correspond to the local mean sea level (estimated with the uncertainty of ±11.8 cm), and are obtained by neglecting the periodical contribution due to diurnal and semidiurnal tides.To account for it, in order to estimate the maximum inundation scenarios, the time series of daily hydrometric sea levels at Civitavecchia tidal station from January 2010 to December 2018 were included in the analysis.The average half amplitude of the daily tides was estimated as high as about 30 cm (Figure 5b).Consequently, in the RCP 8.5 scenario for 2100, if we take into account both the sea-level rise (56 cm) and the mean daily tides (30 cm), we can infer a maximum water level of 86 cm.Since the highest sea levels may reach 45 cm for a few hours a year during temporary meteorological conditions when a decrease in atmospheric pressure and wind push water from the sea onto the land (Figure 5b), the maximum expected water level may reach up to 101 cm above the current level.
|
None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
10897f65-eb19-42f2-961f-c3a0c2eaec6d
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.719000 |
b55d395e-72d8-4302-806f-a7919ba07ab3
|
As an important marine environmental parameter, sound velocity greatly affects the sound propagation characteristics in the ocean. In marine surveying work, prompt and low-cost acquisition of accurate sound speed profiles (SSP) is of immense significance for improving the measurement and positioning accuracy of marine acoustic equipment and ensuring underwater wireless communication. To address the problem of not being able to glean the accurate SSP in real time, we propose a convolution long short-term memory neural network (Conv-LSTM) which combines the long short-term memory (LSTM) neural network and convolution operation to predict the complete sound speed profile based on historical data. Considering SSP is a typical time series and has strong spatial correlation, Conv-LSTM can grasp not only the temporal relevance of time series, but also the spatial characteristics. The Argo temperature and salinity grid data of the North Pacific from 2004 to 2019 is imported to establish the model’s SSP dataset, and the convolution of input data is performed before going through the neurons in this recurrent neural network to extract the spatial relevance of the data itself. In the meantime, in order to prove the advanced nature of this model, we compare it with the LSTM network under the same parameter settings. The experimental results show that predicting the SSP time series at a single coordinate position under the same parameter conditions, it is best to predict the future SSP next month through the historical data of 24 months, and the prediction effect of Conv-LSTM is much better than that of the LSTM network, and the relative error (RE) is 0.872 m/s, which is 1.817 m/s less than that of LSTM. Predictions in the selected area are also exceedingly accurate relative to the actual data; the prediction error of deep water is less than 0.3 m/s, while RE on the surface layer is larger, exceeding 1.6 m/s.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
789f77bc-2c08-446f-ad12-3e4a9ff5fcf8
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.812000 |
19d4f9f8-e303-47b9-bc1f-e0d6ddc1401b
|
In the previous data preparation, we obtained monthly SSP data from BOA_Argo.Since BOA_Argo provides monthly average temperature and salinity profile data, our dataset is also monthly average SSP.Monthly SSP data in marine environment are more representative for distribution of sound speed, and long-term forecast can prove the effectiveness of the method better than short-term forecast.In order to verify the validity of the model for predicting sound velocity profile in time and space, we create two different datasets.One is the SSP dataset at the selected location (24.5°N, 169.5°W); it contains 192 months' SSP in 0-2000 m water depth at this coordinate, the last month (192nd) of SSP data needs to be compared with the predicted result of this month as actual data.Therefore, the data format is [191,58,1].The other is the SSP dataset that covers a selected area from 15.5°N to 34.5°N in latitude and 160.5°W to 179.5°W in longitude shown in Figure 1a, and the data format is [191,20,20,58].Figure 6 shows the process of dividing training datasets and validation datasets of the time series. The time step (t in Figure 6) is an important parameter for model training.The dataset needs to be divided according to time step; the input data (X_train) are sliding through the time series at a time step t, and the output data (Y_train) are the next set of the input data.In that way, the SSP dataset is divided into training and validation samples.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
93905d43-5837-4afc-ad2a-a41d6cee09df
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.903000 |
8b4983f7-3794-4cca-bbdd-cfdd2260ecd3
|
This study analyses the technical and economic aspects of a novel subsea freight glider (SFG). The SFG is an excellent replacement for tanker ships and submarine pipelines transporting liquefied CO2. The main aim of the SFG is to ship CO2 from an offshore facility to an underwater well where the gas can be injected; as an advantage, the SFG vehicle may be used to transport all kinds of cargo. The SFG travels below the sea surface, making the vessel weather-independent. The research is divided into two steps. Firstly, the technical feasibility analysis is performed by designing a baseline design with a length of 56.5 m, a beam of 5.5 m, and a cargo volume of 1194 m3. The SFG is developed using DNVGL-RU-NAVAL-Pt4Ch1, which was initially created for military submarine designs. Two additional half-scaled 469 m3 and double-scaled 2430 m3 models are created when the baseline design fulfils the technical requirements. Secondly, the economic analysis is carried out using the freely accessible MUNIN D9.3 and ZEP reports. The economic feasibility analysis is illustrated through a case study with a CO2 transport capacity range of 0.5 to 2.5 mtpa (million tons per annum) and a transport length range of 180 km to 1500 km. The prices of CO2 per ton for the SFG, crew and autonomous tankers, and offshore pipelines are comprehensively compared. According to the results, SFGs with capacities of 469 m3, 1194 m3, and 2430 m3 are technically possible to manufacture. Moreover, the SFGs are competitive with a smaller CO2 capacity of 0.5 mtpa at distances of 180 and 500 km and a capacity of 1 mtpa at a distance of 180 km.
|
<li> <b>tanker ships:</b> TANKER<li> <b>vessel:</b> General<li> <b>submarine:</b> General<li> <b>subsea freight glider:</b> General<li> <b>autonomous tankers:</b> TANKER
|
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[
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[
"Correct"
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
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[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
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[
"submitted"
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[
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{
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{
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] | null | null |
e5b40f42-cff7-44ce-998a-296586770639
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:48.995000 |
f7f710b2-831c-434e-a364-3edb4a188d5d
|
For the small CO 2 capacity of 0.5-1 mtpa, the SFG has the lowest cost.The major reason for having the lowest price is the small number of vessels needed to complete the mission.In contrast, the crew tanker ship with the smallest capacity is oversized.As a result, the SFG has a lower CAPEX and OPEX than the other vessels. In the 0.5 and 1 mtpa volume cases, the offshore pipelines are not considered.Overall, offshore pipelines are not economical for transferring small volumes of CO 2 .They are most profitable for large transport volumes (10-20 mtpa).
|
<li> <b>vessels:</b> General<li> <b>crew tanker ship:</b> TANKER
|
[
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
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[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 146,
"label": "vesselType",
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{
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"label": "vesselType",
"start": 315
},
{
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"label": "vesselType",
"start": 195
}
] | null | null |
78e87183-9522-42ed-acd3-6ff63727787c
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.086000 |
0cae973e-8ce7-4fa0-bad3-fca3ed3060e4
|
Efficient multiple target tracking (MTT) is the key to achieving green, precision, and large-scale aquaculture, marine exploration, and marine farming. The traditional MTT methods based on Bayes estimation have some pending problems such as an unknown detection probability, random target newborn, complex data associations, and so on, which lead to an inefficient tracking performance. In this work, an efficient two-stage MTT method based on a YOLOv8 detector and SMC-PHD tracker, named EMTT-YOLO, is proposed to enhance the detection probability and then improve the tracking performance. Firstly, the first detection stage, the YOLOv8 model, which adopts several improved modules to improve the detection behaviors, is introduced to detect multiple targets and derive the extracted features such as the bounding box coordination, confidence, and detection probability. Secondly, the particles are built based on the previous detection results, and then the SMC-PHD filter, the second tracking stage, is proposed to track multiple targets. Thirdly, the lightweight data association Hungarian method is introduced to set up the data relevance to derive the trajectories of multiple targets. Moreover, comprehensive experiments are presented to verify the effectiveness of this two-stage tracking method of the EMTT-YOLO. Comparisons with other multiple target detection methods and tracking methods also demonstrate that the detection and tracking behaviors are improved greatly.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
5b2ae9f9-1f48-419e-a261-72c1ade2725e
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.169000 |
4196b6c8-6bce-42c9-a580-483dec0560cd
|
The efficiency of the EMTT-YOLO model proposed in this paper can be evaluated by adopting ablation experiments based on the YOLOv8n model for detecting multiple mariculture targets.The experimental test results are shown in Table 1, in which the metrics mAP and mAP50-90 represent the accuracy evaluation, while GFLOPs and params are the model's computational and parametric quantities, respectively.A tick indicates that the module was added to the experiment.As shown in Table 1, the improved models of the Adown and DRC2f-CA can improve the detection performance.On the one hand, the multiscale feature extraction is improved by combining the maximum pooling with average pooling throughout the downsampling process with various target scales, and meanwhile, the flexibility and facilitation for feature extraction is guaranteed.On the other hand, the DRC2f module can greatly enhance the network's expressiveness through enlarging the receptive field while greatly reducing the scale of the parameters, and the CA module can coordinate the relationship between the feature map channels and spatial locations to enhance the ability of capturing input features while ignoring the interference of irrelevant background information.The precision and recall are enhanced by 1.3% and 0.8%, respectively.And also, the behavior of our model is similarly enhanced for multiple target detection, which is demonstrated in Figure 10.There is no missing detection in the identification process for our improved model, and the detection accuracy is higher than other models.The image is blurry, and the mariculture is obstructing each other for the underwater environment, which can usually result in it being time-consuming and a low accuracy for the recognition process.Moreover, the mariculture body size is relatively small, there are more types of mariculture species, and there will be some unmarked organisms, which results in the identification method having the characteristics of fine feature extraction, scale diversification, background weakening, and so on.As related in Section 2, the fine feature extraction, scale diversification, and background weakening can be realized through the improved modules of ADOWN, DRC2f, and CA.And also, the behavior of our model is similarly enhanced for multiple target detection, which is demonstrated in Figure 10.There is no missing detection in the identification process for our improved model, and the detection accuracy is higher than other models.The image is blurry, and the mariculture is obstructing each other for the underwater environment, which can usually result in it being time-consuming and a low accuracy for the recognition process.Moreover, the mariculture body size is relatively small, there are more types of mariculture species, and there will be some unmarked organisms, which results in the identification method having the characteristics of fine feature extraction, scale diversification, background weakening, and so on.As related in Section 2, the fine feature extraction, scale diversification, and background weakening can be realized through the improved modules of ADOWN, DRC2f, and CA.The identification and classification are implemented in the detection of different types of mariculture targets, as shown in Figure 11.It is also challenging to identify multiple species relative to a single species, which requires not only recognizing different categories, but also recognizing the target with a higher accuracy.As shown in Figure 11, all classification models can identify two types of mariculture targets, but a higher accuracy can be achieved in our improved model.And also, the behavior of our model is similarly enhanced for multiple target detection, which is demonstrated in Figure 10.There is no missing detection in the identification process for our improved model, and the detection accuracy is higher than other models.The image is blurry, and the mariculture is obstructing each other for the underwater environment, which can usually result in it being time-consuming and a low accuracy for the recognition process.Moreover, the mariculture body size is relatively small, there are more types of mariculture species, and there will be some unmarked organisms, which results in the identification method having the characteristics of fine feature extraction, scale diversification, background weakening, and so on.As related in Section 2, the fine feature extraction, scale diversification, and background weakening can be realized through the improved modules of ADOWN, DRC2f, and CA.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
fab701c0-8f8c-47db-99cb-66e0653763fe
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.253000 |
6a6025dd-9299-4ca5-bd40-0a07d0f56bc4
|
Abstract. Carbon monoxide (CO) influences the radiative budget and oxidative capacity of the atmosphere over the Arctic Ocean, which is a source of atmospheric CO. Yet, oceanic CO cycling is understudied in this area, particularly in light of the ongoing rapid environmental changes. We present results from incubation experiments conducted in the Fram Strait in August–September 2019 under different environmental conditions: while lower pH did not affect CO production (GPCO) or consumption (kCO) rates, enhanced GPCO and kCO were positively correlated with coloured dissolved organic matter (CDOM) and dissolved nitrate concentrations, respectively, suggesting microbial CO uptake under oligotrophic conditions to be a driving factor for variability in CO surface concentrations. Both production and consumption of CO will likely increase in the future, but it is unknown which process will dominate. Our results will help to improve models predicting future CO concentrations and emissions and their effects on the radiative budget and the oxidative capacity of the Arctic atmosphere.
|
None
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[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
2cf8fd86-18d8-4de4-8849-44c36fcb4e5e
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.341000 |
9d1f8d8a-af02-4f73-8275-c1efbac5ced4
|
Dissolved CO concentrations were determined by the headspace method as described by Xie et al. (2002).We established a headspace by injecting 15 mL of CO-free synthetic air (purified via MicroTorr series, 906 Media, SAES Getters, USA).The samples were then equilibrated for 8 min (Law et al., 2002;Xiaolan et al., 2010).A 5 mL subsample from the equilibrated headspace was injected with a gastight syringe into the sample loop of a CO analyser (ta3000, AME-TEK, USA).Every sixth sample injection was followed by the injection of a standard gas mixture with 113.9 ppb CO in synthetic air (Deuste Gas Solutions, Germany) which was calibrated against a certified standard gas (250.5 ppb CO, calibrated against the NOAA 2004 scale at the Max Planck Institute for Biogeochemistry, Jena, Germany).This value was chosen as it lies in the expected range of the CO mole fraction equilibrated with open-ocean waters.Blank measurements were performed before sample measurements by injecting CO-free synthetic air.No contamination by CO was detectable, and, therefore, no blank correction was applied. Measured CO mole fractions from the headspace were corrected for the drift of the detector with the standard gas measurements and corrected for water vapour (Wiesenburg and Guinasso, 1979).The final dissolved CO concentrations were calculated based on Stubbins et al. (2006) with the solubility coefficients from Wiesenburg and Guinasso (1979).For each of the CO concentration triplicates we calculated the arithmetic mean and estimated the standard error according to David (1951).The overall mean error for the measurements of dissolved CO was ±0.025 nmol L -1 (±17.4 %).The lower detection limit of the CO analyser is 10 ppb CO in air, which translates to a detection limit of about 0.01 nmol L -1 for dissolved CO concentrations at equilibrium at water temperatures of -1 to 4 • C and salinities of 30 to 35.
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None
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[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
009671b4-e149-48a4-abb1-6fc3ef7397ca
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.425000 |
9e692376-e60c-4621-9e4a-24003b6fc28b
|
Abstract. Air/sea fluxes of dimethylsulfide (DMS) were measured by eddy correlation over the Eastern South Pacific Ocean during January 2006. The cruise track extended from Manzanillo, Mexico, along 110° W, to Punta Arenas, Chile. Bulk air and surface ocean DMS levels were also measured and gas transfer coefficients (kDMS) were computed. Air and seawater DMS measurements were made using chemical ionization mass spectrometry (API-CIMS) and a gas/liquid membrane equilibrator. Mean surface seawater DMS concentrations were 3.8±2.2 nM and atmospheric mixing ratios were 340±370 ppt. The air/sea flux of DMS was uniformly out of the ocean, with an average value of 12±15 μmol m−2 d−1. Sea surface concentration and flux were highest around 15° S, in a region influenced by shelf waters and lowest around 25° S, in low chlorophyll gyre waters. The DMS gas transfer coefficient exhibited a linear wind speed-dependence over the wind speed range of 1 to 9 ms−1. This relationship is compared with previously derived of k from DMS, CO2, and dual tracer data from the Atlantic and Pacific Ocean, and with the NOAA/COARE gas transfer model. The model generated slope of k vs. wind speed is at the low end of those observed in previous DMS field studies.
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None
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[
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
c30ecaaa-bf64-49ea-b2d7-7f5bc115ea81
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.544000 |
147d76fa-bb60-4bcd-9462-4985aa7a140e
|
The eddy covariance data processing routine has been described in detail by Marandino et al. (2007).Fluxes, concentration gradients, and k values were processed in one hour intervals.The data presented here have been corrected for ship motion, sensor misalignment, and high frequency attenuation in the sample tubing.After wind corrections, the vertical wind DMS cospectra looked similar to idealized cospectral representations of scalar fluxes in the atmospheric boundary layer from Kaimal et al. (1972) (Fig. 2).The magnitude of the high frequency attenuation correction was 25.4±15.7%.Quality control criteria have been applied to identify data affected by flow distortion, heterogeneity in surface seawater DMS, and low frequency features in the flux cospectrum.The quality control tests resulted in the omission of 62 records out of 97. The uncertainties in the measured fluxes and concentration gradients are approximately ±25% and ±10%, respectively.The propagated uncertainty in the computed gas transfer coefficient is approximately ±25%.
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None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
06ac6a02-5284-4096-a823-3ea00945d74a
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.633000 |
08035ca0-f1e4-4453-b9a3-c2658a2a8a69
|
Abstract. The Zero Emissions Commitment (ZEC) is the change in global mean temperature expected to occur following the cessation of net CO2 emissions and as such is a critical parameter for calculating the remaining carbon budget. The Zero Emissions Commitment Model Intercomparison Project (ZECMIP) was established to gain a better understanding of the potential magnitude and sign of ZEC, in addition to the processes that underlie this metric. A total of 18 Earth system models of both full and intermediate complexity participated in ZECMIP. All models conducted an experiment where atmospheric CO2 concentration increases exponentially until 1000 PgC has been emitted. Thereafter emissions are set to zero and models are configured to allow free evolution of atmospheric CO2 concentration. Many models conducted additional second-priority simulations with different cumulative emission totals and an alternative idealized emissions pathway with a gradual transition to zero emissions. The inter-model range of ZEC 50 years after emissions cease for the 1000 PgC experiment is −0.36 to 0.29 ∘C, with a model ensemble mean of −0.07 ∘C, median of −0.05 ∘C, and standard deviation of 0.19 ∘C. Models exhibit a wide variety of behaviours after emissions cease, with some models continuing to warm for decades to millennia and others cooling substantially. Analysis shows that both the carbon uptake by the ocean and the terrestrial biosphere are important for counteracting the warming effect from the reduction in ocean heat uptake in the decades after emissions cease. This warming effect is difficult to constrain due to high uncertainty in the efficacy of ocean heat uptake. Overall, the most likely value of ZEC on multi-decadal timescales is close to zero, consistent with previous model experiments and simple theory.
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None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
f7e5791b-1908-471a-9fda-05b232eb26d0
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.716000 |
298f6490-a5ce-412f-81f3-3f5a1a351e19
|
Due to an error during the manuscript registration process FONDECYT (Chile) was incorrectly written out as "Fondos de Desarrollo de la Astronomía Nacional" instead of "Fondo Nacional de Desarrollo Científico y Tecnológico" of Chile.Additionally, grant no.19-17-00240 was incorrectly attributed to the Russian Foundation for Basic Research instead of the Russian Science Foundation. We also add the following corrections and additions to the Financial support section:
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None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
f24c16e7-a38c-42a2-a261-436328358945
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.800000 |
179413cc-b1a5-4d83-a57e-9f4159f8991f
|
Abstract. To understand solar cycle signals on the Earth's surface and identify the physical mechanisms responsible, surface temperature variations from observations as well as climate model data are analyzed to characterize their spatial structure. The solar signal in the annual mean surface temperature is characterized by (i) mid-latitude warming and (ii) no warming in the tropics. The mid-latitude warming during solar maxima in both hemispheres is associated with a downward penetration of zonal mean zonal wind anomalies from the upper stratosphere during late winter. During Northern Hemisphere winter this is manifested in a modulation of the polar-night jet whereas in the Southern Hemisphere the subtropical jet plays the major role. Warming signals are particularly apparent over the Eurasian continent and ocean frontal zones, including a previously reported lagged response over the North Atlantic. In the tropics, local warming occurs over the Indian and central Pacific oceans during high solar activity. However, this warming is counter balanced by cooling over the cold tongue sectors in the southeastern Pacific and the South Atlantic, and results in a very weak zonally averaged tropical mean signal. The cooling in the ocean basins is associated with stronger cross-equatorial winds resulting from a northward shift of the ascending branch of the Hadley circulation during solar maxima. To understand the complex processes involved in the solar signal transfer, results of an idealized middle atmosphere–ocean coupled model experiment on the impact of stratospheric zonal wind changes are compared with solar signals in observations. The model results suggest that both tropical and extra-tropical solar surface signals can result from circulation changes in the upper stratosphere through (i) a downward migration of wave–zonal mean flow interactions and (ii) changes in the stratospheric mean meridional circulation. These experiments support earlier evidence of an indirect solar influence from the stratosphere.
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None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
6e29c67f-fe15-4799-8090-75c5ddc89363
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.883000 |
d21c9876-dafb-4ce5-b21d-723ce6972121
|
Sargassum fusiforme is a commercially important brown seaweed that has experienced significant population reduction both from heavy exploitation and degradation of the environment. Cultivated breed strains are also in a state of population mixing. These population stressors make it necessary to investigate the population genetics to discover best practices to conserve and breed this seaweed. In this study, the genetic diversity and population structure of S. fusiforme were investigated by the genome-wide SNP data acquired from double digest restriction site-associated DNA sequencing (ddRAD-seq). We found a low genetic diversity and a slight population differentiation within and between wild and cultivated populations, and the effective population size of S. fusiforme had experienced a continuous decline. Tajima’s D analysis showed the population contraction in wild populations may be related to copper pollution which showed a consistent trend with the increase of the sea surface temperature. The potential selection signatures may change the timing or level of gene expression, and further experiments are needed to investigate the effect of the mutation on relevant pathways. These results suggest an urgent need to manage and conserve S. fusiforme resources and biodiversity considering the accelerating change of the environment.
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None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
077a667e-5a63-4b58-8ef0-94ef99e968a8
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:49.966000 |
131785e2-d551-402b-b161-57824f484e28
|
Quality filtering and SNP calling were conducted using the Stacks software, version 2.55 [15].The ddRAD-seq reads were filtered using process_radtags (parameters as follows: -clean -quality -rescue -renz_1 ecoRI -renz_2 nlaIII) to remove Illumina adapters and to eliminate low-quality regions.The clean data were then mapped to the S. fusiforme reference genome assembly using bowtie 2 [16].SNP calling was carried out using ref_map.plpipeline of Stacks program with PCR duplicates removed [15].The populations program (parameters as follows: -min-populations 2 -min-samples-per-pop 0.75 -min-maf 0.05 -max-obs-het 0.7 -write-single-snp) was used to filter and output the SNPs.The flag "write_single_snp" was used to restrict the dataset to contain only one SNP per locus to minimize the effects of linkage disequilibrium.The variant call format (VCF) file generated from the Stacks program was utilized for SNP annotations using SnpEff tool (version 5.0e) [17].
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None
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[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
5abd00cd-7d8e-41c1-a87a-9a66bd21a7cf
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.052000 |
153e46e0-7e13-4928-b999-5c9045e4d8be
|
The performance of three turbulence closure schemes (TCSs), the generic length scale scheme (GLS), the Mellor–Yamada 2.5 scheme (MY2.5) and the K-profile parameterization scheme (KPP), embedded in the ocean model ROMS, was compared with attention to the reproduction of summertime temperature distribution in the Yellow Sea. The ROMS model has a horizontal resolution of 1/30° and 30 vertical sigma layers. For model validation, root mean square errors were checked, comparing model results with wave and temperature buoy data as well as tidal station data supplied by various organizations within the Republic of Korea. Computed temperature and vertical temperature diffusion coefficients were mainly compared along Lines A (36° N) and B (125° E) crossing the central Yellow Sea, Lines C (32° N) and E (34° N) passing over the Yangtze Bank and Line D off the Taean Peninsula. Calculations showed that GLS and MY2.5 produced vertical mixing stronger than KPP in both the surface and bottom layers, but the overall results were reasonably close to each other. The lack of observational data was a hindrance in comparing the detailed performance between the TCSs. However, it was noted that the simulation capability of cold patches in the tidal mixing front can be useful in identifying the better performing turbulence closure scheme. GLS and MY2.5 clearly produced the cold patch located near the western end of Line E (122° E–122.3° E), while KPP hardly produced its presence. Similar results were obtained along Line D but with a less pronounced tidal mixing front. Along Line C, GLS and MY2.5 produced a cold patch on the western slope of the Yellow Sea, the presence of which had never been reported. Additional measurements near 125° E–126° E of Line C and along the channel off the Taean Peninsula (Line D) are recommended to ensure the relative performance superiority between the TCSs.
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None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
e3075644-7bf2-4eeb-9d87-17f8ac29eeb7
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.137000 |
3f4be944-51f3-460e-8db9-20dd1a4844e3
|
For the vertical mixing comparisons three turbulence closure schemes, GLS, KPP and MY2.5, were embedded in the ROMS model used.Two modeling domains were defined for the application of the COAWST system: one was a large domain for the atmospheric WRF model covering 114 • E-132 • E, 24.5 • N-43.5 • N, and the other was a small domain for the ocean circulation ROMS and SWAN wave model covering 116.5 • E-127.5 • E, 29.0 • N-41.0 • N (Figure 1a).The atmosphere model WRF had a horizontal resolution of 1/10 • (approximately 9 km) and 30 vertical levels, while the ocean models ROMS and SWAN had a horizontal resolution of 1/30 • (approximately 3 km) and 30 vertical sigma layers.Therefore, the WRF model had 180 and 190 meshes in the longitudinal and latitudinal directions, respectively, while ROMS and SWAN had 330 and 360 meshes in the longitudinal and latitudinal directions, respectively.Figure 1b shows the eastern side of the YS, where comparative results of turbulence closure schemes are presented.Lines 36 • N (Line A) and 125 • E (Line B) pass over sea regions where the so-called Yellow Sea Bottom Cold Water (YSBCW) is present in warm seasons.Line C passes over the shallow Yangtze bank.Line D was selected because it passes through the sea surface cold patch region off the Taean Penisula.At the late stage of this study, Line E was added along which Moon et al. [8] and Lü et al. [9] presented cross-sectional temperature distributions.For the initial and boundary conditions of ROMS oceanic variables, HYCOM reanalysis data [30] are used, while NOAA WW3 reanalysis data [31] were used for the initial and boundary conditions of SWAN with the same resolution of ROMS.Tidal forcing information was obtained from TPX08 [32]; eight harmonic constituents were used, such as M2, S2, N2, K2, K1, P1 and Q1.Tide levels were initially set to the mean sea surface height of the HYCOM data.The atmosphere model WRF used ECMWF ERA5 reanalysis data [33] for initial and boundary conditions.Bathymetry was prepared using GEBCO data [34].WRF, ROMS and SWAN were two-way coupled.The coupling time between the ocean and atmosphere was set to 600 s.The wave model SWAN used a spectral directional resolution of 10 • and 25 frequencies covering 0.04 Hz to 1 Hz.The computational time steps of WRF, ROMS and SWAN were 30, 20 and 120 s, respectively.
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None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
e6743578-2347-4c0b-958f-c861722ebb94
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.229000 |
7ec3dd35-716d-483b-ad9f-ff150a5c6fed
|
The shrinking Arctic sea ice cover observed during the last decades is probably the clearest manifestation of ongoing climate change. While climate models in general reproduce the sea ice retreat in the Arctic during the 20th century and simulate further sea ice area loss during the 21st century in response to anthropogenic forcing, the models suffer from large biases and the results exhibit considerable spread. Here, we compare results from the two last generations of climate models, CMIP3 and CMIP5, with respect to total and regional Arctic sea ice change. Different characteristics of sea ice area (SIA) in March and September have been analysed for the Entire Arctic, Central Arctic and Barents Sea. Further, the sensitivity of SIA to changes in Northern Hemisphere (NH) temperature is investigated and dynamical links between SIA and some atmospheric variability modes are assessed.CMIP3 (SRES A1B) and CMIP5 (RCP8.5) models not only simulate a coherent decline of the Arctic SIA but also depict consistent changes in the SIA seasonal cycle. The spatial patterns of SIC variability improve in CMIP5 ensemble, most noticeably in summer when compared to HadISST1 data. A better simulation of summer SIA in the Entire Arctic by CMIP5 models is accompanied by a slightly increased bias for winter season in comparison to CMIP3 ensemble. SIA in the Barents Sea is strongly overestimated by the majority of CMIP3 and CMIP5 models, and projected SIA changes are characterized by a high uncertainty. Both CMIP ensembles depict a significant link between the SIA and NH temperature changes indicating that a part of inter-ensemble SIA spread comes from different temperature sensitivity to anthropogenic forcing. The results suggest that, in general, a sensitivity of SIA to external forcing is enhanced in CMIP5 models. Arctic SIA interannual variability in the end of the 20th century is on average well simulated by both ensembles. To the end of the 21st century, September variability is strongly reduced in CMIP5 models under RCP8.5 scenario, whereas variability changes in CMIP3 and in both ensembles in March are relatively small. The majority of models in both CMIP ensembles demonstrate an ability to capture a negative correlation of interannual SIA variations in the Barents Sea with North Atlantic Oscillation and sea level pressure gradient in the western Barents Sea opening serving as an index of oceanic inflow to the Sea.
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None
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[
[]
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[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
2822ec56-6437-408f-9938-c2b48f224486
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.345000 |
736212a2-2266-42c7-b636-763d58668e94
|
Отметим, что представленные результаты для ПМЛ во всей Арктике отличаются от результатов в работах [9,10].Причина расхождений связа на с использованием различных методов анали за.В указанных работах анализировали ПРМЛ, суммирую площадь ячеек с КМЛ, превышаю щей 15%.Помимо этого, в исследовании [10] [64,65]), а также играть главную роль в способности моделей вос производить важные обратные связи в системе атмосфера-морской лёд-океан, ответственные за формирование декадной и междекадной кли матической изменчивости, в частности в Атлан тическом секторе Арктики [35,52,66]. ПМЛ в Баренцевом море в марте во время периода наблюдений имеет практически оди наковые значения в обоих ансамблях моделей (средние по ансамблю значения 1,1•10 6 км²), что значительно выше эмпирических оценок (уменьшение с 0,810 6 км² до менее чем 0,610 6 Центральная Арктика -0,3 (-0,63) -0,9 (-0,64) -0,2 (-0,72) -0,7 (-0,56) -0,6 (-0,73) -0,2 (-0,36) Баренцево море -0,2 (-0,56) 0,1 (0,28) -0,3 (-0,63) 0,02 (0,07) -0,1 (-0,29) 0,04 (0,14) зонного хода ПМЛ меняется в результате более медленного сокращения зимней ПМЛ.Ампли туда сезонного хода ПМЛ в моделях CMIP3 (сценарий SRES A1B) монотонно увеличивается примерно до 6,2•10 6 км 2 к концу XXI в., так как в большинстве моделей морской лёд присутствует и летом до конца века.Модели в среднем для ансамбля существен но переоценивают амплитуду в период 1960-2010 гг.Разница между результатами ансамбля CMIP5 и наблюдениями в 2 раза больше (около 1,0•10 6 км 2 ), чем для ансамбля CMIP3.Основной вклад в уменьшение амплитуды сезонного хода ПМЛ для всей Арктики в моделях вносят изме нения в Центральной Арктике (см.рис.8, в, г).В этом регионе оба модельных ансамбля лучше воспроизводят наблюдённый тренд амплитуды в последние два десятилетия, но также показы вают и систематическое завышение амплитуды, особенно хорошо заметное (около 0,2•10 6 км 2 ) для ансамбля CMIP5 (сценарий RCP 8.5).Эта разница, как отмечалось ранее, может быть свя зана не только с модельными ошибками, но и с недооценкой изменений ПМЛ в этом регионе в данных HadISST1. В Баренцевом море данные наблюдений по казывают небольшое уменьшение амплитуды ПМЛ со значительными декадными колебани ями (см.рис.8, д, е).Результаты моделей обоих ансамблей характеризуются значительным раз бросом.Средние по ансамблям тренды не со ответствуют модам соответствующих внутриан самблевых распределений трендов, поскольку большинство воспроизведённых значений при надлежит хвостам распределений.Среднее по ансамблю уменьшение амплитуды сезонного хода после 2000 г. в моделях CMIP5 (сценарий RCP 8.5) -результат большинства моделей, ко торые предсказывают свободное ото льда море летом, в то время как пять моделей показыва ют слишком много льда даже по второй поло вине XXI в. (см.рис.8, е).Средняя по ансамблю CMIP3 амплитуда не показывает значительных изменений в течение XXI в.Изменения фазы се зонного хода ПМЛ в течение XX и XXI вв.(не показаны) характеризуются значительной не определённостью.Для ПМЛ во всей Арктике средние по обоим ансамблям изменения фазы составляют лишь около пяти дней в течение XXI в.В наблюдениях не присутствует климати ческий тренд, но отмечается сильная декадная изменчивость во всех регионах (не показано).
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Non english text"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
353bfc8c-df45-47e9-9929-490774788516
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.437000 |
636df964-bd82-47e8-b666-ca31c928c96f
|
Abstract. The availability of iron (Fe) and phosphorus (P) has been shown to be a key factor regulating rates of nitrogen fixation in the western subtropical Pacific. However, the relative importance of Fe and P at finer spatial scales between the northern South China Sea (NSCS) and the western boundary of the North Pacific is poorly constrained. Furthermore, nutrient limitation of specific diazotroph types has not yet been assessed. Here we investigated these unknowns by (i) carrying out measurements of finer-scale spatial variabilities in N2 fixation rates and diazotroph nifH gene abundances throughout these regions and (ii) conducting eight additional Fe and phosphate addition bioassay experiments where both changes in N2 fixation rates and the nifH gene abundances of specific diazotrophs were measured. Overall, nitrogen fixation rates and nifH gene abundances were lower in the NSCS than around the Luzon Strait and the western North Pacific. The nutrient addition bioassay experiments demonstrated that N2 fixation rates in the central NSCS were co-limited by Fe and P, whereas at the western boundary of the North Pacific they were P-limited. Changes in the abundances of nifH in response to nutrient addition varied in how well they correlated with changes in N2 fixation rates, and in six out of eight experiments the largest responses in nifH gene abundances were dominated by either Trichodesmium or UCYN-B (unicellular diazotrophic cyanobacteria group B). In general, nutrient addition had a relatively restricted impact on the composition of the six phylotypes that we surveyed apart from on UCYN-B. This unicellular cyanobacterium group showed increased contribution to the total nifH gene abundance following P addition at sites where N2 fixation rates were P-limited. Our study provides comprehensive evidence of nutrient controls on N2 fixation biogeography in the margin of the western North Pacific. Future research that more accurately constrains nutrient supply rates to this region would be beneficial for resolving what controls diazotroph community structure.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
1b4a340b-4084-4913-baf4-aa67eed4e647
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.528000 |
e141fa0b-f828-42c0-8733-c6a1775f6c9a
|
The significance of differences among nutrient treatments of bioassay experiments was tested by ANOVA followed by Fisher's protected least significant difference (PLSD) test, using R 4.1.2.Pairwise correlation between N 2 fixation rates, diazotroph groups and environmental factors was analyzed using Pearson correlation.A significance level of p < 0.05 was applied, except as noted where significance was even greater.It should be noted that those statistical results that were produced from only two replicates are not strictly statistically valid, but for completeness the post hoc test results are nevertheless still included here.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
18196496-8134-4985-8070-4b656e4f671f
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.613000 |
b6bb29fa-e183-44ef-8a87-4cebbbbeec4a
|
We estimated the relative contribution of atmosphere (ic Nitrogen (N) input (wet and dry deposition and N fixation) to the epipelagic food web by measuring N isotopes of different functional groups of epipelagic zooplankton along 23°W (17°N-4°S) and 18°N (20-24°W) in the Eastern Tropical Atlantic. Results were related to water column observations of nutrient distribution and vertical diffusive flux as well as colony abundance of Trichodesmium obtained with an Underwater Vision Profiler (UVP5). The thickness and depth of the nitracline and phosphocline proved to be significant predictors of zooplankton stable N isotope values. Atmospheric N input was highest (61% of total N) in the strongly stratified and oligotrophic region between 3 and 7°N, which featured very high depth-integrated Trichodesmium abundance (up to 9.4×10(4) colonies m(-2)), strong thermohaline stratification and low zooplankton δ15N (~2‰). Relative atmospheric N input was lowest south of the equatorial upwelling between 3 and 5°S (27%). Values in the Guinea Dome region and north of Cape Verde ranged between 45 and 50%, respectively. The microstructure-derived estimate of the vertical diffusive N flux in the equatorial region was about one order of magnitude higher than in any other area (approximately 8 mmol m(-2) d(1)). At the same time, this region received considerable atmospheric N input (35% of total). In general, zooplankton δ15N and Trichodesmium abundance were closely correlated, indicating that N fixation is the major source of atmospheric N input. Although Trichodesmium is not the only N fixing organism, its abundance can be used with high confidence to estimate the relative atmospheric N input in the tropical Atlantic (r2 = 0.95). Estimates of absolute N fixation rates are two- to tenfold higher than incubation-derived rates reported for the same regions. Our approach integrates over large spatial and temporal scales and also quantifies fixed N released as dissolved inorganic and organic N. In a global analysis, it may thus help to close the gap in oceanic N budgets.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
ddfcebb7-68ad-4c48-b785-dae296173528
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.695000 |
71475c3a-a5ad-4345-a639-59c210eca892
|
Abstract The recent foundering of the Costa Concordia in January 2012 demonstrated that accidents can occur even with ships that are considered masterpieces of modern technology and despite more than 100 years of regulatory and technological progress in maritime safety. The purpose of this paper is, however, not to speculate about the concrete causes of the Costa Concordia accident, but rather to consider some human and organizational factors that were present in the Costa Concordia accident as well as in the foundering of the Titanic a century ago, and which can be found in many other maritime accidents over the years. The paper argues that these factors do not work in isolation but in combination and often together with other underlying factors. The paper critically reviews the focus of maritime accident investigations and points out that these factors do not receive sufficient attention. It is argued that the widespread confidence in the efficacy of new or improved technical regulations, that characterizes the recommendations from most maritime accident investigations, has led to a lack of awareness of complex interactions of factors and components in socio-technical systems. If maritime safety is to be sustainably improved, a systemic focus must be adopted in future accident investigations.
|
<li> <b>Costa Concordia:</b> PASSENGER<li> <b>Titanic:</b> PASSENGER<li> <b>ships:</b> General
|
[
[
{
"end": 123,
"label": "vesselType",
"start": 118
}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 53,
"label": "vesselType",
"start": 38
},
{
"end": 375,
"label": "vesselType",
"start": 360
},
{
"end": 487,
"label": "vesselType",
"start": 472
},
{
"end": 540,
"label": "vesselType",
"start": 533
},
{
"end": 123,
"label": "vesselType",
"start": 118
}
] | null | null |
c13fa492-3a12-42ee-ad20-6b891993e0ca
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.782000 |
4a6f0098-8afe-4388-b592-c851c073894d
|
equally unimaginable maritime accident happened only a few months short of the centenary of the sinking of the Titanic.Both cases involved state-of-the-art cruise ships-although the state-of-the-art obviously has changed dramatically in the 100 years in between.Whereas the Titanic collided with an iceberg, the Costa Concordia hit an underwater rock.In both cases the ships were subjected to an unexpected and massive flooding.The Titanic sank to the bottom of the Atlantic Ocean.It was only because the Costa Concordia accident occurred in shallow waters that the ship did not completely founder in the Tyrrhenian Sea. The purpose of this article is to discuss the extent to which the factors involved in the sinking of the Titanic can also be found in the Costa Concordia accident.We are, of course, not thinking of the physical factors and the immediate causes of the accidents, but rather the underlying factors, sometimes referred to as blunt end factors.In the early 1990s, a growing number of cases demonstrated that satisfactory explanations of accidents were possible only if the actual events and actions were seen relative to conditions determined by factors that were removed in time or in space (cf., Hollnagel 2004).The concepts of sharp end and blunt end factors were introduced to describe the difference between proximal factors (working here and now) and distal factors (working there and then), and how these in combination might lead to an accident. While the maritime technology has changed beyond recognition between 1912 and 2012, the human factors-understood as the psychological and physiological characteristics of seafarers-and the organizational factors have not.If humans change, it happens at the pace of evolution, compared to which 100 years is but the blink of an eye.More interestingly, the organizational factors also seem to be very much the same then as now.Organizations have, of course, changed in the way they carry out their work, due to increased horizontal and vertical integration made possible by ubiquitous information technology.But the thinking and attitudes of management have changed less and may possibly not have changed at all, at least when it comes to such issues as risk taking and prioritization of issues relating to operational safety. It is not the purpose of this paper to speculate about the direct causes of the Costa Concordia accident.It is still too early to draw any conclusions or to propose recommendations about the many aspects that undoubtedly will be unraveled during the inquest.The purpose is rather to show that accidents still happen for the same underlying human and organizational reasons, despite the technological progress in the last 100 years and despite all safety regulations and precautions.It is remarkable that certain underlying conditions are still the same today as at the time of the Titanic.It is even more remarkable-and worse, regrettable-that the accident investigations and the reactions to accidents more or less are the same now as they were 100 years ago.
|
<li> <b>Costa Concordia:</b> PASSENGER<li> <b>Titanic:</b> PASSENGER<li> <b>cruise ships:</b> PASSENGER<li> <b>ships:</b> General
|
[
[
{
"end": 168,
"label": "vesselType",
"start": 156
},
{
"end": 374,
"label": "vesselType",
"start": 369
}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Incorrect"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 327,
"label": "vesselType",
"start": 312
},
{
"end": 520,
"label": "vesselType",
"start": 505
},
{
"end": 774,
"label": "vesselType",
"start": 759
},
{
"end": 2391,
"label": "vesselType",
"start": 2376
},
{
"end": 118,
"label": "vesselType",
"start": 111
},
{
"end": 281,
"label": "vesselType",
"start": 274
},
{
"end": 439,
"label": "vesselType",
"start": 432
},
{
"end": 733,
"label": "vesselType",
"start": 726
},
{
"end": 2884,
"label": "vesselType",
"start": 2877
},
{
"end": 168,
"label": "vesselType",
"start": 156
},
{
"end": 168,
"label": "vesselType",
"start": 163
},
{
"end": 374,
"label": "vesselType",
"start": 369
}
] | null | null |
040e6e18-b3af-4330-8d62-efd2f5661181
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.865000 |
8a8d9a48-6b03-494f-91e8-5fee3b69bf36
|
Intensive shipping activity in port areas is considered one of the leading problems in the maritime sector, which has a negative effect on climate change and local air quality. The compilation of detailed inventories of combustion gases released by ships should therefore provide a more accurate overview of emission levels, which can serve as a basis for analysing impacts on the port community and lead to the establishment of better environmental measures. Thus, the aim of this study was to develop an adaptable and relevant analytical model capable of integrating a comprehensive methodology with large databases of ship movements and technical details to provide clear ship-related emission estimates in large port areas. Considering the lack of research in Croatia that includes the mentioned approach and the insufficient monitoring of air pollutants in ports, the model was used to produce an initial overall emissions inventory for the Port of Split, the busiest passenger port in Croatia. In the model, bottom-up logic with an energy-based method was applied to detailed technical and near-real-time shipping data from AIS, creating the first high-density spatial and temporal overview of shipping emissions in the City port basin. The results showed strong seasonal fluctuations and large discrepancies in the quantities emitted between different ship types and operating modes. The analysis therefore raised the question of the need for the future development and implementation of a scalable system that would provide a more transparent and efficient overview of the important characteristics of air pollution from ships and port areas.
|
<li> <b>ships:</b> General
|
[
[
{
"end": 254,
"label": "vesselType",
"start": 249
},
{
"end": 1634,
"label": "vesselType",
"start": 1629
}
]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
{
"end": 254,
"label": "vesselType",
"start": 249
},
{
"end": 1634,
"label": "vesselType",
"start": 1629
}
] | null | null |
b0721c2b-4cc2-4a45-9de0-ad3b0c7efa80
|
completed
| 2025-04-25T16:57:10.678000 | 2025-06-17T16:48:50.949000 |
b308f139-93f3-4648-94e4-8b5e5a4644b3
|
Extending predictive capabilities by relying on large shipping databases to create scenarios for the future development of air pollution from the fleet in a specific port area.
|
None
|
[
[]
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
"Correct"
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[
null
] |
[
"2336fe77-1981-4e9e-a5c8-1914631ad898"
] |
[
"submitted"
] |
[] | null | null |
End of preview. Expand
in Data Studio
Dataset Card for scilake-maritime
This dataset has been created with Argilla. As shown in the sections below, this dataset can be loaded into your Argilla server as explained in Load with Argilla, or used directly with the datasets library in Load with datasets.
Using this dataset with Argilla
To load with Argilla, you'll just need to install Argilla as pip install argilla --upgrade and then use the following code:
import argilla as rg
ds = rg.Dataset.from_hub("SIRIS-Lab/scilake-maritime", settings="auto")
This will load the settings and records from the dataset repository and push them to you Argilla server for exploration and annotation.
Using this dataset with datasets
To load the records of this dataset with datasets, you'll just need to install datasets as pip install datasets --upgrade and then use the following code:
from datasets import load_dataset
ds = load_dataset("SIRIS-Lab/scilake-maritime")
This will only load the records of the dataset, but not the Argilla settings.
Dataset Structure
This dataset repo contains:
- Dataset records in a format compatible with HuggingFace
datasets. These records will be loaded automatically when usingrg.Dataset.from_huband can be loaded independently using thedatasetslibrary viaload_dataset. - The annotation guidelines that have been used for building and curating the dataset, if they've been defined in Argilla.
- A dataset configuration folder conforming to the Argilla dataset format in
.argilla.
The dataset is created in Argilla with: fields, questions, suggestions, metadata, vectors, and guidelines.
Fields
The fields are the features or text of a dataset's records. For example, the 'text' column of a text classification dataset of the 'prompt' column of an instruction following dataset.
| Field Name | Title | Type | Required |
|---|---|---|---|
| text | Text | text | True |
| links | Linked entities | text | True |
Questions
The questions are the questions that will be asked to the annotators. They can be of different types, such as rating, text, label_selection, multi_label_selection, or ranking.
| Question Name | Title | Type | Required | Description | Values/Labels |
|---|---|---|---|---|---|
| span_label | Select and classify the tokens according to the specified categories. | span | True | N/A | ['vesselType'] |
| assess_ner | Extracted entity validation | label_selection | True | Are the extracted entities correct? | ['Correct', 'Partially correct', 'Incorrect'] |
| assess_nel | Linked AIS entity validation | label_selection | True | Are the linked entities in the AIS taxonomy correct? | ['Correct', 'Partially correct', 'Incorrect'] |
| comments | Comments | text | False | Additional comments | N/A |
Data Splits
The dataset contains a single split, which is train.
Dataset Creation
Curation Rationale
[More Information Needed]
Source Data
Initial Data Collection and Normalization
[More Information Needed]
Who are the source language producers?
[More Information Needed]
Annotations
Annotation guidelines
Vessel type validation guidelines
Task Description
Your task is to validate the extraction of vessel type entities and their linking to their closest matching entries in the AIS taxonomy.
What to Validate
For each record, please verify the following:
- Entity Spans: Are all text spans correctly identified? Are the span boundaries accurate?
- Entity Types: Are entity types correctly assigned?
- Entity Linking: Are the matching entities in the AIS taxonomy correctly assigned?
Instructions
- Carefully read the texts.
- Review the NER spans and correct them if:
- The boundaries (start/end) are incorrect
- The entity label is wrong
- Verify that the extracted entities are correctly linked to their closest match in the AIS taxonomy
- Add any comments or feedback you deem relevant
Validation Guidelines
- Entity Annotations: Mark spans as "Correct" only if boundaries and labels are accurate.
- Entity Extraction: Mark as "Correct" if all energy (storage) types mentioned are extracted; "Partially correct" if any are missing or incorrect.
- IRENA Linking: Mark as "Correct" if all links are to the appropriate entries. Use "Partially correct" if any are incorrect.
Annotation process
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Who are the annotators?
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Personal and Sensitive Information
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Considerations for Using the Data
Social Impact of Dataset
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Discussion of Biases
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Other Known Limitations
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Additional Information
Dataset Curators
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Licensing Information
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Citation Information
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Contributions
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