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Financial troubles can collect any time, but only those organized for them can cruise during such difficult condition. There is nothing much you can do to prevent them from happening but you can definitely get ready yourself well in advance so that you can agree with them professionally if they occur. Such an achievement is not possible for people who are between jobs.

Internal seawater systems (ISS) are critical to the proper functioning of maritime vessels. Sea water is pumped on board ships for a broad array of uses, primarily for temperature control (e.g., engine and electrical systems), cooling capacity (e.g., air conditioners and refrigeration), and water provision (e.g., drinking, firefighting, steam, and ballast). Although sea water may spend only a brief period within ISS of a vessel, it can carry microorganisms and larval stages of macroorganisms throughout the system leading to biofouling accumulation that can impair system function or integrity. ISS can also act as a sub-vector of species translocations, potentially facilitating biological invasions. This review describes ships' ISS with a focus on operational impacts of biofouling and current drivers and barriers associated with ISS biofouling management. As ISS internal components are difficult to access, reports and studies of ISS biofouling are uncommon and much of the dedicated literature is decades old. The impact of biofouling on ISS and vessel operations is based on increased surface roughness of pipework and equipment, restricted water flow, corrosion and subsequent component impingement, reduced surface functional efficiency, and potential contamination by pathogens that can affect human and aquatic animal health. Biofouling management is primarily achieved using antifouling coatings and marine growth prevention systems, but independent and accessible data on their efficacy in ISS remain limited. Further research is required to resolve the extent to which biofouling occurs in ISS of the modern commercial fleet and the efficacy of preventive systems. Such information can ultimately inform decisions to improve operational efficiency for vessel operators and ensure any biosecurity risks are appropriately managed.

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Globally, movements of commercial vessels can facilitate the spread of marine non-indigenous species (NIS) beyond their current biogeographic ranges. Authorities at potential destination locations employ a number of biosecurity risk assessment strategies to estimate threat levels from potential origin locations, vulnerability levels of specific destination regions, or the consequences of successful establishment of particular NIS species. Among the many factors and processes that have an influence on the probability that NIS will survive transport and establish successfully at new locations, vessel type has been identified as an important risk factor. Different vessel types have different structural and operational characteristics that affect their overall level of marine biosecurity risk. Several recent studies have examined subsets of vessel types or vessel characteristics for their ability to spread NIS. While high-quality information is available via these endeavors, it is fragmented and not readily available as an integrated resource to support biosecurity regulators or other end-users. In this study, we synthesize available empirical data on a wide range of vessel types and characteristics to develop a framework that allows systematic quantification of the relative risk of NIS transfer by common commercial vessel types. We explain our approach for constructing the framework, from selection of key risk factors for inclusion, to selection of which datasets to use for those risk factors. The framework output is a set of risk scores which denote the relative biosecurity risk of common commercial vessel types. To demonstrate a potential application of our framework, we applied the risk scores to vessel visit data for commercial ports around New Zealand and assigned a relative risk level per port based on the arrival frequencies of different vessel types. The resulting per-port risk levels matched closely with the results of a prior benchmark study that employed sta

This paper investigates how an airborne node can eavesdrop on the underwater acoustic communication between submerged nodes. Conventionally, such eavesdropping has been assumed impossible as acoustic signals do not cross the water-air boundary. Here, we demonstrate that underwater acoustic communications signals can be picked up and (under certain conditions) decoded using an airborne mmWave radar due to the minute vibrations induced by the communication signals on the water surface. We implemented and evaluated a proof-of-concept prototype of our method and tested it in controlled (pool) and uncontrolled environments (lake). Our results demonstrate that an airborne device can identify the modulation and bitrate of acoustic transmissions from an uncooperative underwater transmitter (victim), and even decode the transmitted symbols. Unlike conventional over-theair communications, our results indicate that the secrecy of underwater links varies depending on the modulation type and provide insights into the underlying reasons behind these differences. We also highlight the theoretical limitations of such a threat model, and how these results may have a significant impact on the stealthiness of underwater communications, with particular concern to submarine warfare, underwater operations (e.g., oil & gas, search & rescue, mining), and conservation of endangered species. Finally, our investigation uncovers countermeasures that can be used to improve or restore the stealthiness of underwater acoustic communications against such threats.

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A single oil spill can release 30,000 tonnes of oil into the ocean if two vessels collide. In grounding the high weight can lead to oil disaster, in the Baltic Sea up to 120 000 tonnes. This estimate does not include the new giant tankers.

A single oil spill can release 30,000 tonnes of oil into the ocean if two vessels collide. In grounding the high weight can lead to oil disaster, in the Baltic Sea up to 120 000 tonnes. This estimate does not include the new giant tankers.

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Most species of whales are vulnerable to vessel collisions, and the probability of lethality increases logistically with vessel speed. An Automatic Identification System (AIS) can provide valuable vessel activity data, but terrestrial-based AIS has a limited spatial range. As the need for open ocean monitoring increases, AIS broadcasts relayed over earth-orbiting satellites, satellite AIS (SAIS), provides a method for expanding the range of AIS broadcast reception. We used SAIS data from 2013 and 2014 to calculate vessel density and speed over ground around the coast of Washington state in the northwestern United States. Nearby shipping lanes connecting the Ports of Seattle, Tacoma, Portland, and in Canada, Vancouver, have the greatest density of vessel traffic arriving and departing. Knowledge of shipping activity is important in this area due to the nearby presence of NOAA designated Cetacean Density and Distribution Working Group's Biologically Important Areas (BIA) for large whale species vulnerable to vessel collisions. We quantified density and speed for each vessel type that transits through BIA's. We found that cargo and tanker vessels traveled the farthest distance at the greatest speeds. As ship-strike risk assessments have traditionally relied on terrestrial AIS, we explored issues in the application of SAIS data. Temporal gaps in SAIS data led to a resulting systematic underestimation of vessel speed in calculated speed over ground. However, SAIS can be helpful in documenting minimum vessel speeds across large geographic areas and across national boundaries, especially beyond the reach of terrestrial AIS receivers. SAIS data can also be useful in examining vessel density at broad scales and could be used to assess basin-wide open ocean routes. Future use of additional satellite platforms with AIS receivers and technological advances will help rectify this issue and improve data coverage and quality.

In this paper, a novel fusion network for automatic modulation classification (AMC) is proposed in underwater acoustic communication, which consists of a Transformer and depth-wise convolution (DWC) network. Transformer breaks the limitation of sequential signal input and establishes the connection between different modulations in a parallel manner. Its attention mechanism can improve the modulation recognition ability by focusing on the key information. DWC is regularly inserted in the Transformer network to constitute a spatial-temporal structure, which can enhance the classification results at lower signal-to-noise ratios (SNRs). The proposed method can obtain more deep features of underwater acoustic signals. The experiment results achieve an average of 92.1% at −4 dB ≤ SNR ≤ 0 dB, which exceed other state-of-the-art neural networks.