Amphiphobic concrete with good oil stain resistance and anti-corrosion properties used in marine environment

Reinforced concrete structures require continuous monitoring and maintenance to prevent corrosion of the carbon steel reinforcement. In this work, concrete columns with carbon and stainless steel reinforcements were exposed to a real marine environment. In order to monitor the corrosion processes, two types of corrosion probes were embedded in these columns at different height levels. The results from the monitoring of the probes were compared to the actual corrosion damage in the different exposure zones. Electrical resistance (ER) probes and coupled multi-electrodes (CMEs) were shown to be promising methods for long-term corrosion monitoring in concrete. Correlations between the different exposure zones and the corrosion processes of the steel in the concrete were found. Macrocell corrosion properties and the distribution of the separated anodic/cathodic places on the steel in chloride-contaminated concrete were addressed as two of the key issues for understanding the corrosion mechanisms in such environments. The specific advantages and limitations of the tested measuring techniques for long-term corrosion monitoring were also indicated. The results of the measurements and the corrosion damage evaluation clearly confirmed that the tested stainless steels (AISI 304 and AISI 304L) in a chloride-contaminated environment behave significantly better than ordinary carbon steel, with corrosion rates from 110× to 9500× lower in the most severe (tidal) exposure conditions.

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Effect of Coconut Fibre on the Mechanical and Corrosion Properties of Reinforced Concrete in Marine Environment

Journal of Steel Structures & Construction ◽

10.4172/2472-0437.1000132 ◽

2017 ◽

Vol 03 (02) ◽

Author(s):

Farooq A ◽

Saleem A ◽

Ahmad R

Keyword(s):

Reinforced Concrete ◽

Marine Environment ◽

Corrosion Properties ◽

Mechanical And Corrosion Properties ◽

Coconut Fibre

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Petroleum in the Marine Environment

Chemical & Engineering News ◽

10.1021/cen-v058n033.p022 ◽

1980 ◽

Vol 58 (33) ◽

pp. 22

Keyword(s):

Marine Environment

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Miocene of the S.E. United States A Model for Chemical Sedimentation in A Peri-Marine Environment

10.1016/s0070-4571(08)x7031-1 ◽

1977 ◽

Keyword(s):

United States ◽

Marine Environment

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Spatial assemblage structure of shallow-water reef fish in Southwest Australia

Marine Ecology Progress Series ◽

10.3354/meps13445 ◽

2020 ◽

Vol 649 ◽

pp. 125-140

Author(s):

DS Goldsworthy ◽

BJ Saunders ◽

JRC Parker ◽

ES Harvey

Keyword(s):

Shallow Water ◽

Reef Fish ◽

Marine Environment ◽

Fish Assemblages ◽

Canopy Cover ◽

Reef Fishes ◽

Reef Fish Assemblage ◽

Reef Type ◽

Present Distribution ◽

Southwest Australia

Bioregional categorisation of the Australian marine environment is essential to conserve and manage entire ecosystems, including the biota and associated habitats. It is important that these regions are optimally positioned to effectively plan for the protection of distinct assemblages. Recent climatic variation and changes to the marine environment in Southwest Australia (SWA) have resulted in shifts in species ranges and changes to the composition of marine assemblages. The goal of this study was to determine if the current bioregionalisation of SWA accurately represents the present distribution of shallow-water reef fishes across 2000 km of its subtropical and temperate coastline. Data was collected in 2015 using diver-operated underwater stereo-video surveys from 7 regions between Port Gregory (north of Geraldton) to the east of Esperance. This study indicated that (1) the shallow-water reef fish of SWA formed 4 distinct assemblages along the coast: one Midwestern, one Central and 2 Southern Assemblages; (2) differences between these fish assemblages were primarily driven by sea surface temperature, Ecklonia radiata cover, non-E. radiata (canopy) cover, understorey algae cover, reef type and reef height; and (3) each of the 4 assemblages were characterised by a high number of short-range Australian and Western Australian endemic species. The findings from this study suggest that 4, rather than the existing 3 bioregions would more effectively capture the shallow-water reef fish assemblage patterns, with boundaries having shifted southwards likely associated with ocean warming.

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PERAN DESIGNATED PERSON ASHORE (DPA) DALAM PENGOPERASIAN KAPAL YANG AMAN SESUAI KETENTUAN NASIONAL DAN INTERNASIONAL

JURNAL SAINS DAN TEKNOLOGI MARITIM ◽

10.33556/jstm.v20i1.212 ◽

2019 ◽

Vol 20 (1) ◽

Author(s):

Suganjar Suganjar ◽

Renny Hermawati

Keyword(s):

Marine Environment ◽

Emergency Preparedness ◽

Safety Management ◽

Shipping Industry ◽

Safe Operation ◽

International Regulation ◽

Loss Of Life ◽

Shipping Company ◽

Environmental Protection Policy ◽

Human Injury

Safety management in the shipping industry is based on an international regulation. It is International Safety Management Code (ISM-Code) which is a translation of SOLAS ‘74 Chapter IX. It stated that the objectives of the Code are to ensure safety at sea, prevention of human injury or loss of life, and avoidance of damage to the environment, in particular, to the marine environment, and to property.it is also requires commitment from top management to implementation on both company and on board. The implementation of the ISM-Code is expected to make the ship’s safety is more secure. The ISM-Code fulfillment refers to 16 elements, there are; General; Safety and Environmental Protection Policy; Company Responsibility and Authority; Designated Person(s); Master Responsibility and Authority; Resources and Personnel; Shipboard Operation; Emergency Preparedness; Report and Analysis of Non-conformities, Accidents and Hazardous Occurrences; Maintenance of the Ship and Equipment; Documentation; Company Verification, Review, and Evaluation; Certification and Periodical Verification; Interim Certification; Verification; Forms of Certificate. The responsibility and authority of Designated Person Ashore / DPA in a shipping company is regulated in the ISM-Code. So, it is expected that DPA can carry out its role well, than can minimize the level of accidents in each vessels owned/operated by each shipping company.Keywords : ISM Code, Safety management, Designated Person Ashore Manajemen keselamatan di bidang pelayaran saat ini diimplementasikan dalam suatu peraturan internasional yaitu International Safety Management Code (ISM-Code) yang merupakan penjabaran dari SOLAS 74 Chapter IX-Management for the safe operation of ships. Tujuan dari ISM-Code “The objectives of the Code are to ensure safety at sea, prevention of human injury or loss of life, and avoidance of damage to the environment, in particular, to the marine environment, and to property” dan ISM-Code menghendaki adanya komitmen dari manajemen tingkat puncak sampai pelaksanaan, baik di darat maupun di kapal. Pemberlakuan ISM-Code tersebut diharapkan akan membuat keselamatan kapal menjadi lebih terjamin. Pemenuhan ISM-Code mengacu kepada 16 elemen yang terdiri dari ; umum; kebijakan keselamatan dan perlindungan lingkungan; tanggung jawab dan wewenang perusahaan; petugas yang ditunjuk didarat; tanggung jawab dan wewenang nahkoda; sumber daya dan personil; pengopersian kapal; kesiapan menghadapi keadaan darurat; pelaporan dan analisis ketidaksesuaian, kecelakaan dan kejadian berbahaya; pemeliharaan kapal dan perlengkapan; Dokumentasi; verifikasi, tinjauan ulang, dan evaluasi oleh perusahaan; sertifikasi dan verifikasi berkala; sertifikasi sementara; verifikasi; bentuk sertifikat. Tugas dan tanggungjawab Designated Person Ashore/DPA didalam suatu perusahaan pelayaran, telah diatur di dalam ISM-Code. Sehingga diharapkan agar DPA dapat melaksanakan peranannya dengan baik, sehingga dapat menekan tingkat kecelakaan di setiap armada kapal yang dimiliki oleh setiap perusahaan pelayaran.Kata kunci : ISM Code, Manajemen keselamatan, Designated Person Ashore

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