Wyniki wyszukiwania - Biblioteka Nauki

1

Navigational Safety in SPM (Single Mooring Point) Regions

100%

Paulauskas V.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2009

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tom Vol. 3, no. 1

101--104

EN

For oil and gas transportation in some places used SPM (Single mooring point) system, this is located in the open sea and very often not so far away from the shore. Differences between the wind loads, waves and current forces can take a place. More complicate conditions can be in case if FSU is still in ballast and more influence has wind and waves as current and in the same time tanker in loaded position is more influenced by the current. Navigational safety ensure in SPM regions requests deep theoretical studies and very clear understanding of forces and moments, which influence on all the system (SPM, FSU, Tanker, tugs), practical implementation of proper equipment and use of correct methods of navigational safety. In this article there is made analysis of possible failures and necessary actions to ensure navigational safety in SPM regions.

2

Ships turning basins in ports for big container vessels

100%

Paulauskas V.

Zeszyty Naukowe / Akademia Morska w Szczecinie

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2010

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tom nr 20 (92)

102-106

EN

Container traffic grew very fast and many ports have prepared infrastructure and superstructure for the container vessels. During the last decade, many of Eastern Baltic ports container terminals started working with container vessels and in the same time looked for the bigger container vessels with limited possible investments (1). In many ports are very limit space inside the ports and it make additional difficulties increase entry to the ports ships size. Container terminals usually are located in the middle or in the end parts of the ports and find enough space for the ships turning basins raise difficulties. Big container vessels navigational safety must be linked with ports infrastructure, but very often ports are orientated on the old standards and design recommendations, so are trying to keep big safety coefficients regarding water ways depths, widths, and hydrometeorological conditions limitations. Old standards did not include new accuracy navigational equipment such as RTK systems, which are implemented in many ports and increase navigational possibilities and navigational safety. This paper addresses the theoretical approach of the influence of new big container vessels sailing within ports areas, namely ships turning basins, possibilities and navigational safety of the ships, which have big wind surface and good manoeuvrability.

PL

Intensywny wzrost ruchu kontenerowców narzucił konieczność odpowiedniego przygotowania infrastruktury portowej. W ciągu ostatniej dekady wiele spośród terminali portowych na Bałtyku Wschodnim rozpoczęło współpracę ze statkami kontenerowymi, poszukując równocześnie innych dużych jednostek tego typu z ograniczonymi możliwościami inwestowania (1). W wielu portach powierzchnie ich basenów nie odpowiadają potrzebom kontenerowców, co powoduje trudności przy wejściu. Terminale dla statków kontenerowych zwykle położone są w środku lub na końcu portu i znalezienie tam odpowiedniej powierzchni, by wykonać manewr obrotu stwarza wiele trudności. Bezpieczeństwo nawigacji w przypadku dużych jednostek musi być powiązane z infrastrukturą portową, jednak bardzo często porty pracują w oparciu o stare normy i zalecenia, w związku z czym starają się zachować wysoki współczynnik bezpieczeństwa pod względem głębokości i szerokości dróg wodnych oraz warunków hydrometeorologicznych. Stare standardy nie uwzględniają też nowoczesnych urządzeń, takich jak systemy RTK, służących dokładności nawigacyjnej, które są wprowadzone w wielu portach i zwiększają możliwości i bezpieczeństwo. Artykuł stanowi teoretyczne ujęcie żeglugi nowych kontenerowców w obszarze basenów portowych, omawia bezpieczeństwo i możliwości nawigacyjne statków o dużych gabarytach i dobrej sterowności.

3

Navigational safety of LNG tankers in emergency situations

63%

Paulauskas V. , Paulauskas D.

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2013

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tom nr 36 (108) z. 1

121--124

EN

LNG import terminals are under construction in the Baltic Sea ports Klaipeda and Świnoujście and should start operations in 2014. LNG tankers in Klaipeda port should cross port up to the end of the port. Probability of possible emergency situations with LNG tankers is very low, but in the same time it is necessary to take all possible precaution measures to avoid accidents with LNG tankers in any cases, especially in port areas. “Black out” on the LNG ships is very dangerous in ports areas, because there is very limited channel’s width and other port water areas, and it is necessary to steer vessel in such situations as well. Theoretical calculations of the precaution measures, simulations and practical training of the ship and tugs masters, port pilots and VTS operators should help in such emergency situations. This article is oriented to explain theoretical calculation methods for the LNG tankers steering by tugs in case of “black out” situations, simulations’ results and practical recommendations for the Port Authorities, port pilots, ships’ and tugs’ masters that will be possible to minimize LNG ships’ incidents and accidents probability in port areas.

4

Accuracy evaluation of Ro-Ro and Ro-Pax ships arrival to the ports

63%

Paulauskas V. , Paulauskas D.

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2020

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tom Vol. 14, no. 2

397--399

EN

Ro-Ro and Ro-Pax ships works on basis of regular schedule and try keep this schedule as accurate as possible. In same time difficulties during Ro-Ro and Ro-Pax ships voyages like bad weather conditions, waiting time to entry in to port, ship's failures and others, sometime request more time as it was planned initially. Ro-Ro and Ro-Pax ships arrivals in to port evaluation is important not only just for the Ro-Ro and Ro-Pax shipping lines planning but as well it is very important for passengers, transport units (trucks) and port terminals. In this Article are analyzed delay times of Ro-Ro and Ro-Pax ships arrival to port on basis of statistical data and used mathematical models for calculation of the arrival time pass.

5

Accumulation of heavy metals in forest dwarf shrubs and dominant mosses as bioindicators of atmospheric pollution

51%

Kasiuliene A. , Paulauskas V. , Marozas V. , Waara S.

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tom 24

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nr 3

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Rabies among wild and domestic animals in Lithuania in 1993-2002: epizootiology, diagnosis and vaccination

44%

Milius J. , Jacevicius E. , Tamosiunas V. , Paulauskas V. , Lukauskas K.

Bulletin of the Veterinary Institute in Puławy

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2004

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tom 48

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nr 3

7

Characteristics of turkey breast meat showing different signs of bursitis and ascites

38%

Januskeviciene G. , Paulauskas V. , Milius J. , Zaborskiene G. , Garmiene G. , Stankiene J.

Bulletin of the Veterinary Institute in Puławy

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2010

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tom 54

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nr 4

EN

The amounts of biogenic amines (putrescine, histamine, cadaverine, tyramine, spermidine, and spermine), lactic acid, pH, and number of Enterobacteriaceae, Escherichia coli, and coagulase producing Staphylococci were determined in healthy turkeys and in the fillets of turkey breasts with the signs of ascites and bursitis. The examination of the amines was performed by high performance liquid chromatography; the amount of lactic acid was determined by capillary isotachophoresis method; pH value and microbiological indicators - by standardised methods. All determinations were done after 24, 72, and 120 h after slaughter of the turkeys. The fillets of the breasts were stored in the refrigerator at 4°C. The significant differences in the total amounts of biogenic amines in carcasses of healthy turkeys and carcasses of turkeys with substantial lesions of bursitis and medium or substantial lesions of ascites were determined within 5 d after slaughter (P<0.00l). The amounts of biogenic amines in the breast fillets of turkeys with low lesions of ascites and bursitis were very similar to that of the control group during the whole period of maturation. The average amount of lactic acid throughout 5 d after slaughter increased only in the breast fillets of healthy turkey (maximum value was 1.032 mg/100 g) and insignificantly increased in the carcasses with low lesions of ascites and bursitis (maximum value was 0.983 mg/100 g). The results of investigation indicate the breast fillets of turkeys with medium and substantial lesions of ascites and substantial lesions of bursitis are not fit for human consumption. However, in the cases of low lesions of ascites and low and medium lesions of bursitis, the fillets are not fit for maturation, but could be thermally processed in the period of 24 h after slaughter.