Papers by Philip McGillivary
OCEANS 2016 MTS/IEEE Monterey, 2016
Deep Sea Research Part A. Oceanographic Research Papers, 1991
... Deep Sea Research Part A. Oceanographic Research Papers Volume 38, Issue 4, April ... uncoate... more ... Deep Sea Research Part A. Oceanographic Research Papers Volume 38, Issue 4, April ... uncoatedFreshwater sediments Freshwater sediments Freshwater suspended particles Freshwater suspended particles ... J~mrnal of Geophysical Research, 94.8323--8331L Cat.t.ma GB ...
OTC Arctic Technology Conference, 2015
Environ Sci Technol, 1979
Whale-ship strikes are of growing worldwide concern due to the steady growth of commercial shippi... more Whale-ship strikes are of growing worldwide concern due to the steady growth of commercial shipping. Improving the current situation involves the creation of a communication capability allowing whale position information to be estimated and exchanged among vessels and other observation assets. An early example of such a system has been implemented for the shipping lane approaches to the harbor of Boston, Massachusetts where ship traffic transits areas of the Stellwagen Bank National Marine Sanctuary frequently used by whales. It uses the Automated Identification Systems (AIS) technology, currently required for larger vessels but becoming more common in all classes of vessels. However, we believe the default mode of AIS operation will be inadequate to meet the long-term needs of whale-ship collision avoidance, and will likewise fall short of meeting other current and future marine safety and security communication needs. This paper explores the emerging safety and security needs for vessel communications, and considers the consequences of a communication framework supporting asynchronous messaging that can be used to enhance the basic AIS capability. The options we analyze can be pursued within the AIS standardization process, or independently developed with attention to compatibility with existing AIS systems.
IEEE Oceanic Engineering Society. OCEANS'98. Conference Proceedings (Cat. No.98CH36259), 1998
Scores of U.S. offshore continental hazardous wastes sites, including radioactive, bulk industria... more Scores of U.S. offshore continental hazardous wastes sites, including radioactive, bulk industrial chemical, unexploded ordnance, and chemical weapons, as well as sunken vessels containing hazardous cargo have gone uninvestigated as to their potential impact on the marine ecosystem. Only one site investigated, the “Santa Clara I”, with advanced technologies resulted in a successful response action not requiring further attention. Other sites investigated continue to plague regulators with unresolved questions. The concerns at three sites, Massachusetts Bay, “Empire Knight”, and Gulf of Farallones are primarily being driven by concern over public perception regarding risk to human health and/or the marine ecosystem. A large suite of acoustic devices, electro-optic imaging systems, remotely operated vehicles and submersibles now enable the application of a range continuum of resolution for offshore site investigations. A systematic investigative approach along a continuum beginning with broad scale, low-resolution data followed as warranted by increasingly higher resolving technologies appears to be the most expedient and flexible systematic approach for chronic sites. However, the high cost of advanced technologies and logistics for offshore investigations, aggravated by reduced agency budgets for research and response is limiting technological access, data acquisition and site investigation closure. New ways of leveraging limited dollars are necessary to fulfill mandates, missions, and research and development needs
Oceans 2007, 2007
National and international trade via shipping is already significant, and expected to continue in... more National and international trade via shipping is already significant, and expected to continue increasing rapidly over the next decade. Both more ships and larger ships will contribute to this trade, including ships from countries with less rigorous shipping maintenance and inspection standards than the United States, and less strict pollution monitoring regulations. Changes in ship traffic management protocols have been implemented in recent years in the U.S. to minimize damage to coastlines, particularly near sensitive or protected marine environments. For example, to reduce risk to coastal resources off central California, shipping lanes for larger vessels were moved further offshore to allow for additional response time in case of accidents before such vessels might drift into coastal areas. Similarly, ships are now routed via specific approach channels when entering Boston Harbor to reduce impacts within adjacent National Marine Sanctuary resources. Several recent high profile cases have occurred where 'mystery' oil spills were found near shipping channels, but no vessel could be readily identified as their source. These incidents lead to extensive and expensive efforts to attempt to identify the ships responsible. As time passes in responding to these incidents, the likelihood of confirming the identity of the ships diminishes. Unfortunately, reports of vessels engaging in illegal oily waste discharge to reduce fees for offloading the waste in port are ongoing. We here discuss use of improved capabilities of near-continuous real-time position location monitoring of shipping traffic using marine Automatic Identification Systems (AIS) for ships that would facilitate identification of ships responsible for illegal oily waste discharge. The next phase of the National AIS, N-AIS Increment 2, can supply additional spatial coverage not currently included in the N-AIS Increment 1, which can provide an enhanced capability for monitoring shipping and improving management of coastal ship traffic and response to pollution incidents. These methods will not only improve response time, but reduce cost of response as well.
Proceedings of MTS/IEEE OCEANS, 2005, 2005
Ocean Dumping of Industrial Wastes, 1981
Science, 1979
... Rev. Ecol. Syst.9, 497 (1978). 4. J. S. Beard, J. Ecol. ... GEORGE R. HARVEY ADOLFO G. REQUEJ... more ... Rev. Ecol. Syst.9, 497 (1978). 4. J. S. Beard, J. Ecol. ... GEORGE R. HARVEY ADOLFO G. REQUEJO PHILIP A. MCGILLIVARY JOHN M. TOKAR NOAAIAtlanitic Oceanographic and Meteorological Laboratories, Ocean Chemistry Laboratory, Miami, Florida 33149 ...
Environmental Science & Technology, 1979
... Patrick G. Hatcher*' and Philip A. McGillivary National Oceanic and Atmo... more ... Patrick G. Hatcher*' and Philip A. McGillivary National Oceanic and Atmospheric Administration, Atlantic Oceanographic and Meteorological Laboratories, Ocean Chemistry Laboratory, 15 Rickenbacker Causeway, Miami, Fla. 33149 ... MN-4 6/74 olive silt 2.6 1.1 65 25 1.7 ...
Bulletin of Environmental Contamination and Toxicology, 2003
Bulletin of Environmental Contamination and Toxicology, 1977
Sediments of the New York Bight were examined for steroidal compounds and found to contain relati... more Sediments of the New York Bight were examined for steroidal compounds and found to contain relatively large amounts of coprostanol and 24 B-ethyl coprostanol.
Whale-ship strikes are of growing worldwide concern due to the steady growth of commercial shippi... more Whale-ship strikes are of growing worldwide concern due to the steady growth of commercial shipping. Improving the current situation involves the creation of a communication capability allowing whale position information to be estimated and exchanged among vessels and other observation assets. An early example of such a system has been implemented for the shipping lane approaches to the harbor of Boston, Massachusetts where ship traffic transits areas of the Stellwagen Bank National Marine Sanctuary frequently used by whales. It uses the Automated Identification Systems (AIS) technology, currently required for larger vessels but becoming more common in all classes of vessels. However, we believe the default mode of AIS operation will be inadequate to meet the long-term needs of whale-ship collision avoidance, and will likewise fall short of meeting other current and future marine safety and security communication needs. This paper explores the emerging safety and security needs for vessel communications, and considers the consequences of a communication framework supporting asynchronous messaging that can be used to enhance the basic AIS capability. The options we analyze can be pursued within the AIS standardization process, or independently developed with attention to compatibility with existing AIS systems.
OCEANS 2006, 2006
Moored buoys have long served national interests, but come with high development, construction, i... more Moored buoys have long served national interests, but come with high development, construction, installation, and maintenance costs. Buoys which drift off-location can pose hazards to mariners, and in coastal waters may cause environmental damage. Moreover, retrieval, repair and replacement of drifting buoys may be delayed when data would be most useful. Such gaps in coastal buoy data can pose a threat to national security by reducing maritime domain awareness. The concept of self-positioning buoys has been advanced to reduce installation cost by eliminating mooring hardware. We here describe technology for operation of reduced cost self-positioning buoys which can be used in coastal or oceanic waters. The ASC SCOUT model is based on a selfpropelled, GPS-positioned, autonomous surface craft that an be pre-programmed, autonomous, or directed in real time. Each vessel can communicate wirelessly with deployment vessels and other similar buoys directly or via satellite. We here include discussion of the advanced Delay Tolerant Networking (DTN) wireless communications draft protocol which offers improved wireless communication capabilities both underwater, to adjacent vessels, and to satellites. DTN is particularly adapted for noisy or loss-prone environments, thus it improves reliability. In addition to existing buoy communication via commercial satellites, a growing network of small satellites known as PICOSATs can be readily adapted to provide low-cost communications nodes for buoys. Engineering options for short or longer term power requirements are considered, in addition to future options for improved energy delivery systems. Methods of reducing buoy drift and position-maintaining energy requirements for self-locating buoys are also discussed, based on the potential of incorporating traditional maritime solutions to these problems. Coordination with planned vessel Automated Identification Systems (AIS) and International Maritime Organization standards for buoy and vessel notification systems are reviewed and the legal framework for deployment of autonomous surface vessels is considered.
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Papers by Philip McGillivary