Monitoring cruises

Since 1969-1970, the institute in Wamemiinde has formulated annual assessments of the Baltic Sea state on the basis of these regular seasonal monitoring cruises and related observational data. The corresponding studies are written in German and published in reports hardly accessible for the general public. Only the latest versions are available online, see... 

TABLE 3.1 Research Vessels in Charge of Monitoring Cruises of IfM and lOW in Warnemiinde Between 1952 and 2007... 

The determination of total phosphorus, total nitrogen, and organic carbon was introduced to the chemical monitoring programme of the IfM Warnemunde at selected stations in the 1980s. Since that time, investigations of harmful substances, such as heavy metals as well as chlorinated and petroleum hydrocarbons, started with special experiments and monitoring cruises. The details are shown in the relevant chapters. 

Phytoplankon succession.pdf contains numerous figures of the seasonal succession of phytoplankton biomass (wet weight) in the particular years 1999-2005 for the different stations. Within the columns, the main taxonomic groups, the autotrophic ciliate Mesodinium rubrum - Myrioner ta rubra) and Others are specified. Samples were taken on low monitoring cruises and project cruises from 0-10 m depth (integrated samples) and analyzed as explained in Chapter 15.1.1. 

Chlorophyll.pdf presents the concentration (mg/m ) of chlorophyll a and phaeopigment a from monitoring cruises of the lOW from 1997 to 2005. In some cases, also data from research projects are included if they fit to the monitoring strategy. Samples were taken from different depths (2.5 or 5 m distance) and the data averaged by linear integration over the upper 20 m of the water column, at shallower stations down to the bottom (in 1999-2003) or over the upper 10 m (in 2004-2005). 

PFOA observations To evaluate MPI-MCTM model results observational data of PFOA from ship cruises in the Atlantic, Indian and Pacific Oceans were taken from literature (summarised in Yamashita et al (2008)). The data was collected between 2002 and 2006 in a global ocean monitoring initiative. Samples were taken from ocean surface water. Vertical profiles were sampled in the Labrador sea, the Mid Atlantic ocean, the South Pacific ocean and the Japanese sea, where water probes were done at several depths down to 5500 m. The limit of quantification for PFOA was determined as 6 pg/L. 

In the summer of 1995, the Panamanian cruise ship Royal Majesty ran aground off the coast of Nantucket Island. The ship drifted off course because its satellite-based navigational system silently failed, and the crew did not monitor other sources of information that would have warned them they were in danger. Luckily, no one was hurt, but the mistake cost Majesty Cruise Lines 7 million in damages and lost revenue (Azar, 1998). Similar circumstances can occur in today s highly automated pharmacy. Employees can be become complacent, and the resulting mistakes in both patient and pharmacy safety and security can be catastrophic. 

Automatic Aerosol Monitor Concept. Functional Requirements. An ideal monitor would automatically collect and analyze aerosol samples and record geographical, meterological, and oceanographic data. It would be capable of operating unattended for the length of a typical cruise (2-4 weeks), and would vary sample collection to adapt to widely differing conditions. It would store data in a standard format accepted by interested laboratories, and display selected results in real time. Finally, the ideal monitor would be constructed mostly from commercially available components. 

If any of you are still worried then please try and remember what Customs really is. The DEA can target lab stores and chem stores because that is all they sell. But they cannot monitor Customs. Millions upon millions upon millions of items enter U.S. ports every single day. Each and every item has to be approved at lightning-quick speed to avoid chaos. And the unimaginable vaiiety of products is staggering, verything from chicken feet, to hair spray to cruise missiles. Commerce is a monstrosity that no one can legislate in such a manner. 

Due to the great success of the IBY, the Baltic oceanographers recommended at the conference in Helsinki in 1970 the voluntary continuation of the IBY programme for the subsequent years. The GDR followed this recommendation. In combination with the national monitoring programme covering the Baltic Sea between Fehmarnbelt and Bornholm Basin, the IfM Warnemunde expanded its seasonal cruises to the Gotland Deep... 

To respond to the ever increasing problems of the Baltic and governmental and scientists demand/need for more data, SEPA, SMHI, and the Marine Research Centers launched, in 1993, a greatly expanded marine monitoring programme with monthly cruises in the seas surrounding Sweden. 

All Swedish national hydrophysical and hydrochemical data from fisheries-, monitoring-, and international projects cruises are submitted to ICES. 

This analytical instrument was successfully used in several cruises for real-time monitoring of nutrient concentrations in seawater, incorporating a sampling unit for the in situ collection and online determination of phosphate, nitrate, and nitrite. The method is based on the initial determination of phosphate as its phosphoantrmonylmolybdenum blue complex, which is then oxidized online by nitrite and the decrease in absorbance is monitored at 880 nm. Nitrate is determined as the difference between total and initial nitrite content in a separate flow after reduction to nitrite in a cadmium-reductive column. 

An ACC system uses either radar or laser technology to provide the driver s vehicle with information on the speed of, and distance to, a vehicle in front. These parameters are constantly monitored and, when the cruise control speed setting is at odds with safety margins (where safety margins have been exceeded), the ACC will take control and adjust the vehicle speed appropriately. ACC will allow the vehicle to slow when approaching another vehicle and accelerate again to a speed pre-set by the driver when the vehicle in front either increases its speed or is no longer in front... 

As technology relieves us of more and more tasks, it is important to note that even when the driver is not controlling a certain function (such as speed while driving with a cruise control), he or she still retain the role of monitoring the vehicle s behavior and its environment. This changing role also implies a change in the functions the driver performs, and the need to understand how they are affected by basic information processing capabilities and limitations. 

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