کنفرانس بین المللی سواحل، بنادر و سازه های دریایی
سال:1390 | دوره:10 |تعداد مقالات:104

INTRODUCTION: DUE TO THE LACK OF MEASUREMENTS IN MANY REGIONS, WAVE CHARACTERISTICS ARE ESTIMATED USING DIFFERENT METHODS. WAVE CLIMATE HINDCASTING/FORECASTING IS MOSTLY CONDUCTED BY NUMERICAL MODELS OR EMPIRICAL METHODS. UNTIL NOW DIFFERENT EMPIRICAL METHODS HAVE BEEN DEVELOPED FOR WAVE HINDCASTING SUCH AS SMB, WILSON, JONSWAP, DONELAN, SHORE PROTECTION MANUAL AND COASTAL ENGINEERING MANUAL. HOWEVER, WITH THE DEVELOPMENT OF HIGH SPEED PROCESSORS, SEVERAL SOPHISTICATED NUMERICAL MODELS HAVE BEEN DEVELOPED FOR WAVE PREDICTION. THESE MODELS ARE MOSTLY PHASE-AVERAGED SPECTRAL WAVE MODELS DEVELOPED IN THREE GENERATIONS. IN THE LAST TWO DECADES, THIRD GENERATION WAVE MODELS HAVE BEEN USED WIDELY IN ACADEMIC AND PRACTICAL PROJECTS.

INTRODUCTIONWAVE BUOYS CAN PROVIDE BASIC MARINE INFORMATION WHICH HAS APPLICATIONS IN WAVE MODELING, DESIGN OF OFFSHORE STRUCTURES …. WAVE MEASUREMENT MAY SOMETIMES HAVE ERROR. SOME OF THE ERROR REASONS ARE: SENSORS DEFECT, HARD MARINE CONDITION OF THE BUOY WORKING AREA, LOSS OF BUOY MOTION FREEDOM DUE TO ANCHOR, ERROR IN THE DATA TRANSMISSION, ETC.THUS CONSISTENCY CHECKING AND QUALITY CONTROL OF THE WAVE MEASUREMENT BUOY DATA IS VERY IMPORTANT. THIS ARTICLE DEALS WITH THE DESIGN OF THE QUALITY CONTROL ALGORITHMS AND THE RESULT OF THE APPLYING THE ALGORITHMS ON THE FIELD DATA OF THE ASTARA WAVE MEASUREMENT BUOY IN THE DEEP WATERS OF CASPIAN SEA.

COASTAL AREAS HAVE ALWAYS BEEN KNOWN AS THE MOST IMPORTANT GEOGRAPHICAL SOURCE OF TOURISM, AND MANY PEOPLE IN THE WORLD SPEND THEIR VACATION ALONG COASTS. REGARDING COASTS REGULATORY POLICIES, ZONING THE COASTAL AREA TO OPTIMIZE THE USE OF ACTUAL AND POTENTIAL CAPACITY OF COASTAL AREAS AS A FINAL RESULT OF COASTAL AREAS INTEGRATED MANAGEMENT PLAN IS EXTREMELY IMPORTANT. THIS PLAN WAS APPROVED IN 1389 BY IRAN’S SUPREME COUNCIL OF URBANISM AND ARCHITECTURE. CONSIDERING THE ROLE AND IMPORTANCE OF COASTAL AREAS IN TOURISM AND SPENDING LEISURE TIME AND CONCENTRATION OF ACTIVITIES AND TOURISM FACILITIES IN THESE COASTAL AREAS ON ONE HAND AND THE INCREASING POPULATION GROWTH AND THE INFLUX TO COASTAL AREAS FOR RECREATION AND LEISURE, TOURISM ON THE OTHER HAND, COULD RESULT IN CONSIDERABLE EFFECTS IN THESE SENSITIVE AREAS. IN THIS STUDY, THE MAJOR PROBLEMS OF IRAN’S COASTAL ZONES ARE DISCUSSED WITH THE PURPOSE OF COMING UP WITH SOLUTIONS TO BALANCE HUMAN USE IN THE BEST WAY IN COASTAL REGIONS SENSITIVE ZONE CONSIDERING A SUSTAINABLE APPROACH. FINALLY, A CONCEPTUAL MODEL OF ECOLOGICAL POTENTIAL IS PRESENTED FOR EVALUATION AND IDENTIFICATION OF ZONES WHICH HAVE TOURISTIC POTENTIAL.

INTRODUCTIONNUMERICAL MODELING OF TSUNAMI IS VERY IMPORTANT FOR UNDERSTANDING PAST PHENOMENA AND SIMULATION OF PREDICTED FUTURE EVENTS. HOWEVER CONSIDERATION OF THE PROCESSED DATA BASED ON PAST EVENTS IS NECESSARY BUT NOT SUFFICIENT. A SUITABLE SCIENTIFIC METHOD WOULD BE TO USE NUMERICAL MODELING FOR DETERMINING FLOOD AND RUN UP BASED ON LOCAL OR OFFSHORE TSUNAMI.

SUPPLYING THE NEEDS OF TRANSPORTING VESSELS ON TERRITORIAL WATERS AND UNDER THE RULE OF ISLAMIC REPUBLIC OF IRAN TO COMMUNICATE WITH PORTS AND COASTAL RADIO STATIONS, IS ONE OF THE DUTIES OF PORTS AND MARITIME ORGANIZATION. REGARDING THE LIMITATIONS OF MARINE FREQUENCY SPECTRUM AND MULTIPLICITY OF APPLIED SERVICES IN THIS BAND, THE OPTIMIZED AND MAXIMUM EXPLOITATION OF THE SPECTRUM IS OF SPECIAL IMPORTANCE. COASTAL RADIO STATIONS AND TRAFFIC CONTROL CENTERS BELONGING TO THE PORTS AND MARITIME ORGANIZATION HAVE BEEN KNOWN AS THE MAJOR BENEFICIARY OF THE MARINE FREQUENCY SPECTRUM AND ARE EQUIPPED WITH HIGH COSTS TO PROVIDE NEEDED SERVICES. THE OPTIMUM EXPLOITATION OF AVAILABLE EQUIPMENT AND PROVIDING APPROPRIATE RADIO SERVICES HAS ALWAYS BEEN A CONCERN FOR RELATED AUTHORITIES. CONSIDERING THE GENERALITY OF INFORMATION EXCHANGE BETWEEN VESSELS AND OFFSHORE AND THE NECESSITY OF AN OPTIMUM COMMUNICATION SYSTEM FOR VESSELS, THE USERS HAVE BEEN FORCED TO USE SATELLITE FOR USING INTERNET WHICH INVOLVE HIGH COSTS. THERE IS A POSSIBILITY TO USE ESPECIAL SOFTWARE BASED ON INTERNET PROTOCOLS (IP) TO SEND DATA THROUGH HF BAND AND BY CONNECTING TO THE INTERNET IN THIS BAND. IN THIS CONNECTION METHOD, IT WOULD BE POSSIBLE TO CREATE MOBILE TO MOBILE, GROUND TO MOBILE AND OTHER VARIOUS NETWORKS. ALSO, THE HF BAND WORKS AS A GATEWAY TO CONNECT TO AN EXTERNAL NETWORK (INTERNET), WHICH PROVIDES THE ABILITY TO TRANSFER DATA AND INFORMATION OR CONNECT TO THE INTERNET NETWORKS. THIS SYSTEM, BY CONNECTION AND INTEGRATION, PROVIDES AN APPROPRIATE AND STRONG GROUND FOR DATA EXCHANGE AND IS COST EFFECTIVE.

INTRODUCTION: INLETS ARE ENVIRONMENTS CONNECTING OPEN SEA TO AND SMALL WATER BODIES. COMMERCIAL SHIPS AND RECREATIONAL VESSELS REQUIRE A SAFE AND SECURE CHANNEL FOR PASSING THROUGH THE ESTUARIES AND THIS IS ESPECIALLY WHERE INLETS PLAY A PIVOTAL ROLE. HYDRODYNAMIC CHARACTERISTICS OF THE INLETS ARE VARIED IN NATURE. IN THE MOST STRAIGHTFORWARD SCENARIO THESE CONDITIONS INCLUDE SEA WATER LEVEL FLUCTUATIONS IN THE TIDAL SYSTEM OR THE SOPHISTICATED CASE WHERE THE COMBINED EFFECTS OF TIDAL WAVES, WIND TENSION, AND THE INTAKE OF FRESH WATER AND WAVES RESULTING FROM WINDS EXERT EFFECTS ON THE SYSTEM. TO IDENTIFY THE HYDRODYNAMIC MECHANISMS AND SEDIMENTATION PROCESSES INVOLVED IN THE INLET, THE PRESENT RESEARCH ATTEMPTS THE ESTUARY INLET OF THE TIYAB PORT LOCATED 7 KILOMETERS OF THE NORTHEASTERN COAST OF THE STRAIGHT OF HORMUZ AND THE UNIQUE CIRCUMSTANCES IN THE ESTUARY AND THE CRESCENT-SHAPE LOCATED THEREIN.

INTRODUCTIONONE OF THE MOST IMPORTANT WAVE-GENERATION SOURCES IS WIND THAT HAS SIGNIFICANT EFFECT ON THE PERSIAN GULF WATER CIRCULATION [4]. ALSO INVESTIGATION OF LAND AND SEA BREEZE’S ATMOSPHERIC CIRCULATION IS ESSENTIAL FOR FORECASTING OF OIL SPILL’S PATH FROM COAST TOWARD SEA. HENCE IN THIS PAPER AS WELL AS INVESTIGATION OF SEASONAL VARIATION OF THE PERSIAN GULF’S WIND PATTERN, SEA AND LAND BREEZES, THEIR VARIATIONS HAVE BEEN SURVEYED ALONG PERSIAN GULF NORTH COAST. AND COMPARING OF SEA BREEZE, LAND BREEZE AND SYSTEMATIC WIND INFLUENCES ON THE STUDY AREA’S WIND PATTERN FOR LONG TEMPORAL PERIOD IS CONSIDERED.

ONE OF THE METHODS OF PROTECTING COASTS FOR PREVENTING WAVES ATTACK AND COASTS EROSION OR DEVELOPING A CALM ENVIRONMENT IS USING FLOATING BREAKWATERS. REGARDING HIGH COSTS OF FIXED BREAKWATERS AND THE LONG TIME NEEDED FOR CONSTRUCTING THEM, FLOATING BREAKWATER IS AN APPROPRIATE AND ECONOMIC SUBSTITUTION FOR TRADITIONAL ONES ESPECIALLY IN FISHING PORTS, RECONSTRUCTED PORTS AND RECREATIONAL PORTS. ONE OF THE MOST COMMON FLOATING BREAKWATERS, WHICH HAS AN INFLUENTIAL PERFORMANCE, IS THE PONTOON FLOATING BREAKWATER. THE PONTOON FLOATING BREAKWATER IS A FLOATING PRISMATIC STRUCTURE WHICH IS FIXED IN THE SEA FLOOR WITH MOORING SYSTEM. THE MAIN USE OF FLOATING BREAKWATERS IS IN WAVE’S DEPRECIATION. THE FLOATING BREAKWATERS, LIKE OTHER BREAKWATERS, DECREASE THE WAVE ENERGY BY DECREASING THE WAVE HEIGHT IN SEA SIDE AND HELP IN PROTECTING THE COAST SIDE AREA. THE PRESENT RESEARCH INVESTIGATES THE EFFECT OF VARIOUS HYDRODYNAMIC PARAMETERS SUCH AS RADIATIVE WAVE PERIOD, RADIATIVE WAVE HEIGHT, RADIATIVE WAVE SHARPNESS, AND RADIATIVE WAVE SPECTRUM ON THE SENSITIVITY OF WAVE TRANSMISSION COEFFICIENT USING THE NUMERICAL MODELING. THE ANSYS AQWA SOFTWARE WAS USED FOR NUMERICAL MODELING. ALSO, SOME EXPERIMENTS WERE DONE ON THE PHYSICAL MODEL OF PONTOON FLOATING BREAKWATER. THESE EXPERIMENTS WERE DONE ON THE WAVE FLUME OF SOIL PROTECTION AND WATERSHED RESEARCH CENTER OF JAHAD SAZANDEGI.

IN THIS PAPER, USING A FULLY NONLINEAR BOUSSINESQ MODEL, PROBABLE TSUNAMIS CAUSED BY MSZ EARTHQUAKES IS SIMULATED AND THEIR EFFECT AND PROBABLE FOLLOWING RUN-UP ON CHABAHAR BAY’S COASTS, MOST IMPORTANT POPULATED REGION OF IRANIAN COASTS IN OMAN SEA, IS EVALUATED. UNLIKE PREVIOUS STUDIES WHICH CONSIDERED ONLY A GLOBAL MODEL WITH LIMITED AREA FOR SIMULATING MAKRAN TSUNAMIS, THE PRESENT RESEARCH DEFINES A LOCAL MODEL WITH FINER NETWORKS IN THE CHABAHAR BAY IN ORDER TO RECORD TSUNAMI RUN-UPS THIS REGION. THE SIMULATION RESULTS REVEALED THAT ABOUT TWENTY MINUTES AFTER AN EARTHQUAKE IN MAKRAN ZONE AND CHABAHAR BAY NEIGHBORHOOD, THE TSUNAMI WAVES REACH CHABAHAR PORT. WITH THE INCREASE OF EARTHQUAKE MAGNITUDE, THE WAVE’S HEIGHT AND INUNDATION INCREASES IN COASTS, IN A WAY THAT IN THE MOST CRITICAL SCENARIO (WITH THE MAGNITUDE OF TORQUES NINE), THE WAVE’S HEIGHT IN CHABAHAR PORT REACHES TO TEN METER. NONETHELESS, BECAUSE OF ROCKY COASTS AND THE HIGH LEVEL OF LAND, INUNDATION IN CHABAHAR PORT IS NOT TOO MUCH AND IN THE MOST CRITICAL SCENARIO IT REACHES TO 500 METER. ON THE OTHER HAND, KENARAK PORT IS PLACE BEHIND THE WESTERN CAPE OF BAY AND RECEIVES TSUNAMI WAVES WITH LOWER HEIGHT AND EVEN IN THE MOST CRITICAL SCENARIO, THE TSUNAMI WAVES WITH THE HEIGHT OF 4 METER CANNOT RESULT IN INUNDATION IN THIS PORT.

CONSIDERING THE FACT THAT COASTAL AREAS PRODUCE THE BIOLOGICAL RESOURCES AND INVOLVE THE SUPPORTIVE PROCESSES WHICH ARE IMPORTANT FOR GLOBAL, REGIONAL AND LOCAL ENVIRONMENT; SO, THE SOLUTION WOULD BE SOCIO-ECONOMIC DEVELOPMENT GUIDANCE IN COASTAL AREAS USING THE MOST EFFECTIVE AND ADAPTABLE CRITERIA OF SENSITIVITY SETTING IN COASTAL AREAS. AS A RESULT, IT WILL PAVE THE GROUND FOR DEVELOPMENT OF EFFECTIVE COASTAL AREA MANAGEMENT WITH THE PURPOSE OF ENSURING THE COASTAL AREA’S PROTECTION, RESTORATION, WISE USE, RECOGNITION, UNDERSTANDING AND SUSTAINABLE UTILIZATION. THIS FACT SHOWS THE NECESSITY OF ATTENTION TO COASTAL AREAS PRESERVATION. IN THE PRESENT RESEARCH, THE ESI (ENVIRONMENTAL SENSITIVITY INDEX) METHOD OF NOAA (NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION) IS APPLIED FOR PHYSICAL CLASSIFICATION OF MAZANDARAN SHORELINE CONSIDERING THE POLLUTANTS RELEASE SPECIALLY OIL. FOR THIS PURPOSE, THE STUDY AREA WAS DEFINED IN DRY PART OF COASTAL USE TO THREE KILOMETERS AWAY FROM BACKSHORE BOUNDARY, AND ITS MARITIME BOUNDARY CORRESPONDED WITH THE DEPTH LINE OF TEN METERS. THEN, BASED ON MODELS PRESENTED BY NOAA AND DIVISION WAS DONE APPLYING THE GIS. THE RESULTS REVEALED THE TOTAL 214557.68 HECTARE OF STUDY AREA CONSISTED OF 66.88 PERCENT MUD-SAND AREA, 9.13 PERCENT MIXED SAND AND GRAVEL BEACHES, 15.79 PERCENT SOLID MAN-MADE STRUCTURE, 8.02 PERCENT VEGETATED LOW BANK, 0.15 PERCENT SCRUB-SHRUB WETLANDS. THE RESULTS ALSO SHOWED THAT IN CONDITION OF OIL POLLUTION, ABOUT 84.18 PERCENT OF COASTAL AREAS IN MAZANDARAN PRESERVE HOLD THE POLLUTANTS AND ARE NOT EASILY CLEANED WHICH IS A REASON FOR MORE ATTENTION TO COASTAL MANAGEMENT IN THIS PROVINCE.

THE PRESENT ARTICLE INVESTIGATES THE ENVIRONMENTAL IMPACTS OF DREDGING AND REOPENING OR REVIVING SEVEN IMPORTANT CHANNELS OF ANZALI WETLAND WHICH HAVE BEEN USED FOR TRANSPORTING IN THIS WETLAND. IN THIS REGARD, EACH CHANNEL IS TECHNICALLY AND ENVIRONMENTALLY INTRODUCED, AND THE FUNCTION AND OPTIMUM DREDGING METHOD FOR EACH OF THEM HAS BEEN PRESENTED IN THREE ENVIRONMENT TYPE OF PHYSICAL-CHEMICAL, BIOLOGIC-ECONOMIC, AND ECONOMIC-CULTURAL. IN SPITE OF NEGATIVE STRUCTURAL EFFECTS IN WETLAND, REOPENING THE CHANNELS IS OF HIGH IMPORTANCE, SINCE IT RESULTS IN IMPROVEMENT OF WATER EXCHANGE BETWEEN VARIOUS PARTS OF WETLAND AND NORTH-SOUTH AND EAST-WEST CONNECTIONS WHICH FINALLY BRINGS UP POSITIVE CHANGES IN WETLAND’S ECOLOGIC CONDITION. THE OTHER POSITIVE RESULT OF REOPENING CHANNELS IS IMPROVEMENT OF ECONOMIC SITUATION ESPECIALLY FOR AGRICULTURE IN THE REGION. THE INVESTIGATION OF POSITIVE AND NEGATIVE IMPACTS OF PROJECT ON HUMAN, BIOLOGIC AND PHYSICAL ENVIRONMENTS ON TWO STAGES OF CONSTRUCTION AND EXPLOITATION REVEALS THAT NEGATIVE IMPACTS FOR HUMAN ENVIRONMENT ARE LESS THAN TWO OTHER ENVIRONMENTS, INSTEAD THE POSITIVE IMPACTS ARE MORE THAN TWO OTHER ENVIRONMENTS. THE INVESTIGATION OF SEVERITY AND DOMAIN OF DREDGING ENVIRONMENTAL EFFECTS SHOWS THAT ECOLOGIC NEGATIVE EFFECT OF THIS PROJECT IS SMALL, LIMITED, TEMPORARY, AND REVERSIBLE AND DOES NOT HAVE IMPRESSIVE EFFECTS ON HABITANTS AND SENSITIVE ENVIRONMENT OF THE WETLAND. IN GENERAL, IN TERMS OF SOCIAL AND TOURISTIC ACCEPTABILITY IN HUMAN ENVIRONMENT AND REVIVING THE WETLAND ECOSYSTEM, THE POSITIVE EFFECTS OF THIS PROJECT ARE OF HIGH IMPORTANCE AND ARE ACCEPTED AND SUPPORTED BY THE ENVIRONMENT ORGANIZATION.

INTRODUCTION: MONITORING AND MODELING STUDY ON COASTAL PARTS OF HORMOZGAN PROVINCE IS ONE OF THE NATIONAL PROJECTS WHICH WAS PERFORMED BY COASTAL AND HARBOR HEADQUARTERS OF PORTS AND MARITIME ORGANIZATION (PMO) IN ORDER TO MONITORING AND MODELING OF IRANIAN COASTS. MARINE MEASUREMENTS IN THIS PROJECT ARE COVERED COAST LINE OF HORMOZGAN FROM THE GOUGSAR REGION TO PARSIAN REGION AND QESHM SHORELINE AS WELL THAT APPROXIMATE LENGTH IS ABOUT 1400 KM.

THIS ARTICLE INVESTIGATES THE PROPOSED PLANS, EXAMINATIONS, AND SAMPLINGS OF EIA PROJECTS, PROPOUNDS ADVANTAGES AND DISADVANTAGES OF EACH OF THE PROJECTS AND DESCRIBES THE ASYMMETRICAL BEYOND BACI DESIGN. AS A PRACTICAL SAMPLE OF USING THIS PLAN, THE SAMPLING DESIGN USED IN EVALUATION OF HEAVY METALS SPATIAL CHANGES IN EIA PROJECT OF 14 BREAKWATERS IN COASTS OF HORMOZGAN AND SISTAN AND BALOOCHESTAN PROVINCES ARE DESCRIBED. THE RESULT REVEALS THAT CONCENTRATION OF HEAVY METALS INCLUDING CADMIUM, NICKEL, LEAD, VANADIUM, AND ZINC IN SEDIMENTS OF THE STUDY AREA FOR CONSTRUCTION OF 14 BREAKWATERS EQUALS WITH THE AMOUNT IN THE MARGIN COUNTRIES OF PERSIAN GULF. AMONG THESE METALS, ONLY THE QUANTITY OF NICKEL IS MORE THAN THE AUTHORIZED DOMAIN FOR SEDIMENTS, WHICH SHOWS THAT SEDIMENTS ARE POLLUTED WITH OIL POLLUTANTS (SINCE NICKEL IS ONE OF THE INDEXES OF THIS CATEGORY). BASED ON THE AMOUNT OF HEAVY METALS IN SEDIMENTS, BREAKWATERS CAN BE DIVIDED INTO THREE CATEGORIES. THIS CATEGORIZATION SHOWS THAT GUATR BREAKWATER, IN EASTERNMOST PART OF SISTAN AND BALOOCHESTAN COAST, DESPITE OF BEING FAR FROM OTHER SIMILAR BREAKWATERS IN HORMOZGAN, IS MORE POLLUTED, AND FOR THIS REASON IT IS HIGHLY SIMILAR TO HORMOZGAN BREAKWATERS AND CAN BE CATEGORIZED IN THE SAME GROUP. THE FINE-GRAINED NATURE OF SEDIMENTS IN ESTUARIES AND FIRTHS RESULTED IN INCREASE OF SEDIMENTS ADSORPTION AND CONSEQUENTLY MORE ADHERENCE OF HEAVY METALS TO SEDIMENTS AND REPOSITION OF THESE METALS.

INTRODUCTION: NEAR-SHORE WAVE AND HARBOR PERTURBATION ARE FUNCTIONS OF THE OFFSHORE WAVE. SOMETIMES THEY MUST BE CALCULATED BY TIME CONSUMING 2D NUMERICAL SIMULATIONS. HOWEVER THE OFFSHORE WAVE VARIES WITH TIME. THE TRADITIONAL WAY IN THIS REGARD IS TO CLASSIFY THE WAVE TIME SERIES AND CALCULATE THE WAVE ROSE OR A FEW EFFECTIVE WAVES. NOWADAYS, THERE IS A GROWING INTERESTEDNESS IN CALCULATING THE COMPLETE LONG-TERM TIME SERIES OF THE NEAR-SHORE WAVE OR THE HARBOR PERTURBATION WITHOUT THE TRADITIONAL SIMPLIFICATIONS REGARDING TO THE WAVE PERIODS ETC.

TO PRESERVE AND RESCUE THE CORAL SPECIES SURROUNDED BETWEEN NORTHERN AND SOUTHERN DYKES OF SHAHID BEHESHTI PORT DEVELOPMENT PLAN IN CHABAHAR, IN A 45 DAYS PROJECT DURING 4 MONTHS FROM ABAN TO THE END OF BAHMAN IN 1390, 28000 OF CORAL COLONIES IN VARIOUS SIZES AND SPECIES (EVEN WITH THE THICKNESS OF MORE THAN 3 METER) WERE SUCCESSFULLY TRANSFERRED BY CHABAHAR OFFSHORE FISHERIES RESEARCH CENTER TO THE NEW SITE IN 3.5 KILOMETER DISTANCE WITHIN THE LIMIT OF HOTEL LIPAR BEACH PARK. THE ABOVE MENTIONED PROJECT WAS PERFORMED IN TWO STAGES OF PILOT AND FINAL. AFTER CONTROLLING AND CHOOSING THE BEST METHOD, EXECUTIVE OPERATIONS WERE PERFORMED SIMULTANEOUSLY BY EXPERTS AND SKILLED DIVERS IN FOUR STAGES INCLUDING 1) PREPARING THE BED IN NEW SITE BY ARTIFICIAL STRUCTURES, 2) SEPARATING CORALS FROM THE PRIMITIVE SITE, 3) TRANSFERRING CORALS TO THE NEW SITE, AND 4) FIXATING CORALS ON THE ARTIFICIAL BED. REGARDING THE KIND AND SIZE, CORALS WERE SEPARATED FROM THEIR BED USING MECHANICAL EQUIPMENT BY DIVERS AND WERE TRANSFERRED TO THE NEW SITE BY SPECIAL BASKETS WITH THE LEAST SPEED AND WITHOUT STRESSING THEM OUT. DURING THE TRANSFER OPERATION AND IN A THREE MONTHS PERIOD AFTER THE OPERATION, THE HEALTH STATUS OF THE TRANSFERRED CORALS WAS CONTINUALLY MONITORED. ACCORDING TO THE OBSERVATIONS, ALL THE CORALS WERE COMPLETELY HEALTHY AND THE GROWTH STAGES WERE CONFIRMED. BESIDES, THE NEW SITE HAS BECOME AN APPROPRIATE HABITAT FOR VARIOUS KINDS OF AQUATICS WHICH SHOWS THE SUCCESS OF THIS PROJECT AS THE FIRST PROJECT DONE IN IRAN AND EVEN IN THE REGION AT THIS SIZE.

INTRODUCTIONTHE PERSIAN GULF IS A SEMI-ENCLOSED MARGINAL SEA WITH CHARACTERISTICS OF LOW PRECIPITATIONS AND HIGH EVAPORATION RATES. IT IS ONLY CONNECTED WITH THE OPEN OCEANS THROUGH THE STRAIT OF HORMUZ. HIGH EVAPORATION FROM THE PERSIAN GULF SURFACE LEADS TO INCREASED SALINITY AND THUS INCREASES THE DENSITY OF SURFACE WATERS.

ONE OF THE MAJOR WAYS OF INVASIVE SPECIES TRANSMISSION, OTHER THAN AQUACULTURE PURPOSES, IS INTENTIONAL AND UNINTENTIONAL TRANSPORT OF THESE UNWANTED SPECIES BY SHIPS, VESSELS, YACHTS AND FISHING BOATS. HENCE, THOSE IN CHARGE SHOULD APPROPRIATELY MANAGE SHIPS BALLAST WATER BY SUPERVISING AND APPLYING REGULATORY REQUIREMENTS TO PREVENT AND REDUCE THE DANGER OF INVASIVE SPECIES TRANSMISSION. FOR CONFRONTING THE POLLUTION CAUSED BY INVASION OF NON-NATIVE AQUATIC SPECIES, THREE METHODS CAN BE APPLIED: 1- BALLAST WATER DISCHARGE AND PROCESSING IN PORTS, 2- BALLAST WATER PROCESSING ON THE VESSEL, 3- BALLAST WATER EXCHANGE ON THE ROUTE. IN PORTS, VARIOUS TECHNOLOGIES ARE USED FOR BALLAST WATER REFINEMENT , INCLUDING : 1- FILTERING, 2- CREATION OF VERTICAL AND ROTATIONAL SYSTEM, 3- THERMAL METHOD, 4- USING CHEMICALS AND DISINFECTANTS, 5-UV RADIATION, 6- USING ULTRASOUND WAVES, 7- WATER ELECTROLYSIS, AND 8- CASTING ACCELERATED ELECTRON. THE ABOVE MENTIONED METHODS ARE PROVEN METHODS WHICH HAVE BEEN APPLIED BY MARINE INDUSTRIES FOR DECREASING THE RISK OF SHIPS WATER BALLAST. IN THE PRESENT RESEARCH, USING THE FUZZY TOPSIS MODEL, A HOLISTIC COMPARISON IS MADE BETWEEN VARIOUS BALLAST WATER REFINEMENT METHODS IN VESSELS ENTERING PORTS AND THE MOST PRACTICAL AND APPROPRIATE METHOD IS PROPOSED. THE ABOVE MENTIONED METHODS ARE EVALUATED BASED ON VARIOUS CRITERIA AND WITH A HOLISTIC VIEW ON COST AND EFFICIENCY. IT IS REVEALED THAT THE FILTERING METHOD IS MORE PRACTICAL AND PRINCIPLED THAN OTHER METHODS CONSIDERING COSTS AND EFFICIENCY. AFTER THAT THE UV AND ULTRASOUND WAVE METHODS ARE CONSIDERED AS PRACTICAL METHODS FOR BALLAST WATER REFINEMENT.

INTRODUCTIONTHE PROJECT ORIENTED ORGANIZATIONS REQUIRES SPECIFIC MODELS AND METHODS IN ITS MANAGEMENT, PERFORMANCE MEASUREMENT AND STANDARDS TO ACHIEVE THEIR GOALS. MOST OF THE COMPANIES IN OIL AND GAS INDUSTRY, WATER RESOURCE MANAGEMENT AND DAMS, INFRASTRUCTURAL PROJECTS AND ETC. CATEGORIZED IN PROJECT ORIENTED ORGANIZATIONS AND COMPANIES.[3] PORT AND MARITIME ORGANIZATION AS A GOVERNMENTAL AND NATIONAL ORGANIZATION IS A DOMINANT ORGANIZATION IN SHORE AND FORESHORE ZONE’S MANAGEMENT. MANY DIFFERENT LOCAL OR NATIONAL PROJECTS ARE MANAGED IN PMO. DEVELOPMENT OF MULTI PROPOSED SMALL PORTS AS A ONE OF THE IMPORTANT NATIONAL PROJECT IN PMO IS STARTED SINCE TWO YEARS AGO.

THE DAMAGES CAUSED BY CORROSION OF STEEL BURIED IN THE CONCRETE CONSTITUTES THE MAJOR DAMAGES IN ARMED CONCRETE STRUCTURES IN SEA MARGINS AND INVOLVES HIGH COSTS IN CONSTRUCTION INDUSTRY. STIMULATION OF CONCRETE BEHAVIOR IN THE FIELD OF BURIED STEEL CORROSION CAN BE INFLUENTIAL IN DECREASING THE COSTS DUE TO DAMAGES. THE FIB MODEL, WHICH WAS PRESENTED IN 2006 BY FIB INTERNATIONAL FEDERATION (FEDERATION INTERNATIONAL DU BETON), IS ONE OF THE BEST AND PRACTICAL MODELS IN THE WORLD. THIS MODEL MODELS THE CORROSIVE PROCESSES IN PROBABILISTIC WAY. THE PURPOSE OF THE PRESENT ARTICLE IS TO EVALUATE THE FIB MODEL FOR THE ENVIRONMENTAL CONDITION OF THE PERSIAN GULF, AND TO REVISE IT FOR USING IN THIS CONDITION. IT SHOULD BE MENTIONED THAT THE MARINE ENVIRONMENT OF THE PERSIAN GULF, BECAUSE OF HOT WEATHER AND HIGH MOISTURE AND THE AMOUNT OF CHLORIDE ION IN ITS WATER, IS ONE OF THE MOST DESTRUCTIVE MARINE ENVIRONMENTS IN THE WORLD. THEREFORE, FIVE CONCRETE STRUCTURES WITH VARIOUS AGES IN THIS REGION WERE EXAMINED AND THE RESULTS HAVE BEEN COMPARED TO THE RESULTS OF THE MODEL. BECAUSE OF LACK OF COORDINATION BETWEEN RESULTS AND REALITY, THE MODEL HAS BEEN REVISED FOR THE ENVIRONMENTAL CONDITION OF PERSIAN GULF REGION.

IN THE PRESENT RESEARCH, USING THE CAPACITIES OF THE MOSES SOFTWARE, VARIOUS PARTS OF AMIR KABIR PLATFORM INCLUDING THE PANTONES, COLUMN, MOORINGS, AND PLATFORM MOORINGS WERE MODELED AND WITH IMPLEMENTATION OF WAVES SPECTRAL MODEL, THE WEIGHTING COEFFICIENT OF SPECTRAL MODEL, HEIGHT AND THE PERIOD OF STORMY WAVES AND WIND , AND THE DOMINANT CURRENT IN THE REGION IN VARIOUS DIRECTIONS, THE HYDRODYNAMIC REACTIONS OF AMIR KABIR SEMI-SUBMERSIBLE PLATFORM HAS BEEN INVESTIGATED IN EFFECT OF STORMY WAVES. THE MAIN PURPOSE WAS TO RECOGNIZE THE FREQUENCIES WHICH RESULT IN STIMULATION OF PLATFORM IN EACH DEGREE OF FREEDOM AND TO DO PREPARATIONS FOR DECREASING THE DYNAMIC REACTION OF THE PLATFORM. FOR THIS PURPOSE, THE REACTIONS OF VERTICAL MOVEMENT AND ROLLING AROUND THE TRANSVERSAL AXIS, WHICH ARE CRITERIA SHOWING THE CAPABILITY OF THE SEMISUBMERSIBLE PLATFORM, WERE OBTAINED IN STORMY WAVES IN CASPIAN SEA. ALSO, CONSIDERING THE PREVIOUS STUDIES ON USING THE HEAVE PLATES FOR DECREASING THE VERTICAL MOVEMENT REACTION OF SEMI-SUBMERSIBLE PLATFORMS, THESE PLATES WERE USED WITH THE PURPOSE OF IMPROVING THE REACTIONS OF AMIR KABIR SEMI-SUBMERSIBLE PLATFORM AND WITH CHANGING THE SHAPE AND SIZE OF STRUCTURE AND ADDING HEAVE PLATES TO AMIR KABIR SEMI-SUBMERSIBLE STRUCTURE (WITH CONSIDERING THE LIMITATIONS SUCH AS WEIGHT STABILITY, MOORING CHARACTERISTICS, AIR GAP AND ETC.) AN OPTIMIZED FORM OF AMIR KABIR SEMI-SUBMERSIBLE PLATFORM HAS BEEN PRESENTED.

THE SUBJECT OF COASTLINE CHANGES, BECAUSE OF SEAWATER REGRESSION AND PROCESSION DURING THE RECENT CENTURY, HAS RAISED MORE ATTENTION TO SOCIAL, ECONOMIC AND ENVIRONMENTAL ISSUES IN TONEKABON COASTAL AREA AND INVOLVED SET OF PROBLEMS FOR ENVIRONMENT AND REGION’S HUMAN HABITATIONS. IN THE PRESENT RESEARCH, SOME COMMON METHODS OF COASTLINE CHANGES DETERMINATION USING REMOTE SENSING AND GIS AS WELL AS SATELLITE IMAGES ARE APPLIED FOR INVESTIGATING COASTLINE CHANGES IN TONEKABON. BY SELECTING LANDSAT SATELLITE IMAGES OF TM, ETM, AND ETM+ FOR YEARS 1984, 2000 AND 2010, THE GEOMETRIC AND RADIOMETRIC ERRORS ARE CORRECTED ON THE PREPROCESSING STAGE. ON THE IMAGE PROCESSING STAGE, BAND 5 WAS CHOSEN AS THE BEST BAND FOR DIAGNOSING THE BORDER BETWEEN LAND AND WATER AND THE CONTRAST IMPROVEMENT METHOD TOGETHER WITH THRESHOLDING AND EDGE ENHANCEMENT FILTER ARE APPLIED AS THE BEST SEPARATING METHODS. THE RESULTS, IN SHAPE OF RASTER LAYERS, REVEAL THAT THE COASTLINE HAS GOT RIDGED FROM 1984 TOWARD 2000 AND 2010. THEN, RASTER LAYERS WERE TRANSFERRED TO A VECTOR AND THE SPATIAL CHANGES OF COASTLINE WERE MEASURED IN 41 SPOTS WITH EQUAL DISTANCE OF 1000 METERS. THE RESULTS ALSO REVEAL THAT THE AVERAGE COASTLINE MOVEMENT DURING 1984 AND 2000 WAS 75.2 METERS AND WATER HAS PROGRESSED TOWARDS COAST. THE AVERAGE CHANGE RATE DURING 2000 AND 2010 WAS 32.9, DURING THESE YEARS THE STUDY COASTAL AREA FACED WATER REGRESSION AND LAND ENHANCEMENT IN MOST OF ITS PARTS AND THE WATER PROGRESSION HAPPENED ONLY IN SOME PLACES BUT WITH SMALL MOVEMENT RATE. IN ORDER TO EVALUATE THE ACCURACY OF METHODS APPLIED FOR COASTLINE EXTRACTION AND MEASURING ITS CHANGES, FIELD STUDIES WERE DONE WHICH SOME OF THE ISSUES SUCH AS STRUCTURES DESTRUCTION BY WAVES, DROWNING SOME OF THE STRUCTURES, DOING STRUCTURE PROTECTION PROJECTS TO FACE SEA PROGRESSION, AND ETC. APPROPRIATELY PROOF THE METHODOLOGY ACCURACY OF THE PRESENT RESEARCH.

THE PRESENT RESEARCH EVALUATES THE FORMATION AND DEVELOPMENT MODE OF SEDIMENTARY RIPPLES IN BED OF SAJAFI PORT NAVIGATION CHANNEL SITUATED IN DELTA OF ZOHRE RIVER. FOR THIS PURPOSE, NUMERICAL SIMULATIONS WERE DONE TOGETHER WITH THEORETICAL STUDIES. TO INVESTIGATE THE EFFECT OF TIDE AND WAVES ON FORMATION AND GROWTH OF SEDIMENTARY RIPPLES IN BED OF NAVIGATION CHANNEL, SOME SPOTS WERE CONSIDERED IN THE STUDY AREA. THE MODELING DONE FOR INVESTIGATING THE EFFECT OF TIDE SHOWS THAT RATE OF LEVEL CHANGE IN VARIOUS SPOTS IN THE NAVIGATION CHANNEL VARIES FROM 50 CENTIMETER EROSION TO 70 CENTIMETER SEDIMENTATION WHICH RESULTS IN FORMATION OF SEDIMENTARY RIPPLES INSIDE THE CHANNEL AND IN SOME PLACES INSIDE THE CHANNEL CAVITIES ARE FORMED WITH DEPTH OF ABOUT 50 CENTIMETER AND ABOUT 100 METER FARTHER SOME HILL ARE FORMED WITH THE HEIGHT OF ABOUT 40 TO 70 CENTIMETER. THESE SEDIMENTARY CAVITIES AND HILLS ARE BINARY. THE RESULTS OF THE MODELING ALSO REVEAL THAT THE DIFFERENCE OF WAVE’S PERIOD AND HEIGHT HAS NO EFFECT IN GROWTH STAGE, BUT IN SEDIMENTATION STAGE, WITH DECREASE OF WAVE’S PERIOD, THE SEDIMENTATION DECREASES AND WITH DECREASE OF WAVE’S HEIGHT, THE SEDIMENTATION INCREASES.

TO IDENTIFY THE ENVIRONMENTAL EFFECTS OF PERSIAN GULF MASTER NETWORK PROJECT, CONSIDERING THE CURRENT SITUATION OF REGION’S ENVIRONMENT, PARAMETERS INFLUENCING ENVIRONMENT’S VALUES FOR CONSTRUCTION AND EXPLOITATION STAGES OF VARIOUS BRIDGE VARIANTS ARE INVESTIGATED AND THE BIOLOGICAL, CHEMICAL AND PHYSICAL CHARACTERISTICS OF WATER AND POLLUTANTS ARE STUDIED. THE PERSIAN GULF BRIDGE CONNECTS QESHM ISLAND AND THE MAIN LAND BETWEEN LAFT PORT AND POHL. ITS LENGTH IS ABOUT 2600 METER AND THE WATER DEPTH IS ABOUT 30 METER. THE PROXIMITY OF THIS AREA TO HARA PROTECTED AREA AND KHOORAN WETLAND INCREASES THE IMPORTANCE OF THIS EVALUATION. THIS ARTICLE INVESTIGATES THE EFFECT OF BRIDGE PIERS CONSTRUCTION ON ENVIRONMENT AND THE EFFECT KIND.

THIS STUDY HAS BEEN DONE WITH THE PURPOSE OF PROTECTING NATURAL ECOSYSTEMS AND ECOLOGIC VALUES IN COASTAL ZONE OF LAVAN ISLAND AND SUSTAINABLE EXPLOITATION OF THIS REGION. THE ACTIONS DONE IN THIS REGARD INCLUDE VISITING THE ISLAND AND ITS COASTAL ZONE, SELECTING TRANSECTS AND SAMPLING STATIONS, SAMPLING FROM WATER AND COASTAL ZONE SEDIMENTS, AND DOING SOME TESTS. THE CONCENTRATION OF NICKEL (NI) AND VANADIUM (V) WAS MEASURED USING THE ATOMIC ABSORPTION SPECTROPHOTOMETER AND BASED ON THE MOOPAM GUIDELINE (1999) IN PPB LEVEL. THE HIGHEST CONCENTRATION OF NICKEL IN WATER WAS MEASURED IN STATION 1 AND THEN IN STATIONS 6, 3, AND 13. ALSO, THE HIGHEST CONCENTRATION OF VANADIUM WAS MEASURED IN SAMPLES OF STATION 3, 4 AND 13. WITH AN OVERALL LOOK AT THE RESULTS, IT GETS CLEAR THAT THE STATIONS NEIGHBORING BERTHS HAVE THE HIGHEST POLLUTION. THE HIGHEST CONCENTRATION OF NICKEL IN SEDIMENT SAMPLES IS RELATED TO STATION 3, 12 AND 6, RESPECTIVELY. ALSO, THE HIGHEST CONCENTRATION OF VANADIUM IN SEDIMENT SAMPLES WAS RELATED TO STATION 3 AND THEN STATIONS 6, 7, 10 AND 9. IN DEFINING THE COEFFICIENT CORRELATION, IT WAS FOUND THAT THERE IS A STRONG POSITIVE CORRELATION BETWEEN VANADIUM AND NICKEL IN SEDIMENTS (P<0.01). COMPARING THE RESULTS OF THIS STUDY WITH PRESENT STANDARDS AND OTHER STUDIES REVEALSTHAT COASTAL ZONE OF LAVAN ISLAND IS POLLUTED WITH HEAVY METALS (NICKEL AND VANADIUM) RELEASED BY OIL INDUSTRY ACTIVITIES AND OTHER DEVELOPMENT ACTIVITIES IN THE REGION.

ESTUARY IS THE PLACE OF INTERACTIONS BETWEEN SWEET AND SALTY WATER AND A NAVIGATION ROUTE IN COASTAL REGIONS. SO, ACCURATE RECOGNITION OF CURRENTS AND SEDIMENT TRANSFER PATTERNS DOMINANT IN THIS REGION IS OF HIGH IMPORTANCE. IN ESTUARIES, SEDIMENT TRANSFER IS DETERMINED BY WAVES, WAVEINDUCED SHORE CURRENTS AND TIDES. THE IMPORTANCE OF THE ABOVE MENTIONED ISSUES CAUSED IN INVESTIGATING THE EFFECT OF WAVES ON CURRENTS AND SEDIMENTS TRANSFER PATTERNS IN A SPECIAL TYPE OF ESTUARIES KNOWN AS INLET. FOR THIS PURPOSE, FIRST, THE TARGETED BASIN WAS DESIGNED IN MIKE 21. THEN, THE EFFECT OF DIRECTION AND WAVE’S HEIGHT WAS INVESTIGATED ON CURRENT AND SEDIMENT TRANSFER. TO DEFINE THE EFFECT OF WAVE’S HEIGHT ON CURRENTS AND SEDIMENT TRANSFER PATTERN IN INLETS, WAVES WITH VARIOUS HEIGHT AND PERIOD AND SAME DIRECTION WERE PROJECTED TO THE INLET. ALSO, TO INVESTIGATE THE EFFECT OF WAVE’S DIRECTION ON CURRENTS AND SEDIMENT TRANSFER PATTERN IN INLETS, WAVES WITH VARIOUS HEIGHTS AND PERIODS AND SAME DIRECTION WERE PROJECTED TO THE INLET AND THE RESULTS WERE ANALYZED. BASED ON THE RESULTS, ON THE EFFECT OF PROJECTING THESE WAVES ON INLET, TWO EDDY CURRENTS FORMED BEFORE INLET AND TWO EDDY CURRENTS AFTER INLET WHICH THESE CURRENTS TRAPPED SEDIMENTS IN INLET AND RESULTED IN SEDIMENTS AGGREGATION ON EDGES OF THE INLET. AFTERWARD, THESE SEDIMENTS WERE TRANSFERRED BY CURRENT INSIDE THE INLET TO BEFORE AND AFTER THE INLET AND RESULTED IN FORMATION OF TIDAL DELTA.

INTRODUCTION: CRUDE OIL IS A COMPLEX MIXTURE. IT CONSISTS OF FOUR MAIN HYDROCARBON GROUPS: SATURATED HYDROCARBONS, AROMATICS, RESINS AND ASPHALTENES. ASPHALTENES ARE DEFINED AS THE CRUDE OIL FRACTION THAT PRECIPITATES UPON THE ADDITION OF AN N-ALKANE (USUALLY N-PENTANE OR N-HEPTANE) BUT REMAINS SOLUBLE IN TOLUENE. ASPHALTENE PRECIPITATION AND DEPOSITION IS ONE OF THE MOST IMPORTANT PROBLEMS IN DIFFERENT STAGES OF PETROLEUM PRODUCTION. IT CAUSES THE PLUGGING OF WELLBORE, PIPELINES AND PRODUCTION EQUIPMENTS. TO MAINTAIN THE PRODUCTION OF WELL AND AVOID PRESSURE REDUCTION DUE TO ASPHALTENE DEPOSITION, SO MANY MECHANICAL AND CHEMICAL METHODS HAVE BEEN APPLIED. THESE METHODS ARE EXPENSIVE AND NEED SUFFICIENT TIME; THEREFORE IT IS BETTER TO FIND A CONDITION TO REDUCE POSSIBILITY OF ASPHALTENE PRECIPITATION.

INTRODUCTIONIN THIS ARTICLE, INTERACTING, BREAKING AND OVERTOPPING OF A SOLITARY WAVE WITH A BREAKWATER ON A COAST WITH THE SLOPE OF 1:20 IS MODELED WITH THE MESH-FREE METHOD KNOWN AS SMOOTHED PARTICLE HYDRODYNAMICS. THE NUMERICAL METHOD MODELS THREE TYPES OF WAVE BREAKING AND IS COMPARED WITH EXPERIMENTAL RESULTS. THE FIRST TYPE COMPRISED A TURBULENT BORE RUSHING INLAND THE SUBSEQUENTLY IMPACTING AND OVERTOPPING THE BREAKWATER. THE SECOND TYPE IS CONSISTED OF A WAVE DIRECTLY COLLAPSING ON THE BREAKWATER WITH OVERTOPPING FLOW SUBSEQUENTLY GENERATED. THE THIRD TYPE IS A WAVE STRAIGHTFORWARDLY OVERTOPPING UPON THE BREAKWATER AND COLLAPSING BEHIND IT.

INTRODUCTION: IN RECENT YEARS THERE HAVE BEEN MANY ATTENTIONS TO FREE ZONES AND ESPECIALLY THE ESTABLISHMENT OF INDUSTRIAL ACTIVITY IN THE PERSIAN GULF. SUCH ACTIVITIES COULD BRING IRREPARABLE DAMAGE TO THE REPRODUCTIVE AREAS AND BIOLOGICAL DIVERSITY. AMONG IRANIAN ISLANDS IN PERSIAN GULF, QESHM ISLAND DUE TO ITS GEOGRAPHICAL LOCATION, SOCIAL AND COMMERCIAL PROPERTIES, ECONOMIC ACTIVITIES OF CITIZENS AND RESIDENTS, THE EXTENT OF POPULATION AND ALSO ITS PROXIMITY TO THE IMPORTANT PORT OF ABBAS, PORTS OF KHEMIR AND KONG AND LENGEH, BECAME A ZONE OR FREE PORT TO ACHIEVE THE FOLLOWING OBJECTIVES:- RECEIVE GOODS FROM ABROAD AND ITS DISTRIBUTION BETWEEN THE PORTS AND ISLANDS OF THE PERSIAN GULF AND ARABS.- ENTRY OF RAW AND SEMI-MANUFACTURED MATERIALS AND CHANGING TO FINAL GOODS OR MANUFACTURING MATERIALS FOR EXPORT OR DOMESTIC USE OR CONSUMPTION IN THE REGION.SO ANY INDUSTRIAL ESTABLISHMENT IN QESHM SHOULD BE DONE WITH CONSIDERATION OF ENVIRONMENTAL ISSUES.

INTRODUCTIONDUE TO RESOURCE MANAGEMENT AND HABITAT CONSERVATION GOALS ECOLOGICALLY CLASSIFICATION OF GOMISHAN WETLAND LOCATED IN THE SOUTH EAST OF CASPIAN SEA WAS PERFORMED. FOR ACHIEVING THIS CMECS (COASTAL MARINE ECOLOGICAL CLASSIFICATION STANDARD) WERE USED AND HABITATS OF THE STUDY AREA WAS IDENTIFIED AND CLASSIFIED ACCORDING TO CMECS CLASSIFIERS AND MODIFIERS. COASTAL WETLANDS ARE AMONG THE MOST COMPLEX ENVIRONMENTS IN THE TRANSITIONAL ZONE LOCATED BETWEEN TERRESTRIAL ECOSYSTEMS AND ADJACENT SEAS.THERE IS AN INCREASING NEED FOR CLASSIFICATION OF COASTAL AND MARINE SYSTEM DUE TO RESOURCE MANAGEMENT AND HABITAT CONSERVATION GOALS. MANY CLASSIFICATION SYSTEMS HAVE BEEN DEVELOPED FOR REGIONAL OR LOCAL APPLICATIONS [1].

IN NATURE, EVERYWHERE CAN BE A SAFE SHELTER OR HOUSE FOR LIVING, ESPECIALLY IN SEA AS A NATURAL HABITAT OR AN ECOSYSTEM OF ANIMAL AND VEGETATION COMMUNITIES WHICH IS SHELTER FOR AQUATICS SUCH AS SPONGES, CORALS AND ROCKY HILLS. IN MARINE ECOSYSTEM, FINDING A HOUSE MEANS LIVING AND LIVING MEANS REPRODUCTION. CORAL REEFS ARE THE OLDEST AND RICHEST COMMUNITIES ON THE EARTH. THE LIFETIME OF MOST OF CORAL REEFS IS BETWEEN 5000 AND 10000 YEARS AND MOST OF THEM ARE STOCKPILED WATER CLIFFS WHICH GO BACK TO MILLION YEARS AGO. THE CORALS WHICH CONSTITUTE CORAL REEFS GROW IN A SPECIFIC CONDITION, HOT, SALTY AND SHALLOW WATER THAT SUNLIGHT CAN EASILY REACH IT. EVERYWHERE ON THE EARTH, THE NATURAL FOOD SOURCES ARE TO BE FINISHED. IN OCEAN, EXCESSIVE FISHING HAS RESULTED IN FINISHING THE FOOD AND DISORDERLINESS IN FOOD CHAIN FOR AQUATICS. THEREFORE CREATING ARTIFICIAL REEF IS ONE OF THE EFFICIENT WAYS TO AGAIN RECONSTRUCT AND REVIVES THE AQUATICS IN SEA.

MARINA REFERS TO A BERTH COMPLEX FOR SMALL BOATS WHICH HAS ALL OR MOST OF THE MAINTENANCE EQUIPMENT NEEDED BY BOATMEN SUCH AS LAUNCHING APPLIANCES, DOCK, REFUELING STATIONS, RESORTS, RESTAURANTS AND ETC. THE EVALUATION OF ENVIRONMENTAL EFFECTS MUST BE DONE FOR THIS STRUCTURE BECAUSE IT MAY HAVE DEVASTATING EFFECTS ON COASTS. THE EVALUATION SHOULD INVOLVE SEA AND COASTS AND IT SHOULD DECREASE THE DEVASTATING EFFECTS IN CONSTRUCTION AND EXPLOITATION PHASES WITH APPROPRIATE PLANNING AND MANAGEMENT. IN THE PRESENT ARTICLE, THE SOLUTIONS FOR DECREASING THE POLLUTION DUE TO THIS STRUCTURE ARE PRESENTED. ALSO, THE REGULATIONS OF FIVE COUNTRIES (THE US, ENGLAND, DENMARK, NETHERLANDS, AND CANADA) ARE STUDIED AND BY ELICITATION OF THEIR WEAKNESSES AND STRENGTHS, AN APPROPRIATE STANDARD IS CONSIDERED FOR ENVIRONMENTAL ASPECT OF MARINA CONSTRUCTION IN IRAN.

INTRODUCTIONSTUDY OF OIL SLICK SPREADING IN MARINE ENVIRONMENTS IS IMPORTANT FOR PRESERVING NATURAL ASSETS FROM POSSIBLE ENVIRONMENTAL DAMAGES.THREE NUMERICAL MODELS ARE COMBINED IN THIS STUDY, TO SIMULATE THE BEHAVIOR OF TOIL SLICK SPREADING AFTER SPILLAGE. THE EFFECT OF LONGSHORE CURRENTS IS PARTICULARLY CONSIDERED. THE MODEL RESULTS ARE COMPARED WITH AN OIL SPILL FIELD DATA NEAR THE COAST OF SAUDI ARABIA AND KUWAIT.

CASPIAN SEA, BECAUSE OF BEING ENCLOSED FOR 5 MILLION YEARS, HAS TURNED TO A WATER ECOSYSTEM WITH ESPECIAL FAUNA AND FLORA AND 42 % OF ITS SPECIES ARE NATIVE. CASPIAN SEA, WITH ITS UNIQUE BIODIVERSITY, WETLANDS, RIVERS, PLANT AND ANIMAL SPECIES, HAS BEEN UNDER THE PRESSURE OF INCREASING THREATS AND VARIOUS ENVIRONMENTAL CHALLENGES WHICH GRADUALLY INFLUENCES THIS SEA. CASPIAN SEA AS THE LARGEST LAKE IN THE WORLD IS SURROUNDED BY 5 COUNTRIES: IRAN, AZERBAIJAN, RUSSIA, AND TURKMENISTAN AND THROUGH THESE COUNTRIES A SIGNIFICANT AMOUNT OF POLLUTION DISCHARGES INTO IT. THESE POLLUTIONS LEAVE IRREPARABLE IMPACTS ON CASPIAN SEA ECOSYSTEM AND BIODIVERSITY. ONE OF THE MOST IMPORTANT CASPIAN SEA POLLUTANTS ARE DUE TO PETROLEUM RELATED ACTIVITIES IN COASTAL AREAS. INVESTIGATIONS REVEAL THAT THESE POLLUTIONS IMPACT ECOSYSTEM AND BIODIVERSITY SO THAT STURGEON AND SEAL POPULATION IN CASPIAN SEA HAS DECLINED. IN THE PRESENT RESEARCH, THE CASPIAN SEA ECOSYSTEM AND ITS IMPORTANCE, THE VALUE OF ITS SOURCES AND THE FACTORS DESTROYING ITS ECOSYSTEM ARE INVESTIGATED.

DUE TO THE EXISTING DEMAND OF PRIVATE SECTION FOR INVESTMENT IN IRANIAN PORTS AND REGARDING PORTS DEVELOPMENT AND MOVING TOWARD THIRD GENERATION PORTS, THIS QUESTION COMES TO MIND THAT :HOW MUCH AND UP TO WHICH OPERATIONAL LEVEL, SHOULD THE NUMBER OF INVESTORS INCREASE? CONSIDERING THE DEFINITIONS AND CHARACTERISTICS OF MARKET INCLUDING MONOPOLY VERSUS COMPETITIVE MARKETS, THIS RESEARCH REVIEWS THE MARKET STRUCTURE FROM MONOPOLY OR COMPETITIVENESS VIEWS USING HERFINDAHL INDEX.

THE PURPOSE OF THE PRESENT STUDY IS TO INVESTIGATE THE EFFECT OF CREST HEIGHT ON RATE OF WAVE TRANSMISSION AND PASSING THROUGH FLOATING BREAKWATERS. USING THE SPH METHOD (SMOOTHEDPARTICLE HYDRODYNAMICS), THIS PHENOMENON IS NUMERICALLY SIMULATED AND THE RESULT IS COMPARED AND VALIDATED USING ANALYTICAL RELATIONS, EXPERIMENTAL FORMULAS, AND LABORATORY STUDIES. THE GOOD ACCORDANCE OF RESULTS REVEALS THE SUFFICIENCY OF SPH METHOD. THE RESULTS OF THIS STUDY ALSO CONFIRMS THAT AS LONG AS THE FREEBOARD ON CREST BE 0.3 OF WATERS DEPTH TYPICALLY, WAVES DEPRECIATION REMAINS AT 5%, BUT THE INCREASE OF BREAKWATER CREST HEIGHT CAUSES IN MORE WAVES DEPRECIATION SO THAT IN A FLOATING BREAKWATER WHICH ITS FREE CREST WIDTH IS 0.8 OF THE WATER DEPTH, THE WAVE HEIGHT DECREASE RISES TO 20 %.

PERSIAN GULF IS A SEDIMENTARY TECTONICS AND INTER-CONTINENTAL AREA AND 40% OF THE WORLD’S OIL AND GAS TRADE HAPPENS IN THIS REGION AND IT IS ALSO AN OPULENT SOURCE OF OIL AND GAS. THE PERSIAN GULF IS ABOUT 236000 SQUARE KILOMETER. THIS GULF IS ONE OF THE BIGGEST HABITATS FOR MARINE ORGANISMS SUCH AS CORALS, SPONGES, FISHES, CRABS, BIVALVES, SCAPHOPODA, CEPHALOPODA, FORAMINIFERAL, ECHINODERM, OSTRACODA, AND BRYOZOA, WHICH SOME OF THESE CREATURES LIVE IN THE SEDIMENTS IN PERSIAN GULF SEABED. THE PRESENT RESEARCH TRIES TO ASSESS THE EFFECTS OF OIL FILTERS, DRILLING RIGS AND VESSELS TRANSPORTING IN THIS REGION ON SEABED SEDIMENTS. IN THIS STUDY, 240 SAMPLE OF GRADED SURFACE SEDIMENTS IN MARINE GEOLOGY MANAGEMENT, WERE USED IN 6 FRACTIONS (2000, 1000, 500, 250, 125, 64 MICRON), AND MORPHOSCOPY AND MORPHOMETRY WERE DONE WITH BINOCULAR MICROSCOPES AND IN SOME SITUATIONS WITH ELECTRONIC MICROSCOPE. ALSO, THE CHEMICAL ANALYSIS WAS DONE IN SPECIAL CASES WITH ICP METHOD AND THE ROCK EVAL APPARATUS WAS USED FOR DEFINING THE PERCENTAGE OF ORGANIC MATERIALS. THE RESULTS REVEAL THAT BECAUSE OF PERSIAN GULF WATER POLLUTION, THE MARINE ORGANISMS’ HABITAT HAS PUT IN DANGER, AND THE ABSORPTION OF POLLUTION BY CREATURES’ CRUST HAS CHANGED THEIR CRUST COLOR TO RED, GRAY AND BLACK. SOME CRUSTS BECOME DEFORMED AND LOST THEIR DECORATIONS. POLLUTANTS ALSO CAUSED IN COLOR CHANGE IN OOIDS. THE BLACK COLOR WAS IDENTIFIED AS THE RESULT OF THE EXISTENCE OF HYDROUS IRON SULFIDE, ORGANIC MATERIALS AND OIL POLLUTANTS. IN SEDIMENTS WHICH HAVE HIGH PERCENTAGES OF CHROME, NICKEL, VANADIUM AND ARSENIC, THE ORGANIC MATERIAL ALSO INCREASES AND THIS SHOWS THE ABSORPTION OF THESE INGREDIENTS BY ORGANIC MATERIAL FROM SEA WATER.

INTRODUCTIONHARBOR SEDIMENTATION IS AN IMPORTANT PROBLEM TO BE ADDRESSED, ESPECIALLY WITHIN THE ACCESS CHANNEL. NOUSHAHR HARBOR (FROM 1939) HAD NO SEDIMENTATION PROBLEM UNTIL 1988. THEN DREDGING BECAME NECESSARY AT THE HARBOR ENTRANCE. THE DREDGING RATE WAS ABOUT 100'000 TO 120’000 M3/YEAR FOR SEVERAL YEARS. HOWEVER, IT HAS BEEN INCREASED TO ABOUT 200’000 M3/Y IN THE LAST THREE YEARS.THE SEDIMENTATION PROBLEM OF NOWSHAHR HARBOR HAS BEEN INVESTIGATED IN THE PRESENT RESEARCH. SEVERAL FACTORS HAVE BEEN STUDIED INCLUDING THE SEA LEVEL CHANGE, MODIFICATIONS IN THE HARBOR LAYOUT, AND THE EFFECT OF ROAD CONSTRUCTION ALONG CHALOOS RIVER NEAR THE HARBOR.

INTRODUCTIONMONITORING AND MODELING STUDY ON SOME COASTAL PARTS OF SISTAN & BALUCHESTAN AND BUSHEHR PROVINCES IS ONE OF THE PROJECTS WHICH WAS PERFORMED BY COASTAL AND HARBOR HEADQUARTERS OF PORTS AND MARITIME ORGANIZATION (PMO). THIS PROJECT TARGETS HAVE BEEN PERFORMED FOR THREE REGIONS (3 PHASES) WHICH CONSISTED OF CHABAHAR BAY REGION AS THE FIRST PHASE AND FROM NAIBAND BAY TO DAYYER AND FINALLY FROM DAYYER TO BOUSHEHR BAY AS THE NEXT TWO PHASES.IN THIS STUDY CURRENT AND WAVE ARE MEASURED AS DEPTH PROFILES BY DOPPLER SYSTEMS WITH SIMULTANEOUS TIDE MEASUREMENT FOR ONE YEAR.SIMULTANEOUS ANALYSIS OF STORM AND TIDE THAT HAS EFFECT ON CURRENT IS DISCUSSED IN THIS STUDY BASED ON THE WAVE, CURRENT AND TIDAL DATA MEASURED IN THE GENAVEH AND DEYLAM PORTS

INTRODUCTION: MULTI-PURPOSE SMALL PORTS PROJECT IN SOUTH COAST OF PERSIAN GULF AND OMAN SEA IS KNOWN AS ONE OF THE MOST SIGNIFICANT NATIONAL INFRASTRUCTURE PROJECT IN RECENT YEARS. EVERY BODY IN MARITIME FIELD IS ALREADY KNOWN STRATEGIC IMPORTANCE OF THIS PROJECT BY ITS SOCIAL AND ECONOMIC EFFECTS, AS ONE OF SOLUTIONS OF MARITIME-BASED SUSTAINABLE DEVELOPMENT. SOME ASPECTS OF THIS PROJECT REVEALS ITS SENSITIVITY MORE THAN BEFORE INCLUDING WIDELY SCATTERED POINTS OF THE CONSTRUCTION, NEED TO OBTAIN PERMITS FROM VARIOUS AGENCIES CONCERNED, NATURE OF MARINE WORKS AND ITS SPECIFIC LIMITATIONS AND ATTENTION TO THE INFRASTRUCTURE OBJECTIVES OF THE PROJECT.

THERE ARE MANY SEAWALLS IN THE WORLD CONSTRUCTED WITH THE PURPOSE OF PROTECTING COASTS WHICH NEED PREPARATIONS FOR PREVENTING UNEXPECTED STRUCTURE DAMAGES. ONE OF THE MOST USEFUL AND ECONOMIC OPTIONS FOR PROTECTING THESE WALLS IS BUILDING A SUBMERGED BREAKWATER IN FRONT OF THEM. THE PRESENT RESEARCH EXPERIMENTALLY INVESTIGATES THE EFFECT OF WIDTH-CHANGE PARAMETER OF SUBMERGED BREAKWATER CREST ON CHANGES OF HYDRODYNAMIC PRESSURE OF WAVES ON PHYSICAL MODEL OF SEAWALL. ALSO, THE RESULTS OF MEASURING HYDRODYNAMIC PRESSURE WERE COMPARED TO THE FORMULAS PRESENTED BY MUNI REDDY AND NEELAMANI. IT WAS OBSERVED THAT APPLYING SUBMERGED BREAKWATERS DECREASES THE PRESSURE ON SEAWALL, BUT IN SOME SITUATIONS WITH THE INCREASE OF CREST WIDTH, THE AMOUNT OF PRESSURE INCREASES UNEXPECTEDLY WHICH ITS REASON CAN BE RELATED TO WAVES SHARPENING CLOSE TO THE WALL.

THE PRESENT ARTICLE INVESTIGATES THE EFFECT OF OVERPASSING ON STABILITY OF BASIN’ LEFT SLOPE ON BREAKWATER SECTION BASED ON TWO-DIMENSIONAL PHYSICAL MODELING OF BREAKWATERS IN IN ANZALI PORT DEVELOPMENT PLAN. AFTER GIVING SOME DETAILS ABOUT PRIMARY PLAN OF ANZALI PORT BREAKWATER, THE RESULT OF PHYSICAL MODELING WILL BE PRESENTED. THE RESULT REVEALS THE INSTABILITY OF BASIN-WARD SLOPE WHICH WAS INFLUENCED BY OVERPASSING ON THE FIRST SECTION OF THE WEST BREAKWATER. THE SOLUTIONS SUGGESTED FOR STABILIZATION OF THIS PART OF BREAKWATER SECTION ARE: USING ARMOUR WITH HIGHER TONNAGE AND EVEN USING XBLOCK CONCRETE ARMOUR ON BASIN-WARD SLOPE AND INCREASING THE CREST LEVEL. THE EXPERIMENTS ON THE SUGGESTED SOLUTIONS SHOW THAT USING JUST TWO OF THOSE SUGGESTIONS (USING CONCRETE ARMOUR AND INCREASING THE CREST LEVEL) ENSURES THE INNER SLOPE STABILITY AND IN CONDITION OF USING STONY ARMOUR WITH HIGHER TONNAGE, THERE WILL BE THE POSSIBILITY OF SLIPPAGE AND STONE MOVEMENT. MOREOVER, THE EXPERIMENTAL RELATIONSHIPS FOR CONTROLLING THE INNER SLOPE STABILITY OF BREAKWATER SECTION, WHICH WERE MENTIONED IN VARIOUS SOURCES, ARE PRESENTED AND COMPARED WITH THE RESULTS OF PHYSICAL MODEL EXPERIMENTS.

WAVE PARAMETERS ARE NECESSARY FOR MANY MARINE AND COASTAL OPERATIONS. DIFFERENT METHODS SUCH AS EMPIRICAL, NUMERICAL AND SOFT COMPUTING ARE DEVELOPED FOR WAVE HINDCASTING. IN THIS STUDY, SWAN MODEL IS USED FOR PREDICTION OF WAVE’S PARAMETERS IN CASPIAN SEA. THE COMPARISON OF RESULTS WITH THE ANZALI BUOY MEASUREMENTS INDICATES THAT THIS GLOBAL MODELING YIELDS AN ACCURATE ESTIMATION OF WAVE’S CHARACTERISTICS.

THE INTERNATIONAL MARITIME ORGANIZATION (IMO) HAS MADE GREAT EFFORTS FOR PREVENTING MARINE ENVIRONMENT POLLUTION, INCLUDING THE RATIFICATION OF INTERNATIONAL CONVENTION FOR PREVENTION OF POLLUTION FROM SHIPS (MARPOL 73.78), INTERNATIONAL CONVENTION ON OIL POLLUTION PREPAREDNESS, RESPONSE AND CO-OPERATION (OPRC), AND THE PROTOCOL OF TOXIC MATERIAL PREPAREDNESS, RESPONSE AND CO-OPERATION (OPRC/HNS2000). WHENEVER POLLUTION HAPPENED IN A REGION IN INTERNATIONAL WATERS, IT WAS FOLLOWED BY GLOBAL CONCERNS. NOT ONLY THE VESSELS, BUT ALSO THE OIL PLATFORMS COULD CREATE IRREPARABLE ACCIDENTS IN THE MARINE AREAS AND IMPORT MASSIVE AMOUNT OF OIL INTO THE SEA. SINCE MOST OF VESSELS PASSING THROUGH PERSIAN GULF AND OMAN SEA ARE TRANSPORTING OIL PRODUCTS, THESE AREAS ARE CONSIDERED AS SENSITIVE REGIONS AND ARE SUBJECT TO OIL AND CHEMICAL POLLUTIONS. THERE ARE LOTS OF OIL PLATFORMS IN THESE REGIONS. IN 2007, ABOUT 12 THOUSAND TANKERS AND MERCHANT VESSELS PASSED THROUGH PERSIAN GULF AND OMAN SEA, AND 17 MILLION BARRELS OF OIL WERE TRANSPORTED THROUGH OMAN SEA AND HORMOZ STRAIT PER DAY. THE IMPORTANCE AND ENVIRONMENTAL HEALTH OF PERSIAN GULF IS PROVEN, BECAUSE STATISTICS SHOW THAT MORE THAN 60 PERCENT OF THE WORLD’S OIL RESOURCES ARE LOCATED IN PERSIAN GULF AND 30 PERCENT OF GLOBAL OIL TRADE IS IN HAND OF PERSIAN GULF LITTORAL STATES. THE PURPOSE OF THE PRESENT RESEARCH IS TO ASSESS PREVIOUS STUDIES ON OIL POLLUTION IN PERSIAN GULF AND OMAN SEA AND TO STATE THE PROBLEM AND IMPORTANCE OF THIS SUBJECT IN CHABAHAR PORT.

ONE OF THE PLANS NECESSARY FOR CONTINUING SEISMOGRAPHIC STUDIES IN FARSI ISLAND COASTS IN IRAN IS DRILLING FOUR WELLS FOR DEFINING THE AMOUNT OF HYDROCARBON COMPOUNDS IN GEOLOGIC STRUCTURES, IN A DEPTH BETWEEN 2000 AND 3400 METER UNDER THE SEABED. SINCE, THE HYDROCARBON COMPOUNDS ARE THE MOST DURABLE COMPOUNDS IN THE MARINE ENVIRONMENT, THEIR ENTRANCE TO THE MARINE REGIONS CAUSES IN VARIOUS POLLUTION TYPES AND ENVIRONMENTAL DAMAGES. THEREFORE, IN THIS SITUATION THE ENVIRONMENTAL IMPACT ASSESSMENT (EIA) STUDIES BECOME NECESSARY. THE ENVIRONMENTAL IMPACT ASSESSMENT (EIA) IS AN IMPORTANT MANAGEMENT TOOL WHICH IDENTIFIES THE ENVIRONMENTAL HAZARDS AND IMPACTS OF AN ESPECIAL PROJECT, AND DEFINES AND COMPLETES APPROPRIATE CONTROLLING CALCULATIONS. THE PURPOSE OF THE PRESENT RESEARCH IS TO PERFORM THE ASSESSMENT IMPACT PROGRAM FOR EXPLORATION PROJECTS OF WELL DRILLING IN FARSI ISLAND REGION.

INTRODUCTION: DUE TO THE COMPLEXITIES OF SEA ENVIRONMENT, THE INVESTIGATION OF SHIP DYNAMICS HAS ATTRACTED THE ATTENTION OF MANY INVESTIGATORS. THE CURRENT STUDY INVESTIGATES THE DYNAMIC OF A FLOATING VESSEL FROM WHICH A SUBMERSIBLE PAYLOAD HAS BEEN HUNG BY TWO CABLES. IN FACT, UNDER THESE CONDITIONS, THE FLOATING VESSEL IS SUBJECTED TO IRREGULAR SEA WAVES AND THESE WAVE EXCITATIONS ARE TRANSFERRED TO THE SUBMERSIBLE PAYLOAD THROUGH THE CABLES. THE CORRECT PREDICTION OF PAYLOAD PITCH ANGLE AND ITS TIME RATE OF CHANGE AND ALSO ITS LINEAR ACCELERATION ARE THE IMPORTANT PARAMETERS WHICH AFFECT THE DESIGN CRITERIA OF THE FLOATING VESSEL.

COASTAL AREA IS THE LAST PLACE WHICH RECEIVES THE POLLUTIONS OF LAND AND SEA AND IS ALWAYS EXPOSED TO VARIOUS KINDS OF POLLUTIONS AND THREATS, SO THIS AREA IS CONSIDERED AS A VULNERABLE AND SENSITIVE AREA. IN IRAN, CONSIDERING THE LENGTH OF COASTAL STRIP, WHICH IS 1800 KM IN SOUTH (PERSIAN GULF, STRAIT OF HORMOZ, OMAN SEA) AND 900 KM IN NORTH (CASPIAN SEA), THE NECESSITY OF DOING RESEARCH FOR THEIR IDENTIFICATION, CLASSIFICATION AND EVALUATION SEEMS TO BE INEVITABLE. HORMOZ ISLAND IS SITUATED IN PERSIAN GULF AND BASED ON TERRITORIAL DIVISIONS THIS ISLAND IS COMPLETELY SURROUNDED BY PERSIAN GULF. THEREFORE, ANY ENVIRONMENTAL CHANGES IN THIS ISLAND CAN IN LONG-TERM IMPACT PERSIAN GULF. CONSIDERING THE FACT THAT HORMOZ ISLAND HAS TOURISM POTENTIALS, THIS ARTICLE INVESTIGATES THE MANAGEMENT PROBLEMS DUE TO TOURISM IN THIS ISLAND AND BY MATCHING ICZM AND ECOTOURISM PRINCIPLES, IT SUGGESTS ECOTOURISM AND URBANISM-ARCHITECTURE APPROACHES AS A SOLUTION FOR THESE PROBLEMS.

THE PURPOSE OF THE PRESENT ARTICLE IS TO CHANGE THE PORTS INTERIOR LAYOUT AND DESIGN ATTITUDE FROM ECONOMICAL PERSPECTIVE TO PASSIVE DEFENSE PERSPECTIVE. THE BASIS OF CHANGE AND CORRECTION OF PORTS INTERIOR LAYOUT FROM ECONOMICAL PERSPECTIVE TO PASSIVE DEFENSE PERSPECTIVE IS TO EXPLAIN THE THREATS AND THEIR EFFECTS ON EACH PART OF PORT AND THE NEEDED PREPARATIONS TO PREVENT THE POSSIBLE DAMAGES DUE TO POTENTIAL ACCIDENTS, NATURAL DISASTERS, AND THE DAMAGES DUE TO TERRORIST AND MILITARY ATTACKS IN VARIOUS PORT SECTIONS SUCH AS BERTHS, STOREHOUSES, COMMUNITY CENTERS, AND INSTALLATIONS. SO, BY RECOGNIZING PORTS INTERIOR COMPONENTS AND THE POTENTIAL AND ATTACK RISKS, EACH OF THE NEEDED PREPARATIONS WILL BE DETERMINED. THE PRESENTATION OF AN APPROPRIATE PATTERN FOR IMPLEMENTATION OF THESE ARRANGEMENTS CAN EFFECTIVELY HELP IN REVISING THE PORTS INTERIOR LAYOUT FROM ECONOMICAL TO PASSIVE DEFENSE PERSPECTIVE. THEREFORE, THE LAYOUT SYSTEMATIC DESIGN METHOD, WHICH IS EXPLAINED BASED ON IMPORTANCE OF CONSTITUTIVE COMPONENTS RELATION OF EACH SET TOWARDS EACH OTHER, HAS BEEN APPLIED. THIS METHOD INVOLVES TEN PHASES, WHICH THE THIRD PHASE DEALS WITH THE ACTIONS RELATION AND THE FOURTH AND FIFTH PHASES ARE RELATED TO THE NEEDED AND AVAILABLE SPACE. ON THE SIXTH PHASE THE SPACE-RELATION AND ACTION RELATION DIAGRAM HAVE BEEN DISCUSSED. ON THE SEVENTH AND EIGHT PHASES, MODULATORY CONSIDERATIONS AND PRACTICAL LIMITATIONS HAVE BEEN MENTIONED. ON THE NINTH STAGE, THE SUBSTITUTE LAYOUT DESIGN WITH DEDUCTION FROM ACTIONS RELATION DIAGRAM HAS BEEN DISCUSSED AND FINALLY THE NEW LAYOUT HAS BEEN EVALUATED.

IN RECENT YEARS, NOISES MADE ON THE SHIPS AND IN SEA WERE TAKEN INTO CONSIDERATION FROM TWO POINTS OF VIEW: ENVIRONMENTAL VIEWPOINT (AQUATICS) AND SAFETY VIEWPOINT (REDUCTION OF DANGERS DUE TO CREW TIREDNESS). REGARDING THE EFFECTS OF SHIPS-INDUCED NOISES ON ENVIRONMENT (NOISE POLLUTION), VARIOUS STUDIES HAVE BEEN DONE WHICH THEIR RESULTS WERE PRESENTED ON THE MEETINGS OF MARINE ENVIRONMENT PROTECTION COMMITTEE (MEPC) OF IMO. THE MOST GENERAL FACTORS MAKING UNDERWATER NOISES ARE: PROPELLER, INSTRUMENTS, AND MOVEMENT OF THE VESSELS IN WATER. REGARDING THE EXTRA NOISES MADE ON THE SHIPS, THE SUB-COMMITTEE ON SHIP SYSTEMS AND EQUIPMENT (SSE) OF IMO IS DOING SOME ACTIONS ON TURNING THE PRESENT OPTIONAL CODE OF PERMISSIBLE SOUND LEVEL ON THE SIP TO OBLIGATORY CODE. THE PURPOSE OF THE PRESENT STUDY IS TO INVESTIGATE THE PRESENT METHODS FOR REDUCING NOISES MADE BY VESSELS BY CONCENTRATION ON APPLYING SOME CHANGES ON SHIPS PROPELLER.

THE OBJECTIVE OF THIS PAPER IS TO STUDY THE CURRENT PATTERN IN SMALL BAY BEACHES AND ITS EFFECTS ON SEDIMENTATION WITHIN AND IN THE VICINITY OF HARBORS LOCATED IN SUCH BAYS. A CASE STUDY ON A HARBOR AT BOSTANOO BAY CLOSE TO THE WESTERN BORDERS OF HORMOZGAN PROVINCE, IS INTRODUCED. RELEVANT LITERATURE STUDYING SUCH CURRENTS PATTERNS IN BAY BEACHES IS REVIEWED FIRST. THE WAVE INDUCED CURRENT PATTERN AT BOSTANOO BAY IN THE ABSENCE OF THE HARBOR BREAKWATERS ARE SIMULATED AND DIFFERENT ALTERNATIVES OF BREAKWATER LAYOUTS ARE STUDIED BY NUMERICAL MODELLING TO MINIMIZE THE EFFECTS OF PROBLEMATIC SEDIMENTATION AT HARBOR ENTRANCE. THROUGH THIS STUDY THE PROPER ALTERNATIVE WITH RESPECT TO SEDIMENTATION PROBLEM IS SUGGESTED.

THE WAVES RESULTED BY WIND ARE THE MOST IMPORTANT ENVIRONMENTAL FACTORS IN THE MARINE ENGINEERING PROJECTS. IN MOST REGIONS, BECAUSE OF SHORTAGE OF WAVES MEASURED DATA, THE PREDICTED DATA IS USED FOR DEFINING WAVE’S CLIMATE. TODAY, WAVES SPECTRAL NUMERICAL MODELS HAS TURNED TO MOST PRACTICAL TOOL FOR FORECASTING WIND GENERATED WAVES. NEVERTHELESS, THE RESULTS OF THESE MODELS INVOLVE SOME ERRORS. THUS, THE OUTPUT OF SPECTRAL NUMERICAL MODELS SHOULD BE CORRECTED BASED ON FIELD DATA. THE NEW APPROACH APPLIED ON THE PRESENT STUDY FOR CORRECTION OF OUTPUT VARIABLE RESULT OF NUMERICAL MODEL IN COMPUTATIONAL RANGE IS PREDICTION OF PARAMETERS ERRORS IN DISCRETE POINTS AND DISTRIBUTION OF THIS ERROR IN COMPUTATIONAL RANGE. FOR THIS PURPOSE, THE PRIMARY WAVE SIMULATION WAS DONE (USING THE THIRD GENERATION OF SPECTRAL NUMERICAL MODEL, SWAN) IN THE PERSIAN GULF AND THE SIMULATION RESULT WAS COMPARED TO THE FIELD DATA. COMPARISON OF THE RESULTS WITH MEASURED VALUES IN BUSHEHR SPOT SHOWS THAT THE PREDICTED WAVES HEIGHT AND PERIOD AND THE ERROR VALUE OF HEIGHT AND PERIOD PREDICTION ARE DIFFERENT. MOREOVER, THE WAVE’S DIRECTION HAS BEEN SIMULATED PRECISELY. AFTER PRIMARY WAVES SIMULATION, THE PARAMETER CHANGE METHOD WAS APPLIED TO LOWER THE ERROR OF OUTPUT RESULT. THE RESULTS AT THIS STAGE SHOW THAT THE PARAMETER CHANGE FOR REFINING THE RESULTS HAS ITS OWN LIMITATIONS. THE NEW APPROACH APPLIED FOR CORRECTION OF OUTPUT VARIABLE RESULTS IN NUMERICAL MODEL IN COMPUTATIONAL RANGE IS PREDICTION OF PARAMETER ERRORS IN OBSERVATORY DISCRETE POINTS AND MIXING THEM WITH SIMULATED VALUES. IN THIS METHOD, THE ERROR VALUE OF HEIGHT AND PERIOD PREDICTION IN WAVE’S MEASUREMENT POINTS WAS ESTIMATED SEPARATELY. THE RESULTS SHOW THAT USING THIS METHOD, BOTH WAVE’S HEIGHT AND PERIOD WILL BE PREDICTED WITH HIGH PRECISION. THIS APPROACH HAS THE CAPABILITY OF DISCRIMINATING BETWEEN VARIOUS CLIMATIC CONDITIONS AND CONSIDERS THESE DIFFERENCES IN ERROR PREDICTION. THIS ARTICLE IS THE RESULT OF A RESEARCH DONE IN THE TRANSPORTATION RESEARCH INSTITUTE WITH THE TITLE OF “DEVELOPMENT OF A COMBINATIONAL METHOD FOR WAVE’S PREDICTION IN PERSIAN GULF”.

INTRODUCTION: AS A RESULT OF THE CONFLICT OF EURASIA AND ARABIAN PLATE IN NORTHWEST OF INDIAN OCEAN, MAKRAN SUBDUCTION ZONE (MSZ) HAS BEEN FORMED IN VICINITY OF SOUTHERN COASTS OF IRAN AND PAKISTAN. THE COLLECTED INFORMATION ACHIEVED BY HISTORICAL EVENTS AND REGIONAL SEISMICITY SHOWS THAT COSEISMIC TSUNAMIS IN THE MSZ HAVE REPEATEDLY HAPPENED IN THE PAST AND THEIR OCCURRENCE IN FUTURE ARE PROBABLE. THUS, THE HAZARD OF TSUNAMI FOR COAST OF IRAN IN OMAN SEA IS RELATIVELY HIGH. IN THIS PAPER USING A FULLY NONLINEAR BOUSSINESQ MODEL, PROBABLE TSUNAMIS CAUSED BY MSZ EARTHQUAKES HAS BEEN SIMULATED AND THEIR EFFECT AND PROBABLE FOLLOWING RUN-UP ON CHABAHAR BAY’S COASTS, MOST IMPORTANT AND POPULATED REGION OF IRANIAN COASTS IN OMAN SEA, HAS BEEN INVESTIGATED.

THE ENVIRONMENTAL DAMAGE OF CONCRETE IS A NONLINEAR COMPLICATED PHENOMENON AND IS THE DUE TO SIMULTANEOUS EFFECTS OF VARIOUS PHENOMENA. CARBONATION HAS BEEN KNOWN AS ONE OF THE MAIN FACTORS IN DESTRUCTION OF ARMED CONCRETE STRUCTURES. IN ASSESSMENT OF THE EFFECT OF CARBONATION ON CONCRETE STRUCTURES, TWO VARIOUS EFFECTS HAVE BEEN OBSERVED, ON ONE HAND, BECAUSE OF CONVERTING LIME TO CALCIUM CARBONATE, CARBONATION LOWERS CONCRETE POROSITY AND HAS A POSITIVE EFFECT WHICH DOESN’T LET THE DESTRUCTIVE MATERIAL TO PENETRATE IN CONCRETE, AND ON THE OTHER HAND, WITH LOWERING THE PH IN CONCRETE, CARBONATION CAN BE PROPOSED AS THE MAIN FACTOR IN ARMATURE CORROSION. VARIOUS STUDIES HAVE BEEN DONE ON THE EFFECT OF CARBONATION ON CONCRETE STRUCTURES. NEVERTHELESS, STUDIES DONE ON CONCRETES CONTAINING SILICA FUME ARE LIMITED AND THE PRESENT ESEARCH INVESTIGATES THE EFFECT OF CARBONATION IN DECREASING POROSITY OF CONCRETES CONTAINING SILICA FUME. WITH CARBONATING VARIOUS CONCRETE SAMPLES WITH WATER-CONCRETE PROPORTIONS AND VARIOUS MICRO SILICA DOSES, THE EFFECT OF CARBONATION ON CONCRETE PERMEABILITY REDUCTION IS ASSESSED IN COMPARISON TO CONTROL SAMPLES DOING VARIOUS TESTS IN DIFFERENT CONCRETE AGES. FINALLY, BASED ON LABORATORY RESULTS, THE EFFECT OF CARBONATION ON POROSITY REDUCTION HAS BEEN PRESENTED AS A MATHEMATICAL MODEL.

WOOD IS AN ENGINEERING MATERIAL WHICH HAS VARIOUS APPLICATIONS IN MARINE STRUCTURES. SO, MAINTENANCE AND INSTAURATION OF THIS MATERIAL IS OF HIGH IMPORTANCE. LIKE OTHER ENGINEERING MATERIALS, WOOD AS A PART OF MARINE STRUCTURE MAY BE DISPOSED TO VARIOUS DESTRUCTIVE FACTORS SUCH AS PHYSICAL, CHEMICAL, MECHANICAL AND BIOLOGICAL FACTORS WHICH CAUSE IN VARIOUS DESTRUCTIONS IN WOOD AND CONSEQUENTLY THE RESISTANCE OF WOOD DECREASES. THEREFORE, IDENTIFICATION OF DEFECTIVE WOODEN PARTS AND ESTIMATION OF THE REMAINING RESISTANCE IN ORDER TO PREVENT BREAKAGE AND PROPERTY DAMAGES IS OF HIGH IMPORTANCE. CONSIDERING THE ISSUE THAT ASSESSMENT AND TESTING THE MARINE STRUCTURE IS A FIELD ASSESSMENT, THE APPLIED METHODS SHOULD HAVE THE ABILITY OF APPLICABILITY IN FIELD ASSESSMENTS AND DON’T HARM THE ASSESSED PART. THE NONDESTRUCTIVE TESTING (NDT & E) HAVE THE BEFORE MENTIONED CHARACTERISTICS. GENERALLY, WITH ALL THE PROBLEMS AND COMPLICATIONS OF WOODEN MATERIALS, VARIOUS METHODS OF NONDESTRUCTIVE TESTING CAN BE USED IN ASSESSMENT OF WOODEN STRUCTURES. FOR TESTING AND ASSESSMENT OF WOODEN MARINE STRUCTURES, A SPECIAL KNOWLEDGE AND EQUIPMENT IS NEEDED WHICH THIS ARTICLE DISCUSSES THEM.

DATA AND INFORMATION ARE THE BASIS FOR ACHIEVING A CONCENTRATED MANAGEMENT SYSTEM. FOR MINIMIZING THE COSTS OF TRANSPORTATION INDUSTRY AND INCREASING THE MARITIME SAFETY, HAVING AN INTELLIGENT SYSTEM WHICH PRESENTS SOLUTIONS AND WARNINGS IS NECESSARY. IN THE PRESENT ARTICLE, THE NEED OF A DATA WAREHOUSE CONCEPTUAL MODEL IS PRESENTED AND THIS CONCEPTUAL MODEL IS EXPLAINED AS A BASIS FOR DESIGNING A NEURAL NETWORK FOR MARITIME COMPREHENSIVE MANAGEMENT. SOME OF THE ACHIEVEMENTS OF EXPERT SYSTEMS ARE COST SAVING AND ACCURATE DECISION MAKINGS. USE OF EXPERT SYSTEMS BY ORGANIZATIONS HELPS SAVING COSTS. ALSO, BY USING THESE SYSTEMS IN COMPLICATED SITUATIONS BETTER DECISIONS CAN BE MADE AND WE WILL BE ABLE TO INVESTIGATE COMPLICATED ASPECTS IN SHORTER PERIOD OF TIME. BASED ON THE ABOVE MENTIONED REASONS AND CONSIDERING THE OBSERVATORY AND GOVERNANCE NATURE OF PORTS AND MARITIME ORGANIZATION ACTIVITIES, THIS ORGANIZATION NEEDS TO ACCESS APPROPRIATE INFORMATION FOR MANAGING THE MARITIME TRANSPORTATION INDUSTRY.

INTRODUCTIONCONSTRUCTION OF COASTAL STRUCTURES GENERALLY AFFECTS THE COAST AND SEA INTERACTION AND RESULTS IN THE CHANGING OF THE HYDRODYNAMICS AND MORPHOLOGY PATTERN OF THE PROJECT AREA. THESE CHANGES OCCUR DUE TO THE DISTURBING OF THE BALANCE BETWEEN ALL THE NATURAL FACTORS IN THE SURROUNDING ENVIRONMENT CREATED OVER THE YEARS.

THE PURPOSE OF THE PRESENT STUDY IS TO INVESTIGATE THE BIOLOGICAL CHARACTERISTICS AND THE FACTORS THREATENING HAWKSBILL TURTLES IN KISH ISLAND FROM 1388 TO 1389. THIRTY TURTLES WERE RANDOMLY BIOMETRIED. THE RESULTS INCLUDED AVERAGE WEIGHT 41±0.915 KG, STRAIGHT CARAPACE LENGTH (SCL) 64.99±0.6 CM, CURVE CARAPACE LENGTH (CCL) 70.48±0.467 CM, STRAIGHT CARAPACE WIDTH (SCW) 49.71±0.588 CM, CURVE CARAPACE WIDTH (CCW) 64.31±0.412 CM, AND AVERAGE TOTAL OF EGGS WHICH WERE 92. THE HIGHEST CORRELATION COEFFICIENT CALCULATED WAS BETWEEN WEIGHT AND CURVE CARAPACE LENGTH R=0.735. THE RESULTS SHOW THAT THERE IS NO MEANINGFUL RELATIONSHIP BETWEEN HAWKSBILL TURTLES IN IRANIAN ISLANDS OF PERSIAN GULF CONSIDERING THEIR BIOMETRICAL PARAMETERS, BUT THE HAWKSBILL TURTLES IN IRANIAN ISLANDS IN PERSIAN GULF WERE LARGER THAN HAWKSBILL TURTLES IN OTHER COUNTRIES OF PERSIAN GULF AND OMAN SEA, ALTHOUGH THEY WERE SMALLER THAN OTHER PARTS OF WORLD. THE MOST IMPORTANT THREATENING FACTORS OF HAWKSBILL TURTLES IN PERSIAN GULF ESPECIALLY IN KISH ISLAND ARE: POLLUTIONS SPECIALLY OIL POLLUTION AND SHORES DESTRUCTION.

INLETS ARE ENVIRONMENTS THAT LINK OPEN SEAS AND SMALL WATER BODIES. COMMERCIAL SHIPS AND RECREATIONAL VESSELS REQUIRE A SAFE AND SECURE CHANNEL FOR PASSING THROUGH THE ESTUARIES AND IT IS OF A VITAL IMPORTANCE WHERE INLETS PLAY A PIVOTAL ROLE. TO IDENTIFY THE HYDRODYNAMIC MECHANISMS AND SEDIMENTATION PROCESSES INVOLVED IN THE TIYAB PORT TIDAL INLET, THE PRESENT RESEARCH CONSIDERS THE ESTUARY INLET OF THE TIYAB PORT (LOCATED 7 KILOMETERS OF THE NORTHEASTERN COAST OF THE STRAIT OF HORMUZ), THE UNIQUE CIRCUMSTANCES IN THE ESTUARY, AND THE CRESCENT-SHAPE SEDIMENTATION IN THE ESTUARY.

EVERY GUIDELINE, REGARDING ITS WRITER’S VIEWS ON PREPARATION OF PUBLISHED RECOMMENDATIONS GENERALITIES AND THE RECORDED EXPERIMENTS OF ACCIDENTS AND RELATED COSTS, PRESENTS A METHOD FOR CALCULATION OF PORT ACCESS CHANNEL DIMENSIONS (WATERWAY). THE PURPOSE OF THE PRESENT RESEARCH IS TO REVIEW THE GUIDELINES IN THIS FIELD AND TO COMPARE THEIR RESULTS IN DESIGNING ACCESS CHANNEL. AFTER ANALYZING THE RESULTS, IT WAS REVEALED THAT THE DIFFERENCE BETWEEN THE NUMBERS SUGGESTED BY GUIDELINES WAS TOO HIGH. THIS ISSUE IS OF HIGH IMPORTANCE, ESPECIALLY REGARDING DETERMINATION OF PORT ACCESS CHANNEL DEPTH WHICH INVOLVES HIGH DREDGING OPERATION COSTS. ACCORDINGLY, DOING ESPECIAL HYDRAULIC STUDIES ON THE DESIRED AREA CAN BE VERY HELPFUL IN DECREASING COSTS.

IN IRAN, DEVELOPMENT OF PORTS AND COASTAL STRUCTURES FOR CARGO AND PASSENGER TERMINALS, INFRASTRUCTURES, AND OIL AND GAS INDUSTRIES HAS BEEN THE CENTER OF ATTENTION DURING RECENT YEARS. SINCE EARTHQUAKE IS ONE THE MOST IMPORTANT FACTORS WHICH SUSPENSES PORTS PERFORMANCE, DECREASES THE CAPACITY OF SERVICES AND CAUSE IN DIRECT AND INDIRECT FINANCIAL LOSSES, EVALUATION OF BERTH PERFORMANCE LEVEL AT THE EARTHQUAKE TIME IS OF HIGH IMPORTANCE. IN THE PRESENT ARTICLE, SEISMIC PERFORMANCE OF DOLPHIN BERTH IS EVALUATED. FOR THIS PURPOSE, THE 3000 TON DOLPHIN BERTH IN PERSIAN GULF PORT IS MODELED IN THREE DIMENSIONAL FORMAT USING SAP2000 SOFTWARE AND THE NONLINEAR STATIC ANALYSIS IS DONE ON IT IN DEFINED RISK LEVELS. CONSIDERING THE ANALYSIS RESULTS, THE STRUCTURE CAPACITY SPECTRUM AND CRITERIA OF IMPROVEMENT GUIDELINE, IT WAS REVEALED THAT THE STUDY BERTH IN EARTHQUAKE TIME SUPPLIES THE LEVEL OF NON-STOP USE PERFORMANCE PURPOSE AND LIFE SAFETY PERFORMANCE PURPOSE.

OIL JETTIES ARE CONSIDERED AS COASTAL AND MARINE STRUCTURES WHICH HAVE THE HIGHEST POTENTIAL IN SPREADING OIL AND NON-OIL POLLUTIONS IN SEA AND COASTS. THIS PROBLEM CAUSED IN CONSIDERING THIS COASTAL STRUCTURE AS THE MOST ENVIRONMENTALLY HAZARDOUS STRUCTURE. BECAUSE OF THE INCREASE OF MARITIME TRANSPORTATION AND FAILURE TO COMPLY WITH ENVIRONMENTAL STANDARDS, THE PERSIAN GULF COASTS HAVE THE SAME PROBLEM. BUT, IN TERMINALS DEDICATED TO PETROLEUM AND PETROCHEMICAL PRODUCTS AND OTHER SOURCES OF ENERGY, REGARDING THE TYPE AND RISK OF PRODUCTS, THE OBSERVED CHALLENGES AND DIFFICULTIES ARE MORE VISIBLE. USE AND CONSTRUCTION OF NON-STANDARD OIL JETTIES HAS RESULTED IN ENTRANCE OF HIGH AMOUNT OF POLLUTIONS INTO COAST AND SEA ENVIRONMENT AND DECREASES THE HEALTH OF ECOSYSTEM. THE FIRST SCIENTIFIC AND PRACTICAL ACTION FOR PREVENTING THESE PROBLEMS IS DOING ENVIRONMENTAL LOCATING STUDIES USING EFFICIENT AND APPROPRIATE METHODS. THEREFORE, THE ANALYTICAL NETWORK PROCESS (ANP) METHOD WAS APPLIED FOR CHOOSING AN APPROPRIATE AREA, WHICH IS COMPATIBLE WITH SEA AND COAST ENVIRONMENTAL CONDITION, FOR CONSTRUCTION OF OIL EXCLUSIVE JETTY IN BUSHEHR TOWNSHIP. IN THE PRESENT ARTICLE, THE ANP METHOD IS APPLIED FOR DEFINING AN APPROPRIATE LOCATION FOR CONSTRUCTION OF AN OIL JETTY WITHIN THE LIMIT OF BUSHEHR TOWNSHIP LIMITS IN PERSIAN GULF.

INTRODUCTIONDETERMINING OF WAVE DISTRIBUTION IS THE MOST CRUCIAL PORTION OF HYDRODYNAMIC STUDY IN ALL OCEANIC AREA. IMPORTANCE OF BUSHEHR PORT COMMERCIAL POSITION, NECESSITATE STUDY OF ITS WAVE CLIMATE. HENCE ONE-YEAR-WAVE FIELD MEASUREMENTS WERE CARRIED OUT IN THE BAY AND OFFSHORE OF IT. AS MODELING RESULT OBTAINED, THE BUSHEHR BAY IS A MEDIUM WAVE CLIMATE AREA WHERE ITS INNER REGION IS MUCH CALMER THAN OUTER PART. MOREOVER, BASED ON EXTREME VALUE ANALYSIS AT HARBOR, 100-YEAR-DESIGN WAVE HEIGHT IS ESTIMATED ABOUT 1.4M.

INTRODUCTIONINLETS ARE CONSTRUCTED AT A THIN ZONE BETWEEN LAND AND OCEAN AT RIVERS MOUTH. AN ESTUARY IS A SEMI ENCLOSED COASTAL BODY OF WATER THAT EXTENDS TO THE EFFECTIVE LIMIT OF TIDAL INFLUENCE, WITHIN WHICH SEA WATER ENTERING FROM ONE OR MORE FREE CONNECTIONS WITH OPEN SEA AND SEA WATER DILUTED WITH FRESH WATER DERIVED FROM LAND. SEDIMENT TRANSPORT AT INLETS HAS A GREAT INFLUENCES ON BEACH LINE. WAVES, CURRENTS AND TIDES ARE THE FEATURES THAT CONTROL SEDIMENT TRANSPORT AT INLETS.

INTRODUCTION:CONSTRUCTION OF COASTAL STRUCTURES GENERALLY AFFECTS THE COAST AND SEA INTERACTION AND RESULTS IN THE CHANGING OF THE HYDRODYNAMICS AND MORPHOLOGY PATTERN OF THE PROJECT AREA. THESE CHANGES OCCUR DUE TO THE DISTURBING OF THE BALANCE BETWEEN ALL THE NATURAL FACTORS IN THE SURROUNDING ENVIRONMENT CREATED OVER THE YEARS. THE ASSESSMENT OF THIS EVOLUTION AND STUDY OF THE SHORELINE DEFORMATION AFTER CONSTRUCTION OF COASTAL STRUCTURES IS VERY IMPORTANT. THE CONSTRUCTION OF A LONG JETTY AT EASTERN COAST OF BANDAR ABBAS (FIG1) DESIGNED TO CREATE ACCESS WAY TO THE SUPPORTING PIER FOR HORMOZ ISLAND(NAKHLE NAKHODA PORT), BECAUSE OF GEOMETRIC CONDITION OF THE REGION AND ITS RELATIVELY LONG LENGTH, WILL CHANGE THE HYDRODYNAMIC PATTERN AND CONSEQUENTLY THE MORPHOLOGY OF ITS ADJACENT AREA. DUE TO THE BATHYMETRIC CONDITIONS, THE JETTY WAS DESIGNED WITH RELATIVELY LARGE LENGTH. MOREOVER, THE HIGH TIDAL RANGE AND RELATIVELY SMALL SLOPE OF THE BEACH RESULT IN SPECIAL HYDRODYNAMIC CONDITIONS IN THE STUDY AREA. THEREFORE, EVALUATION OF THE NEW CREATED CONDITIONS AFTER CONSTRUCTION OF THE LONG JETTY HAS GREAT IMPORTANCE AND HELPS CHOOSING APPROPRIATE STRATEGIES FOR THE POSSIBLE NEGATIVE EFFECTS OF IT.

PERSIAN GULF AND OMAN SEA, AS THE MOST IMPORTANT WATER AREAS IN THE WORLD, HAVE UNIQUE BIODIVERSITY, FISHERY RESOURCES, OIL RESOURCES, AND ECOSYSTEM. THE IMPORTANCE OF THIS REGION FROM POLITICAL-ECONOMIC AND BUSINESS DIMENSIONS MADE IT ONE OF THE MOST IMPORTANT STRATEGIC AND GEOPOLITICAL HUBS IN THE WORLD. HUMAN ACTIVITIES AND UNCONTROLLED EXPLOITATION HAS RESULTED IN DESTRUCTION AND POLLUTION OF THIS SENSITIVE AND FRAGILE ECOSYSTEM AND DESTABILIZED ITS SECURITY. FOR DECREASING THE SPEED OF THESE DESTRUCTIONS, COMPREHENSIVE MEASURES SHOULD BE DONE. VARIOUS ORGANIZATIONS IN COASTAL REGIONS HAVE VARIOUS RESPONSIBILITIES. THESE PROBLEMS SHOW THAT THE ACTIONS DONE ARE NOT ONLY CONCORDANT BUT IN SOME CASES THEY DENY EACH OTHER. SO, FOR INCREASING THE PREPAREDNESS FOR DEALING WITH NATURAL DISASTERS THE ORGANIZATIONS COORDINATION IS NEEDED.

CRUDE OIL CONSISTS OF FOUR MAIN HYDROCARBON GROUPS: SATURATED HYDROCARBONS, AROMATICS, RESINS AND ASPHALTENES. ASPHALTENES ARE DEFINED AS THE CRUDE OIL FRACTION THAT PRECIPITATES UPON THE ADDITION OF AN N-ALKANE (USUALLY N-PENTANE OR N-HEPTANE) BUT REMAINS SOLUBLE IN TOLUENE. ASPHALTENE PRECIPITATION AND DEPOSITION IS ONE OF THE MOST IMPORTANT ISSUES IN DIFFERENT STAGES OF PETROLEUM PRODUCTION. IT CAUSES THE PLUGGING OF WELLBORE, PIPELINES AND PRODUCTION EQUIPMENT. TO MAINTAIN THE PRODUCTION OF WELL AND AVOID PRESSURE REDUCTION DUE TO ASPHALTENE DEPOSITION, SO MANY MECHANICAL AND CHEMICAL METHODS HAVE BEEN APPLIED. THESE METHODS ARE EXPENSIVE AND NEED SUFFICIENT TIME, THEREFORE IT WOULD BE BETTER TO FIND A CONDITION TO REDUCE POSSIBILITY OF ASPHALTENE PRECIPITATION. THERE IS A STABLE CONDITION AMONG ASPHALTENE, RESINS AND MALTENES AND IT DISTURBS ACCORDING TO VARIOUS CHANGES IN TEMPERATURE, PRESSURE OR COMPOSITION. THIS PRESENT STUDY INVESTIGATES THE ASPHALTENE PRECIPITATION DUE TO PRESSURE DEPLETION FOR A GIANT IRANIAN OIL RESERVOIR AND THROUGH UNDERSEA PIPELINES. IN THIS METHOD THE SOLID THERMODYNAMIC MODEL PRESENTED BY NGHIEM ET AL. (1993) WAS UTILIZED WHICH WAS THEN TUNED USING THE PVT DATA AVAILABLE FOR THIS OIL RESERVOIR. THE MODEL WAS ABLE TO SIMULATE ASPHALTENE PRECIPITATION IN THIS RESERVOIR UNDER DIFFERENT PRODUCTION SCHEMES. TO STUDY THE EFFECT OF PRESSURE DEPLETION ON ASPHALTENE PRECIPITATION, SOLID MOLAR VOLUME WAS USED AS THE MOST IMPORTANT MATCHING PARAMETER. ALSO, INTERACTION COEFFICIENT BETWEEN PRECIPITATING COMPONENTS AND LIGHT COMPONENT WAS FOUND TO INFLUENCE THE AMOUNT OF ASPHALTENE PRECIPITATION ESPECIALLY BELOW THE SATURATION PRESSURE.

EXPANSION OF PORTS, INCREASING VOLUME OF THE CARGOS TRANSPORTED BY SEA AND CONSTRUCTION OF SHIPS WITH HIGHER CAPACITIES HAS LED TO THE NEED FOR MANAGEMENT AND PROVISION OF AN INTEGRATED MARITIME TRAFFIC SERVICE IN ORDER TO PREVENT OR MINIMIZE COLLISION WITH VESSELS OR NAVIGATION OBSTACLES, AND PROMOTE SAFETY OF NAVIGATION, BETTER KNOWN AS VTS.

INTRODUCTIONNOWADAYS EXPANDING RANGE OF ICT APPLICATIONS HAS LED TO THE CREATION OF INTELLIGENT TRANSPORTATION SYSTEMS (ITS) AND MARINE TRANSPORTATION INDUSTRY AS A PIONEER IN USING NEW COMMUNICATION TECHNOLOGIES IS NO EXCEPTIONSHIPS MOVE AROUND THE WORLD AND ARE DEPENDENT ON INTERNATIONAL STANDARDS FOR INFORMATION EXCHANGES BETWEEN SHIPS AND SHORE. MANY SUCH STANDARDS EXIST, BUT A MORE SYSTEMATIC APPROACH TO BOTH COMMUNICATION AND INFORMATION MANAGEMENT IS NEEDED TO ADDRESS EMERGING REQUIREMENTS FOR IMPROVED SECURITY AND LOWER EMISSIONS. THE IMO GREENHOUSE GAS STUDY [1] INDICATES THAT OPERATIONAL AND TECHNICAL MEASURES CAN CONTRIBUTE EQUALLY TO A FUTURE REDUCTION IN EMISSIONS OF GREENHOUSE GAS.

INTRODUCTION: DESPITE CONTINUING EFFORTS TO IMPROVE OPERATIONAL SAFETY, MAJOR SHIPPING ACCIDENTS INVOLVING ALL CATEGORIES OF VESSELS CONTINUE TO OCCUR.MARINE NAVIGATION AND PILOTING SYSTEM IS A KEY TO ENHANCE MARITIME SAFETY AND A LARGE-SCALE SOCIOTECHNICAL SYSTEM COMPRISED OF SEVERAL SUBSYSTEMS: NAVIGATION AND PILOTAGE TASKS, TECHNOLOGY, VESSEL AND WATERWAYS SYSTEMS, HUMAN SYSTEMS, AND ORGANIZATIONAL CULTURES AND STRUCTURES. (FIG. 1).

INTRODUCTION: IN RECENT YEARS NOISE PRODUCED ON BOARD OF SHIPS AND UNDERWATER IS CONSIDERED FROM TWO DIFFERENT POINT OF VIEW, MARINE ENVIRONMENT AND SAFETY (FATIGUE ON CREW).IMPACT OF UNDERWATER NOISE ON MARINE LIFE HAS BEEN WIDELY INVESTIGATED AND REPORTS PRESENTED AT MEPC MEETINGS. THERE ARE A NUMBER OF DIFFERENT SOURCE OF UNDERWATER NOISE FROM SHIPPING. THESE CAN BE SUBDIVIDED INTO THOSE CAUSED BY THE PROPELLER, MACHINERY, AND THOSE CAUSED BY THE MOVEMENT OF THE HULL THROUGH THE WATER.

INTRODUCTIONIN SHALLOW WATERS IN COASTAL ZONES, THE SHOREWARD WAVE PROPAGATION GENERALLY INVOLVES COMPLEX PHENOMENA SUCH AS WAVE BREAKING AND RUN-UP, WHICH ARE OF FUNDAMENTAL IMPORTANCE IN COASTAL ENGINEERING. ALONG WITH PHYSICAL EXPERIMENTS, NUMERICAL SIMULATIONS ARE USEFUL TOOLS FOR DESIGNING COASTAL STRUCTURES AS WELL AS FOR UNDERSTANDING NATURAL HYDRODYNAMIC PROCESSES IN THE FIELD OF COASTAL ENGINEERING.

WAVE PARAMETERS ARE NECESSARY FOR MANY MARINE AND COASTAL OPERATIONS. DIFFERENT METHODS SUCH AS EMPIRICAL, NUMERICAL AND SOFT COMPUTING HAVE BEEN DEVELOPED FOR WAVE HINDCASTING. IN THIS STUDY, SWAN MODEL HAS BEEN USED FOR THE PREDICTION OF WAVE PARAMETERS IN CASPIAN SEA. THE COMPARISON OF OBTAINED RESULTS WITH THE ANZALI BUOY MEASUREMENTS INDICATED THAT THIS GLOBAL MODELING YIELDS AN ACCURATE ESTIMATION OF WAVE CHARACTERISTICS.

IN RECENT YEARS, FREE ZONES AND ESPECIALLY INDUSTRIAL ACTIVITIES IN THE PERSIAN GULF BECOME VERY IMPORTANT. SUCH ACTIVITIES COULD RESULT IN IRREPARABLE DAMAGES IN REPRODUCTIVE AREAS AND BIOLOGICAL DIVERSITY. AMONG IRANIAN ISLANDS IN PERSIAN GULF, QESHM ISLAND - DUE TO ITS GEOGRAPHICAL LOCATION, SOCIAL AND COMMERCIAL PROPERTIES, ECONOMIC ACTIVITIES OF CITIZENS AND RESIDENTS, ITS POPULATION AND ALSO ITS PROXIMITY TO THE IMPORTANT PORTS OF BANDAR ABBAS, KHEMIR, KONG AND LENGE - BECAME A ZONE OR FREE PORT. SO, ANY INDUSTRIAL DEVELOPMENT IN QESHM ISLAND SHOULD BE DONE CONSIDERING ENVIRONMENTAL ISSUES. THE PURPOSE OF THIS STUDY IS EVALUATION OF CONTAMINATION IN COASTAL SEDIMENTS OF QESHM AND ITS ENVIRONMENTAL IMPACTS ON SPONGE IRON PLANT IN QESHM. FOR THIS PURPOSE, FIRST, ALL THE CHEMICAL, PHYSICAL AND BIOLOGICAL CHARACTERISTICS OF THE REGION WERE EVALUATED. THEN, TO ASSESS THE POLLUTION LEVEL, SAMPLING WAS DONE ON COASTAL SEDIMENTS OF QESHM IN DEPTH OF 50 CM. AFTER PREPARING THE SEDIMENTS, PHYSICAL AND CHEMICAL TESTS WERE DONE ON THEM. BASED ON RESULTS OF THESE TWO EXPERIMENTS, CONCENTRATIONS OF HEAVY METALS AND THE AMOUNTS OF ORGANIC LOADS IN EACH SAMPLE WERE DETERMINED. COMPARING THESE CONCENTRATIONS WITH GLOBAL STANDARDS AND CONSIDERING THE OBTAINED DENDROGRAM OF THE CLUSTER ANALYSIS, IT CAN BE CONCLUDED THAT THE POLLUTION LEVEL IS LOW AT THE PRESENT TIME. FROM AN INDUSTRIAL POINT OF VIEW, SOUTHEASTERN PART OF ISLAND HAS LEAST DETRIMENTAL EFFECTS FOR THE ENVIRONMENT.

INTRODUCTION: ONE OF THE MOST IMPORTANT PARAMETERS IN DETERMINING THE PERCENTAGE OF TROUBLED DAYS IS AN EFFECTIVE PORT, VESSELS AFFECTED BY THE HEIGHT OF A WAVE POOL THAT THE CLIENT CANNOT RECEIVE THE NECESSARY SERVICES IN THE POOL. THE HEIGHT OF THE WAVE FUNCTION OF VESSELS TONNAGE AND THE USER HAS ACCESS TO THE POOL. FOR EXAMPLE, WAVE HEIGHT PERMITTED FOR VESSELS WITH A TONNAGE OF VESSELS WITH A TONNAGE LESS THAN THE ABOVE, IS LESS. THE SENSITIVITY OF THE SYSTEM LOADING AND UNLOADING VESSELS ARE FLEXIBLE (SUCH AS OIL VESSELS), IS LESS THAN THE LONGER WAVES. AND THE WAVE HEIGHT PERMITTED FOR THESE VESSELS WILL BE RELATIVELY HIGHER.

INTRODUCTIONPOLYCYCLIC AROMATIC HYDROCARBONS (PAHS) ARE ONE OF THE MOST IMPORTANT ENVIRONMENTAL POLLUTANTS WHICH ARE ORIGINATED FROM VARIOUS SOURCES. THE MAJOR SOURCES OF PAHS COULD BE BOTH NATURAL AND ANTHROPOGENIC. THEY ARE STABLE IN SEAWATER AND ESPECIALLY IN SEDIMENTS AND THEIR DEGRADATION OCCUR SLOWLY. IN THIS STUDY, THE CONTENTS OF 16 PAHS COMPOUNDS WERE DETERMINED IN THE SEDIMENTS OF HORMOZ STRAIGHT-PERSIAN GULF.

INTRODUCTION: GLOBAL WARMING IS AMONG THE TOPICS DISCUSSED IN MANY SCIENTIFIC COMMUNITIES AROUND THE WORLD AND IS CONSTANTLY BEING REVIEWED BECAUSE THIS PHENOMENON HAS NOTEWORTHY EFFECTS ON THE MOST OF LIFE PROCESSES IN THE WORLD. OCEAN CURRENTS PLAY UNDENIABLE ROLE IN CONTROLLING EARTH'S TEMPERATURE CHANGES.IN THIS STUDY, DATA FROM SURFACE WATER TEMPERATURE MEASURED BY NOAA SATELLITES HAS BEEN USED FROM 1988 TO 2008. SINCE THE MEASUREMENT RESULTS IN SOME TIME AND PLACE STEPS WERE NOT RECORDED, AT FIRST, DATA WERE INTERPOLATION WITH THE HELP OF DIFFERENT METHODS AND AFTER COMPARING WITH MEASURED DATA, WAS VERIFIED.

CONFIGURATION OF RIVER MOUTH AND MORPHODYNAMIC STRUCTURES FIGURES IN THE ESTUARY AREA WERE ASSOCIATED TO SEDIMENTARY DEPOSITIONAL PROCESSES AND HYDRODYNAMIC OF SEA AND HYDRAULIC OF RIVER. THE PROTECTION AND REMEDIATION OF RIVERS IN THE COASTAL ZONE AGAINST TO EROSION AND DESTRUCTING EVENTS AND PREVENTING OF ENVIRONMENTAL DISTURBANCES DEVELOPMENT ON THERE HAVE REQUIRED ENOUGH UNDERSTANDING ON NATURAL CONDITION OF MARINE FORCES (WAVES, CURRENTS, STORMS) AND RIVER DISCHARGE AMOUNT. IN THIS PAPER, THE EVALUATING OF SEDIMENTARY -MORPHODYNAMIC DEFORMATION OF MAIN MOUTH OF RIVERS IN THE SOUTHERN COASTS OF THE CASPIAN SEA IS THE VITAL TARGET. AT THE BEGINNING THE MAIN RIVERS OF STUDY AREA HAVE BEEN STUDIED FROM THE AMOUNT OF DISCHARGE OF WATER AND SEDIMENTS TO CASPIAN SEA AND THEN EIGHT RIVERS WERE SELECTED IN THE SOUTHERN COASTS OF THE CASPIAN SEA (FIG 1). THEY ARE COVERING ALL PART OF STUDY AREA FROM EAST TO WEST WARD. IN THE SECOND STAGE, WITH FIELD SURVEY MONITORING AND SEDIMENTS SAMPLING, ALL SEDIMENTARY –MORPHODYNAMIC FORMATION OF BEACH ZONE AND ESTUARY OF RIVERS WERE MEASURED. AFTER THAT THE ESTUARY SHAPE OF MAIN RIVERS OF THE CASPIAN SEA AND RIVER MOUTH DEFORMATION HAVE BEEN COMPARING WITH USE PERIODIC SATELLITE IMAGES ASSOCIATED TO LAST CASPIAN SEA LEVEL RISE DURING 1983 TILL 2004. THE RESULTS OF SATELLITE IMAGES PERIODIC COMPARING SHOW THAT THE LAST SEA LEVEL ARISES AS 2.5 METER ELEVATION FROM 1984 TILL 2005 COULD BE CHANGE THE ESTUARY CONDITION AND MOUTH OF RIVERS SHAPE IN THE STUDY AREA. THERE ARE DIFFERENT TYPE OF RIVER MOUTH IN THE STUDY AREA AND THE LAST SEA LEVEL ARISE HAS CAUSED MORPHDYNAMIC DEFORMATION (TRAIT INCLINATION OF RIVERS, INFLATION OF MOUTH AND IT’S WIDEN) ON THE BEACH ZONE AND THE RIVERS MOUTH CONDITION.

INTRODUCTION: DUE TO THE LACK OF WAVE MEASURED DATA, PREDICTED WAVE DATA ARE USED TO DETERMINE WAVE CLIMATE IN MANY REGIONS. NOWADAYS SPECTRAL WIND WAVE MODEL ARE THE MOST PRACTICAL TOOL FOR WAVE PREDICTION. SINCE THE OUTPUTS OF THESE MODELS GENERALLY CONTAIN SOME ERRORS, THEIR RESULTS SHOULD MODIFY BASED ON THE MEASURED DATA. IN THIS STUDY, A NEW APPROACH BASED ON THE ERROR PREDICTION OF SIMULATED WAVE DATA AT THE OBSERVING STATIONS AND DISTRIBUTING THE ERRORS IN THE COMPUTATIONAL DOMAIN WAS IMPLEMENTED FOR UPDATING OF THE MODEL OUTPUTS. TO DO SO, WAVE SIMULATION WAS CARRIED OUT OVER THE PERSIAN GULF AND THE RESULTS WERE COMPARED WITH THE MEASURED DATA. THE RESULTS ARE PRESENTED IN THE NEXT SECTION. IT SHOULD BE NOTED THAT THIS PAPER CONTAINS THE RESULTS OF A DEFINED STUDY AT THE TRANSPORTATION RESEARCH INSTITUTE NAMELY "DEVELOPING A HYBRID MODEL FOR WIND-WAVE PREDICTION IN THE PERSIAN GULF".

THE CALCULATION OF DAILY RELATIVE HUMIDITY CAN BE APPROXIMATELY DONE USING SOME PATTERNS. TWO OLD PATTERNS ARE THE MOST COMMON ONES: THE AVERAGE OF THREE STANDARD HOURS (3, 9, AND 15 GREENWICH) - AND THE PATTERN INTRODUCED BY ARGON UNIVERSITY (THE SUM OF 0.65 PERCENT RELATIVE HUMIDITY AT 3 O’CLOCK AND 0.35 PERCENT RELATIVE HUMIDITY AT 15 O’CLOCK GREENWICH). THE PURPOSE OF THE PRESENT RESEARCH IS TO PRESENT MORE ACCURATE PATTERNS FOR ESTIMATING DAILY RELATIVE HUMIDITY FROM HUMIDITY OF IRANIAN LOCAL STANDARD HOURS AND DAILY PRECIPITATION VARIABLES, THE MINIMUM, MAXIMUM AND AVERAGE DAILY TEMPERATURE IN COASTAL REGIONS. THE APPLIED SYNOPTIC STATIONS IN THIS AREA WERE 41 STATIONS, WHICH AFTER SCREENING AND CLUSTERING, WHOLE THE SYNOPTIC STATIONS IN IRAN (289 STATIONS) WERE RESULTED. THE PURPOSE WAS TO PRESENT LINEAR PATTERNS (NONLINEAR) OF DAILY RELATIVE HUMIDITY SEPARATELY FOR DIFFERENT MONTHS (12 PATTERNS) AND YEARLY IN COASTAL REGIONS (CASPIAN, PERSIAN GULF, AND OMAN SEA). THE SYSTEMATIC SAMPLING PLAN WAS USED FOR SELECTION OF THE APPROPRIATE SAMPLE. THE RESULT WAS 3500 DAYS OF HOURLY DATA AS SAMPLE FOR EACH MONTH AFTER SCREENING. VARIOUS STATISTICAL TESTS AND PATHOLOGY WERE DONE ON THE PATTERNS AND THE BEST PATTERN FOR EACH MONTH AND YEAR WAS OBTAINED (13 PATTERNS).

INTRODUCTION: WHEN A STRUCTURE IS PLACED IN A MARINE ENVIRONMENT, THE PRESENCE OF THE STRUCTURE WILL CHANGE THE FLOW PATTERN IN ITS IMMEDIATE NEIGHBORHOOD. THESE CHANGES USUALLY CAUSE AN INCREASE IN THE LOCAL SEDIMENT TRANSPORT CAPACITY AND THUS LEAD TO SCOUR. SCOUR IS ONE OF THE FAILURE MODES OF BREAKWATERS. BREAKWATER FAILURES DUE TO SCOUR HAVE BEEN REPORTED IN A RECENT REPORT FROM THE US ARMY CORPS OF ENGINEERS (LILLYCROP AND HUGHES, 1993) AND IN A RECENT REVIEW PAPER BY OUMERACI -1994. IT IS VERY COSTLY TO REPAIR THESE STRUCTURES; THEREFORE, PROPER INITIAL DESIGN AND CONSTRUCTION METHODS ARE IMPERATIVE.

RAMSAR COASTAL BASIN IS SITUATED ON SIDE HILL OF MAZANDARAN JUNGLES AND IN NORTH OF ALBORZ MOUNTAINS. THIS AREA IS LIMITED TO GHAZVIN IN SOUTH, TO TONEKABON IN EAST, AND TO CHABOKSAR (ONE OF THE RAMSAR ENVIRONS) IN WEST. BECAUSE OF MILD AND HUMID WEATHER CONDITION, SOIL TYPE, THE HUMIDITY INDUCED FROM CASPIAN SEA, AND LOTS OF PERSPIRATION, THIS BASIN IS COVERED WITH JUNGLE AND GRASSLANDS. RAMSAR COASTAL BASIN IS SITUATED BETWEEN 36’ 35’ TO 56’ 36’ NORTH LATITUDE AND 23’ 50’ TO 50’ 50’ EAST LONGITUDE WITH THE AREA OF 912.70 SQUARE KILOMETER. THE FACTORS INFLUENCING ZONING IN THIS RESEARCH ARE: HYDROLOGIC FACTORS (T, D, F), GEOMETRIC FACTORS (K, FF, RC, RE), AND TOPOGRAPHIC FACTORS (RH, RR, DI, G). IN THE STUDY AREA, INLETS WERE RATED BY STALLER METHOD AND MORPHOMETRIC PARAMETERS WERE CALCULATED. REGARDING THE DEVELOPMENT REQUIREMENTS, AND PUTTING THE SOIL, FAULT AND EARTHQUAKE MAPS ON THE REFERENCE MAP OF STUDY BASIN, THOSE PLACES WHICH WERE APT FOR DEVELOPMENT IN FUTURE WERE SPECIFIED AND PLACES WHICH THEIR DEVELOPMENT WAS NOT DEPENDENT ON THE SUSTAINABLE DEVELOPMENT ELEMENTS WERE ALSO IDENTIFIED.

THE UNDERWATER PIPELINES ARE EXPOSED TO HYDRODYNAMIC AND HYDROSTATIC FACTORS DUE TO ENVIRONMENTAL CONDITION. IN THE PRESENT RESEARCH, TO DESIGN AND ANALYZE THE UNDERWATER PIPELINES, STABILITY ANALYSIS HAS BEEN DONE CONSIDERING WAVE AND CURRENT INDUCED FORCES. THERE ARE LIMITED STANDARDS FOR DESIGNING AND ANALYZING THE UNDERWATER PIPELINES. IN THIS RESEARCH, THE DNV-RPC205 AND DNV-RP-E305 STANDARDS HAVE BEEN APPLIED IN TWO STAGES. THE STUDY AREA IS PLACE IN COASTS OF ASALOYEH PORT AND THE DATA USED IN THIS RESEARCH ARE WAVE AND CURRENT DATA COLLECTED BY PMO BUOY IN ONE YEAR (FROM 2007 TO 2008) IN ASALOYEH REGION. THE HYDRODYNAMIC COEFFICIENT AND DIMENSIONLESS NUMBERS SUCH AS DRAG COEFFICIENT, LIFT, REYNOLDS NUMBER, AND KULGAN CARPENTER AND THE HYDRODYNAMIC FORCES ON PIPELINES IN VARIOUS CONDITIONS HAVE BEEN CALCULATED. SO, OPTIMUM AND SAFE SIZES FOR PIPELINES WERE PRESENTED FOR MINIMIZING DAMAGES IN SEABED PIPELINES, COST SAVING, AND HAVING THE LEAST REPAIRABLE DAMAGES IN ENVIRONMENT. THE RESULTS REVEAL THAT WITH RESPECT TO THE PRESENT CONDITION IN THE REGION, IN PIPELINES FOR DIAGONALS SHORTER THAN ONE METER THE LIFT FORCE IS THE DOMINANT AND FOR DIAGONALS LONGER THAN ONE METER THE INERTIA FORCE IS DOMINANT. REGARDING THE OBTAINED FORCES IN THE MAXIMUM WAVE HEIGHT IN DEEP AREAS, THE CHANGES OF THE LEAST PIPELINE WEIGHT UNDER WATER WAS NOT LINEAR FOR VARIOUS DIAMETERS AND FOR EACH 0.7 METER IT IS ABOUT 2942 KILOGRAM PER METER. INVESTIGATING THE RESULTED DIAGRAMS AND COMPARING THEM WITH EACH OTHER, IT IS RECOGNIZED THAT DESIGNING A PIPELINE WITH DIAMETER BIGGER THAN 0.7 IS NOT APPROPRIATE. IT SEEMS THAT PIPELINES WITH 0.4 METER DIAMETER ARE THE MOST APPROPRIATE SHAPES FOR DESIGNING (JUST CONSIDERING THE PIPELINE WEIGHT) AND IN THESE PIPELINES, COMPARED TO THE 0.5 M DIAMETER, WITH DECREASE OF 0.1 M OF THE PIPELINE DIAMETER, THE PIPELINE WEIGHT DECREASES AT LEAST 100 KILOGRAM PER METER. THE LEAST WEIGHT OF A PIPELINE WITH 0.7 METER DIAMETER HAS BEEN INVESTIGATED IN THREE MODES UNDER THE WATER IN THE REGION AND THE RELATED DIAGRAMS WERE DRAWN AND COMPARED.

IN THIS ARTICLE, BY DEVELOPING A TWO DIMENSIONAL SMOOTHED-PARTICLE HYDRODYNAMICS MODEL (SPH), THE REGIME AND POWERS WHICH ARE DUE TO FLOW EXERTED ON A CONSTANT CYLINDER AT LOW REYNOLDS HAVE BEEN INVESTIGATED. THE SIMULATIONS ARE DONE TO THE REYNOLDS EQUAL TO 100, AND IN EACH CASE, THE DRAG COEFFICIENT AND STROUHAL NUMBER ARE COMPARED WITH THE LABORATORY RESULTS. NO TURBULENCE MODELS ARE OBSERVED AND THE RESULTS ARE ACCEPTABLE REGARDING THE SELECTED RESOLUTION.

ONE OF THE MOST IMPORTANT PARAMETERS FOR MEASURING THE PERCENTAGE OF CALMLESS DAYS IN A PORT IS TO FIND OUT IN WHAT WAVE HEIGHTS, THE CLIENT VESSELS CAN’T TAKE THE NEEDED SERVICES IN THE BASIN. THIS WAVE HEIGHT IS DEPENDENT ON TONNAGE AND USAGE OF VESSELS. FOR EXAMPLE, THE PERMISSIBLE WAVE HEIGHT FOR VESSELS WITH LOW TONNAGE IS LOWER THAN VESSELS WITH HIGH TONNAGE. ALSO, THE SENSITIVITY OF VESSELS WHICH HAVE FLEXIBLE LOADING AND UNLOADING SYSTEM (OIL TANKERS) TO HIGHER WAVES IS LOWER, SO THE WAVE HEIGHT FOR THESE VESSELS WILL BE RELATIVELY HIGHER. TODAY, WE USE BOUSSINESQ THEORY - AS A KNOWN AND ACCEPTABLE METHOD - FOR EVALUATING THE CALMNESS OF PORT BASIN. BUT, CONSIDERING THE BENEFITS AND DEFICIENCIES OF THE EQUATIONS WHICH ARE SUITABLE FOR MIDDLE AND SHALLOW WATERS, ASSESSING OTHER EQUATIONS AND METHODS SEEMS NECESSARY FOR CHOOSING THE BEST METHOD FOR DESIGNING AND LOCATING PORTS. ACCORDINGLY, THE PRESENT RESEARCH COMPARES THE RESULTS OF BOUSSINESQ WAVES THEORY AND MILD SLOPE WAVES EQUATION FOR SOUZA PORT.

COASTAL AREAS HAVE ALWAYS BEEN CONSIDERED AS A BED FOR SOCIAL AND ECONOMIC ACTIVITIES. CONSIDERING THE ABUNDANCE OF PROBLEMS IN THESE AREAS, INTEGRATED COASTAL ZONE MANAGEMENT (ICZM) HAS FACED SERIOUS CHALLENGES FOR SOLVING THESE PROBLEMS. USING A COMBINATIONAL APPROACH OF MCDM TECHNIQUES, THE PRESENT RESEARCH INVESTIGATES AND ANALYZES THE PRESENT PROBLEMS WITH THE PURPOSE OF ESTABLISHING ICZM IN MAZANDARAN PROVINCE. TO ACHIEVE THIS PURPOSE, SIX EXPERTS WERE HIRED FOR REVIEWING THE LITERATURE OF THE RESEARCH. THE RESULTS OF FAHB TECHNIQUE IMPLEMENTATION REVEAL THE IMPORTANCE OF NATURAL PROBLEMS OF ESTABLISHING ICZM IN COASTAL AREAS OF MAZANDARAN PROVINCE. FINALLY, USING FVIKOR METHOD, RESEARCHERS RANKED FOUR COASTAL CITIES IN MAZANDARAN PROVINCE BASED ON MENTIONED PROBLEMS.

INTRODUCTIONALONG WITH PHYSICAL EXPERIMENTS, NUMERICAL SIMULATIONS ARE USEFUL TOOLS FOR DESIGNING COASTAL STRUCTURES AS WELL AS FOR UNDERSTANDING NATURAL HYDRODYNAMIC PROCESSES IN THE FIELD OF COASTAL ENGINEERING. AMONG THE NUMERICAL MODELS, THE VOF-TYPE MODEL (VOLUME OF FLUID) HAS BEEN ATTRACTED AS A POTENTIAL TOOL TO CONSTRUCT PRACTICAL NUMERICAL WAVE CHANNELS IN THE PAST DECADE. THE VOF MODEL CAN SIMULATE FLOWS INCLUDING THE SHAPE AND EVOLUTION OF THE FREE SURFACE, THUS THE COMPLEX FREE SURFACE BOUNDARY CAN BE EFFICIENTLY SIMULATED.

BECAUSE OF WEAKNESS OF SOIL AGAINST TENSILE STRESSES, DESIGNERS HAVE ALWAYS LOOKED FOR THE BEST SOLUTION FOR COMPENSATING THIS WEAKNESS. FOR THIS PURPOSE, FOR A LONG TIME, ADDITIVES WERE USED FOR INCREASING THE SOLI TENSILE AND SHEAR STRENGTHS TO DEAL WITH SOIL WEAKNESSES. CONSIDERING INCREASING DEVELOPMENT OF USING POLYMERIC MATERIALS SUCH AS GEOSYNTHETIC AS A TENSILE ELEMENT FOR SOIL REINFORCEMENT, THERE IS A NEED TO STUDY THE ARMED SOIL PROBLEMS AND DEFINING ITS DIMENSIONS. THE PRESENT RESEARCH DYNAMICALLY ANALYZES THE RETAINING REINFORCED WALLS WITH 5 TO 15 METER LENGTH AND VARIABLE VERTICAL DISTANCE. ALSO, THE REINFORCED POWER DISTRIBUTION IN WALL HEIGHT IS EXTRACTED FROM ANALYSIS RESULTS.

IN THE PERSIAN GULF WATER AREA, VARIOUS COUNTRIES SUCH AS I.R.IRAN, IRAQ, KUWAIT, OMAN, UAE AND ETC. HAVE MARINE BORDER AND THE LONGEST MARINE BORDER (WHOLE THE NORTHERN COAST OF PERSIAN GULF) BELONGS TO IRAN. ALSO, THERE ARE SMALL AND BIG ISLANDS IN THE PERSIAN GULF AND SOME OF THEM BELONG TO I.R.IRAN. BECAUSE OF THE ABOVE MENTIONED ISSUES, IRAN HAS BEEN CONSIDERED AS THE MOST IMPORTANT, POWERFUL AND DOMINANT COUNTRY IN THE REGION AS WELL AS PERSIAN GULF. SO, THIS POWER AND DOMINANCE SHOULD BE REVEALED IN ALL ASPECTS. ONE OF THE ISSUES WHICH CAN PROVE THE DOMINANCY AND POWER OF I.R.IRAN IS SEARCH AND RESCUE OPERATIONS IN THIS REGION WHICH IS IMPORTANT FROM HUMANITARIAN STANDPOINT AND SHOWS THE PROMPTNESS AND ACCURACY OF MARINE EXPERTS IN SEARCHING AND RESCUING THE HURT PEOPLE (IRANIAN AND FOREIGNERS) IN THIS BODY OF INTERNATIONAL WATERS. FOR THIS PURPOSE, IT IS NECESSARY TO PROVIDE SOME FACILITIES FOR IRANIAN SOUTHERN PORTS. PRESENT STUDY EXPLORES THE POSSIBILITY OF PROVIDING THIS MODERN EQUIPMENT ACCORDING TO IMO AND SOLAS STANDARDS. MOREOVER, THIS ARTICLE ESTIMATES THE PRELIMINARY AND YEARLY COSTS FOR IMPLEMENTING THIS PLAN.

EFFICIENCY IS A CRITERION FOR PERFORMANCE ASSESSMENT IN VARIOUS SOCIAL-ECONOMIC SECTIONS AND IT IS EXPRESSED RESOURCE EFFICIENCY RATIO. THIS RATIO IS ONE THE MOST IMPORTANT INDEXES WHICH SHOWS THE EFFECTIVENESS OF ACTIVITIES. IN THE WORLD OF INFORMATION TECHNOLOGY, WHAT HELPS COUNTRIES (ESPECIALLY DEVELOPING COUNTRIES) TO ACHIEVE PRODUCTIVITY IS USING OPPORTUNITIES IN COMPETITION WITH OTHER COUNTRIES. ONE OF THESE OPPORTUNITIES IS OPTIMAL USE OF ICT TO ACHIEVE THE NOBLE OBJECTIVES IN THE SOCIETY. PRODUCTIVITY AND KNOWLEDGE-BASED STRATEGIES, THE PHILOSOPHY OF CUSTOMER MANAGEMENT, AND EFFICIENT USE OF ICT IS VERY IMPORTANT TO HAVE A PRODUCTIVE SERVICE SECTOR.

INTRODUCTIONWIND WAVES WHICH ARE GENERALLY PROGRESSIVE IN NATURE, CAN MOVE FAR DISTANCES OUT OF THEIR AREA OF FORMATION TOWARDS SEASHORE. FOR DECADES CONVENTIONAL SLOPING OR VERTICAL RIGID BREAKWATERS WERE USED TO PROTECT HARBORS AGAINST THESE WAVES. HOWEVER FOR THIS KIND OF BREAKWATER WAVE LOAD ON THE STRUCTURE AND WAVE REFLECTION ARE CONSIDERABLE. HIGH REFLECTED WAVES CAN DISTURB THE MOVEMENT OF SHIPS AND BOATS AND INDUCE SCORING IN FRONT OF THE BREAKWATER. THIS CAN LEAD TO INSTABILITY OF BREAKWATER.

INTRODUCTION: WOOD IS AN ENGINEERING MATERIAL WHICH HAS WIDE APPLICATION IN MARINE STRUCTURES, SO ITS INSPECTION, MAINTENANCE AND REPAIR NEED CONSIDERABLE IMPORTANCE. SIMILAR TO ANOTHER ENGINEERING MATERIALS, DURING SERVICE LIFE, WOOD A S A MEMBER OF MARINE STRUCTURE IS SUBJECTED TO DIFFERENT TYPES OF DEGRADATION AND DESTRUCTION (CHEMICAL, PHYSICAL, MECHANICAL AND BIOLOGICAL) WHICH DECREASE THE RESIDUAL STRENGTH OF WOODEN MEMBERS. THEREFORE, THE ASSESSMENT OF DEFECT AND ESTIMATION OF RESIDUAL STRENGTH IN WOODEN MEMBER IS NECESSARY TO PREVENT THE FAILURE IN STRUCTURES. SINCE THE INSPECTION AND EVALUATION OF MARINE STRUCTURES IS AN IN SITU (OR IN SERVICE) INSPECTION, SPECIAL METHODS WHICH ARE APPLICABLE FOR IN SITU INSPECTION WITHOUT DAMAGE TO INSPECTED MEMBERS ARE NEEDED. NONDESTRUCTIVE TECHNIQUES HAVE SUCH ABILITIES.

MOST OF THE PREVIOUS STUDIES WERE CONCENTRATED ON VORTEX-INDUCED VIBRATION (VIV) AND SCOUR PROCESS UNDER FIXED PIPELINES OR WITH ONLY ONE DEGREE OF FREEDOM. THE PRESENT STUDY EVALUATES THE SCOUR PROCESS UNDER THE PIPELINE MODEL WITH THE SYSTEM OF TWO DEGREES OF FREEDOM AND UNDER VORTEX-INDUCED VIBRATION (VIV). THE SPEED LIMIT HAS DECREASED (5.06-2.27) AND THE RELATIVE DISTANCE FROM BED IS 0.0, 0.2, 0.5, 1.0, AND 2.0. THE NONCONTACT IMAGE PROCESSING METHOD WAS USED FOR RECORDING THE PIPELINE VIBRATORY RESPONSE. THE LABORATORY RESULTS REVEAL THAT THE RELATIVE DISTANCE FROM BED IS AN IMPORTANT FACTOR IN SCOUR PROCESS SO THAT WITH THE INCREASE OF RELATIVE DISTANCE FROM BED THE SCOUR DEPTH HAS A DECREASING TREND WHICH GROWS WITH ACCELERATION. IN ADDITION, WITH COMPARISON OF DEPTH OF RELATIVE SCOUR ON THE PRESENT RESEARCH (VIBRATORY PIPELINE WITH TWO DEGREES OF TRANSITIVE FREEDOM) WITH PREVIOUS STUDIES (VIBRATORY PIPELINE WITH ONE DEGREE OF TRANSITIVE FREEDOM IN PERPENDICULAR DIRECTION TO THE CURRENT AND FIXED PIPELINE), IT CAN BE CONCLUDED THAT RELEASING ONE VIBRATIONAL CONSTRAINT CAUSES IN DECREASE OF SCOUR DEPTH COMPARED TO THE SITUATION OF ONE DEGREE OF FREEDOM.

GEOMORPHOLOGYGEOMORPHOLOGY BY DEFINITION, IS A MANIFESTATION OF COASTAL PROCESSES IN TIME AND PLACE WITH A RANGE THAT HAS BEEN RECORDED IN THE GEOLOGICAL RECORDS. TODAY, DUE TO CONSTRAINTS OF TIME AND PLACE AND ALSO, FROM THE VIEWPOINT OF CONSIDERING ALL PARAMETERS IN NUMERICAL MODELS, GEOMORPHOLOGY OBSERVATIONS HAS A DECISIVE ROLE IN A QUALITATIVE EVALUATION OF PHENOMENA.

TODAY, EXTENSION OF INFORMATION AND COMMUNICATION TECHNOLOGY APPLICATION SCOPE IN TRANSPORTATION INDUSTRY HAS RESULTED IN CREATION OF INTELLIGENT TRANSPORTATION SYSTEMS AND THE MARINE TRANSPORTATION INDUSTRY, AS A PIONEER IN USING MODERN COMMUNICATION TECHNOLOGY, HAS NOT BEEN AN EXCEPTION. SINCE VESSELS ARE PASSING AROUND THE WORLD, THE INTERNATIONAL STANDARDS ARE NEEDED FOR INFORMATION EXCHANGE BETWEEN VESSELS AND COAST. MOST OF THESE STANDARDS ARE AVAILABLE, BUT TO MEET THE REQUIREMENTS RELATED TO SAFETY INCREASE AND LOWERING THE GREENHOUSE GAS EMISSIONS, A MORE SYSTEMATIC SOLUTION IS NEEDED. IMO STUDIES SHOW THAT TECHNICAL AND OPERATIONAL MEASUREMENTS MAY RESULT IN DECREASE OF GREENHOUSE GAS EMISSIONS IN FUTURE, BUT ACHIEVING THIS PURPOSE NEEDS CLOSE COOPERATION OF THOSE RELATED TO MARITIME TRADE AND CONSEQUENTLY NEW CONTRACTIONS AND TRANSPARENCY IN INFORMATION EXCHANGE AND INFORMATION MANAGEMENT. THE INCREASING ATTENTION ON TRANSPORT SAFETY HAS RESULTED IN PROGRESSES IN INFORMATION MANAGEMENT. THE ISPS CODE NEEDS MODERN INFORMATION EXCHANGE BETWEEN VESSEL AND COAST AND THE WCO SAFE FRAMEWORK IS DEPENDENT ON MODERN INFORMATION MANAGEMENT FOR IMMUNIZATION OF MARITIME TRADE LINES.