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Millions of tonnes of oil lie entombed within wrecks from two world wars which, when released, can cause environmental devastation. Wrecks are predominantly risk assessed by the Global North Nations responsible, resulting in an epistemology that separates human from nature. This research aimed to decolonise risk assessments to capture the spatially heterogeneous nature of human vulnerability to oil pollution. Triangulation analysis of interviews and official reports relating to the USS Mississinewa oil spill identified three Global South issues a Eurocentric risk assessment failed to capture: region-specific meteorological conditions causing the leak, remoteness making external resources slow to arrive, and the impact of the fishery closure on traditional subsistence lifestyles. A vulnerability assessment is proposed to prioritise wrecks in susceptible locations. Recommendations are made for a collaborative approach to wreck management by including local voices, resisting the Global North assumption of generality, and recognising the priorities of those living with wrecks. [ABSTRACT FROM AUTHOR]

The authors examine the threats from hazardous toxic materials from World War II wrecks sunk in the Baltic Sea and their cargo of chemical ammunition, indicate Poland’s reaction to this situation, and map out Polish obligations in this regard. This problem gives rise to multiple uncertainties about the exact nature of threats to environmental/ecological security, marine security, human security (including health security), economic security and food safety. The authors also elaborate on legal regulations relevant in this context. The research methods include formal-institutional analysis of relevant legal documents and discourse analysis. The main conclusions are: 1. toxic materials in the Baltic Sea threaten ecological, economic, human and security; 2. food safety in all Baltic states might be endangered; Poland should accede to the Nairobi Wreck Removal Convention; and Poland should cooperate regionally to resolve the problem of the Baltic chemical waste.

Copyright of Santander Art & Culture Law Review is the property of Jagiellonian University Press and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Santander Art & Culture Law Review is the property of Jagiellonian University Press and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Little has been written about the history of English underwater salvage in the mid-seventeenth century. The navy of the 1650s and the 1660s needed divers and salvagers for their expanded operations, especially during wars against the Dutch. Ships sunk deep at sea were irretrievable, but vessels lost near shore in tidal waters could yield recoverable materials. This article offers new insights into wreck recovery during the period of the Interregnum and the Restoration. It investigates the archival evidence of efforts to recover ordnance from the English naval vessels Liberty (also named Charles) that sank in the North Sea in 1650, and the London that blew up in the Thames in 1665. Despite difficult tidal and weather conditions, Robert Willis and others were able to recover several tons of bronze guns for re-use. [ABSTRACT FROM AUTHOR]

According to our calculations, more than two hundred ships were sunk by German submarines off the Portuguese coast during the First World War. In the last few years, historiography has produced several pages about the operability of German submarine warfare, although we still do not know its social and economic impacts. Taking into account the latest scientific advances, we propose new problematics around this subject by correlating new data, in order to ascertain the direct and indirect impacts of German submarine warfare on Portuguese society and economy during the Great War. [ABSTRACT FROM AUTHOR]

Copyright of Archeologia Postmedievale is the property of Edizioni all'Insegna del Giglio and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Archeologia Postmedievale is the property of Edizioni all'Insegna del Giglio and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This article provides a summary of the various maritime archaeology projects undertaken in the French Antilles (Guadeloupe and Martinique) since the 1980s that date to the 17th–19th century Colonial period. These projects are presented in the context of the principal maritime archaeological research questions. The results are analysed thematically touching on different aspects of archaeological research in littoral and underwater zones: coastal plantations, ports, and micro‐islets. Research carried out on wreck‐sites is presented with respect to their maritime use (commercial, naval, and cabotage). The nature and distribution of such sites provides information both on maritime routes and traffic, trade, conflicts, and environmental risks specific to the Antilles in the Colonial period. [ABSTRACT FROM AUTHOR]

Podrtine i potonule stvari koje su napuštene, ili izgubljene, ili im je vlasnik nepoznat, ili ih ovlaštena osoba ne namjerava vaditi, su predmeti podvrgnuti posebnom stvarnopravnom uređenju. Pomorski zakonik (PZ) služi kao pravni temelj stjecanja prava vlasništva na podrtinama i potonulim stvarima za slučajeve za koje opće stvarno pravo to ne predviđa. To su: nalaz stvari u moru i stjecanje vlasništva u korist Republike Hrvatske na podrtinama i potonulim stvarima koje vlasnici nisu izvadili u roku od dvije godine od kada su potonuli ili se nasukali. Dodatne specifičnosti odnose se na podrtine i potonule stvari koje imaju kulturni značaj. One uživaju posebnu zaštitu po propisima o zaštiti i očuvanju kulturnih dobara. Analizira se uloga posebnog stvarnopravnog uređenja za prestanak i stjecanje prava vlasništva na podrtinama i potonulim stvarima kao i međusobni odnos posebnih pravila za podrtine i potonule stvari sadržanih u PZ-u i općih pravila stvarnog prava. Detaljno se proučavaju i prikazuju sve pojedinosti stjecanja i prestanka prava vlasništva na podrtinama i potonulim stvarima. Rad pruža opširan komentar zakonskih odredbi noveliranog PZ-a iz 2013. godine i smjernice za njihovo tumačenje u praksi. Novo stvarnopravno uređenje za prestanak i stjecanje prava vlasništva na podrtinama i potonulim stvarima ocjenjuje se vrlo korisnom i važnom novinom u hrvatskom pomorskom pravu.

Copyright of Complutum is the property of Universidad Complutense de Madrid and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Acta Musei Brukenthal is the property of Brukenthal National Museum and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Magnetic survey realized with the simultaneous determination of the coordinates of the magnetic field measurement, with centimeter accuracy, at rates of 10 to 20 measurements per second, opens new horizon. It allow to realize a change of scale from the site to the objet. Few square meters can be covered at a sub-decimetric resolution. At this scale, a 3D information is required to discern changes in the local magnetic field produced by the relief of those resulting magnetization variations within the studied object. Complex environment such as cavities can be thus explored. Outdoors, the complexity of large heating structures or relics such as wrecks can also be revealed.

In a globalized world, the world trade fleet plays a pivotal role in limiting transport costs. But, the management of obsolete ships is an acute problem, with most Ship Recycling Facilities (SRF) situated in developing countries. They are renowned for their controversial work and safety conditions and their environmental impact. Paradoxically, dismantlement is paid for by the shipowners in accordance with international conventions therefore it is more profitable for them to sell off ships destined for scrapping. Scuttling, the alternative to scrapping, is assessed in the present review to compare the cost/benefit ratios of the two approaches. Although scrapping provides employment and raw materials - but with environmental, health and safety costs - scuttling provides fisheries and diving tourism opportunities but needs appropriate management to avoid organic and metal pollution, introduction of invasive species and exacerbation of coastal erosion. It is also limited by appropriate bottom depth, ship type and number. The present review inventories the environmental, health, safety, economic, and forensic aspects of each alternative. [ABSTRACT FROM AUTHOR]

The Nairobi International Convention on the Removal of Wrecks came into force on the 14 of April 2015 and provides a framework for wreck removal. Three central questions arise when dealing with shipwrecks; Who is responsible? What measures can and are to be taken based on such a responsibility? And lastly; how can the responsibility be enforced? The Nairobi Convention on the Removal of Wrecks addresses these questions. The registered owner of a ship bears strict liability according to the convention but can be exonerated by certain limited defenses. Measures that are to be taken include locating, marking and subsequently removing the wreck. The onus to remove the wreck is on the registered owner, but there are also options available for the State affected by the wreck should the registered owner not cooperate or be unable to contact. Finally the convention strives to ensure enforceability by compulsory insurance for ships, wherever registered, with a gross tonnage of 300 tons and above calling any port or offshore facility in a State Party. The convention also enables an Affected State to claim the insurer directly. This article will analyze the convention by the use of the convention text, its preparatory works and legal writing. The article suggests that even though the convention provides a unified framework for wreck removal, it has inclusions that may actually inhibit harmonization. The convention is also in part unclear and ambiguous. Despite this the article concludes in the convention being a natural step forward in unifying the regulation of wrecks and providing a platform to deal with wreck removal in the future.

Glavni cilj rada je ponuditi i prikazati rješenja koja predstavljaju prijedlog novog pravnog uređenja instituta vađenja i uklanjanja podrtina i potonulih stvari. Prije toga, autorice u radu prikazuju genezu pravnih izvora u povijesti i ranijem domaćem zakonodavstvu te proučavaju sva relevantna pitanja i sve odredbe važećeg Pomorskog zakonika (u nastavku PZ) o ovoj materiji. Analizira se značenje i uporaba pojedinih izraza, sistematizacija zakonske građe unutar strukture zakona te sadržaj i domašaj pojedinih odredbi. Autorice preispituju razinu usklađenosti pozitivnog PZ-a sa suvremenom međunarodnom regulativom u ovom području. Ukazuje se na važne probleme koji mogu nastati zbog manjkavosti odredbi pozitivnog PZ-a i nepostojanja sustavne regulacije svih relevantnih pitanja koja se mogu pojaviti u praksi. U okviru istraživanja provodi se i poredbena analiza ovih instituta u drugim nacionalnim zakonodavstvima. Predložena zakonska rješenja odlikuju se cjelovitošću i sustavnošću u normiranju svih relevantnih pitanja. Uređivanje ovih instituta specijalnim odredbama pružit će viši stupanj pravne sigurnosti te viši stupanj sigurnosti plovidbe Jadranom, zaštite okoliša, njegovih prirodnih bogatstava i drugih povezanih interesa.

Autorice elaboriraju odgovore na pitanja koncepcijske prirode vezane uz institut uklanjanja podrtina. Nakon, detaljne analize i tumačenja relevantnih pojmova, komparativnom metodom proučavaju se i uspoređuju instituti vađenja potonulih stvari, uklanjanja podrtina, spašavanja i nalaza stvari u moru. Posebno se izdvajaju i detaljno analiziraju elementi kongruentnosti, sličnosti i razlika ovih instituta s posebnim naglaskom na one elemente koji su ključni za odjelitost svakog od njih. Razrađuju se i problemi prisutni u pravnom uređenju uklanjanja podrtina u domaćem pozitivnom pravu. Ukazuje se na nedostatke u provedbi implementacije u domaće zakonodavstvo Međunarodne konvencije o uklanjanju podrtina. _Zaključuje se da je pogrešan pristup zakonodavca uređivanju materije uklanjanja podrtina u okviru odredbi o spašavanju. Ističe se??da nedosljedna uporaba relevantnih pojmova u domaćem zakonu te izostanak brojnih ključnih odredbi za ovu materiju proizvodi nepotrebne terminološke probleme i ozbiljne pravne poteškoće.

U svibnju 2007. godine usvojena je Međunarodna konvencija o uklanjanju podrtina. Propisivanjem prvog sustava unificiranih međunarodnih pravila kojima je cilj osigurati žurno i efikasno uklanjanje opasnih podrtina lociranih izvan teritorijalnog mora. Konvencija će popuniti prazninu u postojećoj međunarodnoj regulativi. Ona uređuje pitanja mjera koje treba poduzeti kada se utvrdi da je u pomorskoj nezgodi nastala podrtina, kao što su prijavljivanje podrtine, upozoravanje pomorca i zainteresiranih država, kriteriji za procjenu opasnosti podrtine, lociranje podrtine, obilježavanje podrtine, kao i druge mjere koje će olakšati uklanjanje podrtina. Središnja djelatnost je uklanjanje podrtine, a u sklopu toga uređuje se pitanje odgovornosti za troškove lociranja, označavanja i uklanjanja podrtina. Detaljno su propisane obveze upisanog vlasnika i države stranke u vezi obveznog osiguranja ili drugog . nancijskog jamstva za pokrivanje odgovornosti na temelju ove Konvencije. Također, predviđa se pravo ugrožene države na izravnu tužbu protiv upisanog vlasnika. Proučava se kontekst nastanka i ciljevi ovog novog međunarodnog ugovora. Raščlanjuju se ključne konvencijske odredbe uz njihov komentar. Ukazuje se i na dvojbe i prijepore sastavljača o kojima se raspravljalo na pripremnim radovima. Ova Konvencija je dobrodošao instrument u nizu IMO-vih instrumenata kojima je svima cilj unaprijediti sigurnost plovidbe, pomorskih operacija i zaštititi morski okoliš. Uspostavom čvrstih pravnih temelja za tretman opasnih podrtina ona će kada stupi na snagu obalnim državama pružiti sigurnost za obavljanje akcija koje su se dugi niz godina nastojale jedinstveno urediti.

The status in international law of operational warships and other ships used only on governmental non-commercial service has been long established. In contrast, the status of such vessels after they have sunk has been, and remains, a matter of considerable uncertainty. The uncertainty arises in no small part from the absence of any provision in the 1982 UN Convention on the Law of the Sea relating to sunken State vessels or, indeed, to wrecks more generally. Over the last 30 years, technological advances have led to the discovery of many new wreck sites, fuelling international interest in the status of sunken State wrecks. At its Santiago Session in 2007, the Institut de droit international established its 9th Scientific Commission to look into the matter. A Preliminary Report, drafted by the Commission's Rapporteur, Professor Natalino Ronzitti, was discussed at the Rhodes Session in 2011 and, after further deliberations, a Resolution entitled "The Legal Regime of Wrecks of Warships and Other State-Owned Ships in International Law" was adopted by the Tallinn Session in August 2015. This contribution sets out the background to the work of the 9th Commission, outlines the substance of the Resolution, and offers some observations thereon. [ABSTRACT FROM AUTHOR]

Abstract: Multibeam echosounder systems (MBES) have long provided bathymetric data with high temporal and spatial resolution. In the last couple of decades, MBES observations of scattering in the water column have been finding increasing use in oceanographic studies. Here we review the wealth of studies using water column multibeam data to address questions in fisheries, marine mammal and zooplankton research as well as seeps and hydrothermal vents. We also summarize some of the tantalizing new oceanographic applications of water column MBES, such as kelp ecosystems, near surface bubbles, suspended sediment, mixing and internal waves, as well as the proper determination of the extent of shipwreck above the sea floor. We highlight the many advantages of using water column MBES and discuss the challenges. [Copyright &y& Elsevier]

In the early part of the seventeenth century in Ireland select harbours along the southwest coast of Munster acted as the North Atlantic headquarters for pirates, primarily made up of English mariners. The places picked by the pirates as their bases were spatially strategic and three harbours in particular dominated this West Cork landscape—Baltimore, Leamcon and Crookhaven. Complicit English officers facilitated this activity and pirates and their families settled on the estates of the local officials while others used this pirate landscape as a staging point for plundering adventures further afield. As a consequence, piracy in Irish waters at that time had a profound influence on local economies, social activities and, in some cases, political events. Indeed the tolerance shown to it in the early seventeenth century in the southwest may be explained by the fact that it facilitated the colonial effort ongoing under the Munster Plantation and thus, inadvertently, suited the purposes of official government. [ABSTRACT FROM AUTHOR]

Within the next few decades, large underwater structures of thousands of wind turbines in the northern European shelf seas will substantially increase the amount of habitat available for mobile demersal megafauna. As a first indication of the possible effects of this large scale habitat creation on faunal stocks settling on hard substrata, we compared selected taxa of the mobile demersal megafauna (decapods and fish) associated with the foundation of an offshore research platform (a wind-power foundation equivalent) with those of five shipwrecks and different areas of soft bottoms in the southern German Bight, North Sea. When comparing the amount of approximately 5000 planned wind-power foundations (covering 5.1 × 106 m2 of bottom area) with the existing number of at least 1000 shipwrecks (covering 1.2 × 106 m2 of bottom area), it becomes clear that the southern North Sea will provide about 4.3 times more available artificial hard substratum habitats than currently available. With regard to the fauna found on shipwrecks, on soft substrata and on the investigated wind-power foundation, we predict that the amount of added hard substrata will allow the stocks of substrata-limited mobile demersal hard bottom species to increase by 25–165% in that area. The fauna found at the offshore platform foundations is very similar to that at shipwrecks. Megafauna abundances at the foundations, however, are lower compared to those at the highly fractured wrecks and are irregularly scattered over the foundations. The upper regions of the platform construction (5 and 15 m depth) were only sparsely colonized by mobile fauna, the anchorages, however, more densely. The faunal assemblages from the shipwrecks and the foundations, respectively, as well as from the soft bottoms clearly differed from each other. We predict that new wind-power foundations will support the spread of hard bottom fauna into soft bottom areas with low wreck densities. [ABSTRACT FROM AUTHOR]

Wrecks play an important role in enhancing marine biodiversity. SCUBA diving video-samplings were performed on eight wrecks, including seven shipwrecks and a sunken airplane, scattered over 180 km along the Ligurian coastline in the north-western Mediterranean Sea, in water depths of 30-65 m. Differences in composi-tion of macrobenthic communities were found to be related to the bottom sedimentology and the composition and geometry of the investigated structures. The iron, flat, and even substrata of shipwrecks were dominated by Bivalvia (Ostrea edulis) and Anthozoa (Corynactis viridis), whereas the aluminum, cage-like struc-ture of the airplane was dominated by massive sponges and bryozoans. Further-more, abundances of some macrobenthic invertebrates were greater on the wrecks than those observed on natural, rocky substrates. Because of the increasing popularity of use of video and photo digital apparatuses among recreational divers, combined with wreck resistance to corrosion, artificial geometries and available surfaces that facilitate species' settlement and growth, data from wrecks consisting of images and related metadata (depth, date, water temperature, etc.) could provide a new opportunity for monitoring Mediterranean marine biodiversity. [ABSTRACT FROM AUTHOR]

Underwater archaeology took off from 1950 following the invention of the aqualung by two Frenchmen. In 1966, France became the first country with a specialized organization for underwater archaeology (DRASSM (Département des Recherches Archéologiques Subaquatiques et Sous-Marines)). The evolution of French law has provided strong protection for this heritage. Over the last 40 years, DRASSM has identified several thousands of wrecks and has managed the excavation of many of them. Currently, DRASSM has been given a new lease of life, with a service enhanced by young recruits, new buildings, and a technologically advanced research vessel. [ABSTRACT FROM AUTHOR]

Once, the European lobster could be found in high abundances on rocky substrate around the island of Helgoland. Since the 1960s, the stock has been decreasing dramatically. Until now, it has been assumed that the lobster stock of Helgoland is the only one in the German Bight. Here, we provide first information about lobster distribution inside the German Bight off Helgoland. Diving in situ observations revealed that lobsters inhabit at least 15.6% of all 64 investigated wrecks. Considering the difficulties of detecting lobsters at wrecks, the true percentage is most likely much higher. Their locations are spatially homogenously distributed throughout the inspected area. The study indicates a broad distribution of the European lobster over the German Bight. The habitats provided by a considerable fraction of the more than one thousand wrecks outside the Wadden Sea are potential lobster refuges within the mud and sand dominated sea floor. Besides providing additional habitats, they represent stepping stones enhancing the connectivity of the North Sea lobster population. [ABSTRACT FROM AUTHOR]

The article examines the sources of threats and proposes risk estimates and gradation in ship salvage and suggests various methods of risk management for navies. Among the gradation risks proposed are risks of up to two points which are small and should be ignored and risks of 10 to 20 which call for revising the parameter they effect. A table is presented that shows results of analyzing response measures for identified risks.

Copyright of Memorias is the property of Fundacion Universidad del Norte and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Abstract: The asexual cell cycle of E. coli produces two genetically identical clones of the parental cell through processive, semiconservative replication of the chromosome. When this process is prematurely disrupted by DNA damage, several recF pathway gene products play critical roles processing the arrested replication fork, allowing it to resume and complete its task. In contrast, when E. coli cultures are starved for thymine, these same gene products play a detrimental role, allowing replication to become unregulated and highly recombinagenic, resulting in lethality after prolonged starvation. Here, I briefly review the experimental observations that suggest how RecF maintains replication in the presence of DNA damage and discuss how this function may relate to the events that lead to a loss of viability during thymine starvation. [Copyright &y& Elsevier]

The Second World War in the Pacific has left a legacy of over 3800 wrecks on the ocean floor. These wrecks contain thousands of tons of oil and pose a risk to the marine environment. Estimates of current corrosion rates show many wrecks are at risk of structural collapse. However, the scale of threat posed by potentially polluting wrecks (PPW) to coastal ecosystems in the Pacific is largely unknown, due to the lack of data to inform risk. This paper presents a strategy aimed to prioritise, manage, and mitigate negative effects of oil spills posed by PPW in the Pacific, using an example in Chuuk Lagoon. Wrecks are assessed and prioritised by means of risk characterisation. Wrecks are surveyed using photogrammetry to assess hull integrity. Finally, recommendations are made for the production of bespoke management plans and risk reduction strategies that work towards safeguarding marine ecosystems and the livelihoods of coastal communities. • Large amounts of toxic oil remain hidden within legacy WWII shipwrecks. • Disaster risk reduction strategy for reducing oil pollution threat in Chuuk Lagoon. • Combines robust scientific data and cutting-edge technology to assess risk. • Educate and mobilise the public, stakeholders and policymakers towards preparedness. • Wreck specific management plans for building resilience in aquatic ecosystems. [ABSTRACT FROM AUTHOR]