Academic literature on the topic 'Washington Island Ferry Line'
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Journal articles on the topic "Washington Island Ferry Line"
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Michalsen, David, Zeki Demirbilek, and Okey Nwogu. "VESSEL WAKE INDUCED SEDIMENT MOBILITY AT EAGLE HARBOR, WASHINGTON, USA." Coastal Engineering Proceedings 1, no. 33 (December 14, 2012): 58. http://dx.doi.org/10.9753/icce.v33.management.58.
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Eagle Harbor is a small natural harbor located in central Puget Sound on the eastern side of Bainbridge Island, Washington State, USA. Over a period of about 80 years, the harbor was severely contaminated. Approximately 28.3 hectares of the contaminated harbor were capped with dredged and upland sediments from 1993 to 2008. Recent monitoring data has concluded portions of the subtidal cap has eroded and may not be physically stable. Erosion in the vicinity of the car passenger ferry sailing line suggests the cap material may not be of sufficient size to achieve the objectives of providing a physical barrier for chemical isolation. Here, a two-dimensional finite difference model using a coupled Boussinesq-Panel method is used to investigate bed shear stresses on the existing sediment cap to analyze cap stability. Model results indicate the subtidal cap experiences over 100 Pa of bed stress within a 30 meter swath of the ferry sailing line. These bed stresses significantly exceed the critical shear stress of the original cap material indicating the cap is not physically stable.
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Vukić, Luka, Lidija Runko Luttenberger, Katarina Balić, and Merica Slišković. "External Costs on The Island of Vis: Comparison of two Traffic Modes." Transactions on Maritime Science 8, no. 2 (October 21, 2019): 230–34. http://dx.doi.org/10.7225/toms.v08.n02.008.
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External cost of road traffic, identified as the highest among traffic modes, is an important indicator of the European Union's transport policy to shift traffic off the road to a more environmentally acceptable mode. Ferry traffic generates benefits to each port of call in localities having invested in port infrastructure, and there is an interest of the local community to have their own ferry line, especially on islands. Two alternative ferry lines have been created combining maritime and road traffic on the specific route from the town of Vis to the town of Komiža and compared from the external costs standpoint. The first alternative ferry line comprises one port of call in the town of Vis, combining it with a road modality to and from the town of Komiža. In the second alternative, the road traffic has been excluded and two ferry ports of call have been introduced, one towards the town of Vis and the other by extending the ferry voyage to the town of Komiža. The results show the model of one port of call with the integration of more road traffic on the specific route as a better solution. Despite the use of ultra-low sulphur diesel fuel on ferries, the absence of congestion in road traffic on the island of Vis and generally slow implementation of modern emission standards in maritime traffic, road traffic seems to provide a better solution as an environmentally more acceptable mode on this route.
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Wester, Lyndon, J. O. Juvik, and P. Holthus. "Vegetation history of Washington Island (Teraina), Northern Line Islands." Atoll Research Bulletin 358 (1992): 1–50. http://dx.doi.org/10.5479/si.00775630.358.1.
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Watling, Dick. "Notes on the status of Kuhl's Lorikeet Vini kuhlii in the Northern Line Islands, Kiribati." Bird Conservation International 5, no. 4 (December 1995): 481–89. http://dx.doi.org/10.1017/s0959270900001192.
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SummaryKuhl's Lorikeet Vini kuhlii has a precarious status reflected by its disjunct distribution in the Pacific, with surviving populations in the Northern Line (Kiribati) and Austral Islands (French Polynesia) some 3,000 km apart, possibly as a result of Polynesian trade in red feathers. The species is extinct in the southern Cook Islands. On Rimatara (Austral Islands), where it is believed indigenous, it is still common but the recent introduction of the Rattus norvegicus is of concern. In the Northern Line Islands, R. rattus appears to have all but extirpated the lorikeet on Tabuaeran (Fanning Island), but one small population has apparently survived for over 70 years, an explanation for which may guide in situ conservation of Vini lorikeets on ship-rat-infested islands elsewhere. The arid and unpredictable climate of Kiritimati (Christmas Island) may preclude the establishment of lorikeets. Only on Teraina (Washington Island), where over 1,000 V. kuhlii survive, are there no confirmed threats and good in situ conservation potential.
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Demboski, John R., Brandy K. Jacobsen, and Joseph A. Cook. "Implications of cytochrome b sequence variation for biogeography and conservation of the northern flying squirrels (Glaucomys sabrinus) of the Alexander Archipelago, Alaska." Canadian Journal of Zoology 76, no. 9 (September 1, 1998): 1771–77. http://dx.doi.org/10.1139/z98-116.
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The Alexander Archipelago of southeast Alaska is a highly fragmented landscape that is suspected to support a relatively large number of endemic mammals. At least two subspecies of northern flying squirrels (Glaucomys sabrinus) have been recognized from the region, the endemic Prince of Wales Island flying squirrel, Glaucomys sabrinus griseifrons, and the Alaska Coast flying squirrel, G. s. zaphaeus. We examined 56 northern flying squirrels from Alaska, Washington State, and Yukon Territory, using the DNA sequence from the mitochondrial cytochrome b gene to assess geographic variation. Flying squirrels from Washington were highly divergent (7.3%) from those of Alaska and Yukon Territory. Variation among Alaska and Yukon Territory populations was minimal, but five haplotypes were found. One predominantly "mainland" haplotype was widespread throughout Alaska, one island haplotype was confined to nine islands in southeast Alaska ("Prince of Wales complex"), and three haplotypes were unique. Flying squirrels of the Prince of Wales complex appear to be neoendemics and descended from a single founder population. Mitochondrial variation, although minimal, is consistent with the continued recognition of G. s. griseifrons. Our results, in light of increased habitat fragmentation in southeast Alaska, suggest that molecular data can provide important base-line information for effective management of insular populations.
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Alley, Neville F., and Stephen R. Hicock. "The stratigraphy, palynology, and climatic significance of pre-middle Wisconsin Pleistocene sediments, southern Vancouver Island, British Columbia." Canadian Journal of Earth Sciences 23, no. 3 (March 1, 1986): 369–82. http://dx.doi.org/10.1139/e86-039.
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Palynological investigations of organic-rich sediments from the Muir Point Formation and basal Cowichan Head Formation on southernmost Vancouver Island have identified seven pollen zones. Modern pollen spectra from the extant vegetation in southwestern British Columbia aid in interpreting paleoenvironments from the fossil pollen assemblages. Six of the pollen zones (MP-1, MP-2, MP-3, MP-4, CB-3, and CB-4) are from the Muir Point Formation and are beyond the range of 14C dating. They record evidence of vegetation and climate during either the last interglacial or penultimate interglacial (or some much older interglaciation) when conditions were at first warmer and (or) drier than at present, then succeeded to cooler and (or) moister conditions. The seventh and youngest pollen zone (MP-5) provides evidence of subalpine to near tree-line vegetation growing in cool–cold conditions before 43 000 years BP, during the early Olympia nonglacial interval. These pollen zones and interpretations are in part correlative with established zones from adjacent Washington and eastern Vancouver Island.
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Mason, Dougal, and Pathmanathan Brabhaharan. "Characterisation of transport resilience and measures to enhance resilience in the recovery after the 2016 Kaikōura earthquake." Bulletin of the New Zealand Society for Earthquake Engineering 54, no. 2 (June 1, 2021): 69–81. http://dx.doi.org/10.5459/bnzsee.54.2.69-81.
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The Ward to Cheviot section of State Highway 1 is a key lifeline transport route that runs through the Kaikōura township. It is a strategically important link in the national state highway network, connecting the North Island via the Wellington-Picton ferry to the city of Christchurch in the South Island. Its strategic importance and vulnerable location between the mountainous Kaikōura range and the Pacific Ocean make it a critical transportation route in the national transport network. The route has been a focus for understanding the resilience of transport networks from as far back as 2000, when this section was used as a pilot study in early research into transport resilience. A further resilience assessment of this section was completed as part of a national state highway resilience study in mid-2016. Subsequently, the Mw 7.8 Kaikōura earthquake struck the northeast of the South Island on 14 November 2016, triggering thousands of large landslides and causing severe disruption to the transport network. The damage and disruption caused by the earthquake was comparable to that assessed in pre-earthquake studies of the resilience of the state highway. Landslides and embankment failures caused the most damage and disruption to the transport infrastructure, with the Main North Line railway closed for over 9 months and State Highway 1 closed for over a year. Post-earthquake landslides and debris flows triggered by storms caused additional damage and disruption during the recovery phase. Post-earthquake assessment of the corridor resilience was carried out to identify measures to enhance resilience as part of the recovery works. These measures included realigning the road and rail away from the steep hillsides, engineered works to reduce the potential for slope failure, and engineered works to reduce the potential for inundation of the corridor. The resilience assessments also enabled tactical and operational measures to be put in place to ensure safety while allowing the recovery operations to proceed in the context of enhanced risk associated with storm events and potential aftershocks.
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Xu, Jinshan, Z. Daniel Deng, Jayson J. Martinez, Thomas J. Carlson, Joshua R. Myers, and Mark A. Weiland. "Broadband Acoustic Environment at a Tidal Energy Site in Puget Sound." Marine Technology Society Journal 46, no. 2 (March 1, 2012): 65–73. http://dx.doi.org/10.4031/mtsj.46.2.1.
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AbstractAdmiralty Inlet, Puget Sound, Washington, has been selected as a potential tidal energy site. It is located near shipping lanes, is possibly a highly variable acoustic environment, and is frequented by the endangered Southern Resident killer whale (SRKW). Resolving environmental impacts is the first step to receiving approval to deploy tidal turbines. Several monitoring technologies are being considered to determine the presence of SRKW near the turbines. Broadband noise level measurements are critical for determining design and operational specifications of these technologies. Acoustic environment data at the proposed site were acquired at different depths using a cabled vertical line array from two cruises during flood and ebb tidal periods in May and June 2011. The ambient noise level decreases approximately 5 dB re 1 μPa per octave for frequency ranges of 1-70 kHz and increases approximately 5 dB re 1 μPa per octave for the frequency from 70 to 100 kHz. The difference between noise pressure levels in different months varies from 10 to 30 dB re 1 μPa for the frequency range below 70 kHz. Commercial shipping and ferry vessel traffic were found to be the most significant contributors to sound pressure levels for the frequency range of 1-50 kHz, and the variation could be as high as 30 dB re 1 μPa. These noise level measurements provide the basic information for designing and evaluating both active and passive monitoring systems proposed for deployment and operation of a tidal power generation alert system.
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Bradford, John H., Dale S. Sawyer, Colin A. Zelt, and John S. Oldow. "Imaging a shallow aquifer in temperate glacial sediments using seismic reflection profiling with DMO processing." GEOPHYSICS 63, no. 4 (July 1998): 1248–56. http://dx.doi.org/10.1190/1.1444426.
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We acquired a seismic reflection profile to image a shallow (<100 m) aquifer system on a small island in Puget Sound, north of Seattle, Washington. The aquifer system is comprised of temperate glacial sedimentary strata, with the primary aquifer lying approximately 45 m below the surface. We chose the site because there are water‐well boring descriptions available and a sea cliff parallels the profile location, providing stratigraphic control. A 20-lb (9-kg) weight drop was used as an energy source to acquire a 30-fold common‐midpoint (CMP) reflection profile along a 400-m line. Analysis of the recorded wavefield was not straightforward because of complex stratigraphy and the presence of a laterally variable thin bed (∼5–15 m) of high‐impedance lodgement till within a few meters of the surface. We used finite‐difference modeling to determine that conventional CMP processing would provide a reasonable approximation for imaging strata in the primary target zone, roughly 20 m below the high velocity till. For CMP processing, we analyzed the velocity structure using iterative dip moveout (DMO) velocity analysis. Use of this method results in a velocity field that dramatically improves the poststack depth‐migrated section.
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Newcombe, G., and C. Nischwitz. "First Report of Powdery Mildew Caused by Erysiphe cichoracearum on Creeping Thistle (Cirsium arvense) in North America." Plant Disease 88, no. 3 (March 2004): 312. http://dx.doi.org/10.1094/pdis.2004.88.3.312c.
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Creeping or Canada thistle (Cirsium arvense (L.) Scop.) is a perennial weed of Eurasian origin that arrived in North America as early as the 1700s (3). Spreading by seeds and rhizomes, it is now widely distributed in Canada, Alaska, and 40 other states. It is apparently absent from Texas, Oklahoma, Louisiana, Mississippi, Alabama, Georgia, Florida, and South Carolina (1). Powdery mildew is common on C. arvense in Europe, but it has never been observed in North America (4). In Europe and Asia, powdery mildew of C. arvense is caused by any one of the following fungi: Leveillula taurica, two species of Sphaerotheca, and varieties of Erysiphe cichoracearum and E. mayorii. Specimens of C. arvense infected with powdery mildew (deposited in the U.S. National Fungus Collections as BPI 843471) were collected in the fall of 2003 near Moscow, ID and in two areas in Oregon (the canyon of the Grande Ronde River and near the base of the Wallowa Mountains). Mycelium and cleistothecia were observed on stems and upper and lower surfaces of leaves. The mean diameter of the cleistothecia was 122 (±11.6) μm. Basally inserted, mycelioid appendages were hyaline or brown and varied considerably in length, but most were in the range of 80 to 120 μm. Asci averaged 58 (±5.5) μm × 35 (±4.1) μm in length and width, respectively. Each ascus bore two ascospores averaging 23 (±1.4) μm × 14 (±1.7) μm. Conidia averaged 30 (±3.0) μm × 14 (±0.8) μm. The specimens fit the description of E. cichoracearum DC. (2). Because the length/breadth ratio of conidia is greater than 2, the specimens could be further diagnosed as E. cichoracearum var. cichoracearum (2). Also noteworthy was the presence of the hyperparasitic Ampelomyces quisqualis Ces. ex Schlechtend. E. cichoracearum is thought to be a cosmopolitan powdery mildew of broad host range, but this concept is difficult to reconcile with the absence of mildew on North American populations of C. arvense for more than 200 years. References: (1) Anonymous. USDA Natural Resources Conservation Service Plants Profile for Cirsium arvense. On-line publication, 2003. (2) U. Braun. A monograph of the Erysiphales (powdery mildews), J. Cramer, Berlin-Stuttgart, 1987. (3) G. Cox. Alien Species in North America and Hawaii, Island Press, Washington, D.C., 1999. (4) D. F. Farr et al. Fungal Databases, Systematic Botany and Mycology Laboratory, ARS, USDA. On-line publication, 2003.
Books on the topic "Washington Island Ferry Line"
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Purinton, Dick. Over and back: A picture history of transportation to Washington Island. Washington Island, WI: Washington Island Ferry Line, 1990.
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Aldrich, Harl P. A branch of the Aldrich family in America: In the footsteps of a line of descent from George Aldrich, from Massachusetts to Rhode Island, New Hampshire, Vermont, New York, the Midwest and Washington State. [Concord, MA?]: Penobscot Press, 1996.
Find full textBook chapters on the topic "Washington Island Ferry Line"
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McFarland, Ben. "Seven Chemical Clues to First Life." In A World From Dust. Oxford University Press, 2016. http://dx.doi.org/10.1093/oso/9780190275013.003.0009.
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I was struck by two colorful examples of the hidden chemical structure of the world while I was supposed to be on vacation on Whidbey Island in Washington State, at a place called Camp Casey. Camp Casey is one of three forts the US Army built at the mouth of the Puget Sound. Each sat on an island and looked toward the others, forming a “Triangle of Fire” across the water route toward Seattle. Now, a century after obsolescence, you can visit the eastern apex of the Triangle, which stands as Fort Casey State Park. Children play in the industrial labyrinth of dark rooms, concrete steps, and watch towers, as parents worry about the lack of railings and abrupt drops. (It helped me learn as a parent to “let go a little.”) The beach breeze and wide- open grounds are perfect for flying kites, a campground sits on the beach, and a ferry across the Sound leaves every hour from next door. It’s a nice place. My fondness for the area comes because I’ve spent a lot of time there. My university owns the old parade grounds and barracks just north of the fort. Faculty can stay in the old officers’ quarters a short walk away. Last time I was there, I was trying not to work but couldn’t help myself from doing a little geology. I saw two strikingly different rocks made of chemicals that may have bridged the gap between the two worlds of the flowing and the fixed—that is, the quick and the dead. The first rock grows out of the concrete fort. It is a white, rippled rock that appears to drip from the walls and flow from the ceilings as teardrop stalactites. It is shaped by water. This water flows through the concrete, dissolving calcium and moving it to the surface. When the calcium in the water meets carbon dioxide in the air, calcium carbonate forms and freezes in a slick white mass. This is the same chemistry that formed the dolomite mountains and absorbed the CO2 blanket, except here it is seeded by an abandoned concrete maze.
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Colby, Jason M. "Namu’s Journey." In Orca. Oxford University Press, 2018. http://dx.doi.org/10.1093/oso/9780190673093.003.0009.
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The call came by ship-to-shore radio from a Washington State ferry. The skipper on the Seattle-Bremerton route had just spotted killer whales headed south, and he thought Ted Griffin should know. Shouting his thanks, the aquarium owner raced down the dock, leapt into Pegasus, and tore off in the direction of the sighting. Clocked at sixty miles per hour, the shallow-draft runabout may have been the fastest boat on Puget Sound, and it overtook the orcas near Vashon Island. But as Griffin throttled down, he realized to his disbelief that someone else was already chasing them. There, clear as day, was a blue helicopter hovering over the whales. Incensed, Griffin steered Pegasus closer, until he could almost touch the helicopter’s pontoons. Looking up, he spotted a burly man leaning out the cabin door and eying the pod. “Get away from my whales!” Griffin shouted. “Your whales?” the man laughed. “You’ll have to catch them first.” It was the first time Griffin had met Don Goldsberry, ex-fisherman and animal collector for the Point Defiance Aquarium (formerly the Tacoma Aquarium). The two men’s shared pursuit of orcas would soon bind them together. On this day, however, Griffin left feeling a bit embarrassed, having behaved, as he put it, “like a rancher possessive of his herd.” Some part of him knew his quest to capture and befriend a killer whale was becoming unhealthy. He had a struggling aquarium in Seattle and a growing family on Bainbridge Island. Orcas were his obsession, but they weren’t paying the bills. At home, he still talked and laughed with Joan and played with his little sons, Jay and John. But he had whales on the brain. He dreamed of them when asleep and sometimes mumbled about them when awake. With each reported sighting, he dropped everything—to Joan’s increased annoyance. In time, Griffin had come to see patterns in the animals’ migrations and behavior. He noted that they appeared when chinook salmon were running and that they seemed to cling to the west side of Puget Sound when headed south and to the east side when swimming north.
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Fisher, David. "K/Ar and the Irons." In Much Ado about (Practically) Nothing. Oxford University Press, 2010. http://dx.doi.org/10.1093/oso/9780195393965.003.0014.
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One day at Ithaca I had screwed my courage to the sticking point, hopped on my Honda scooter, scooted over to the Ithaca airport, and joined the East Hill Flying Club, an organization that owned a Piper Cub and a Tri-Pacer, and I learned how to fly. I had taken a few lessons at the age of fourteen, but quit when we began to do stalls and my stomach had dropped faster than the plane. Now I found that although I was still scared, I could handle it, and I progressed quickly. Probably the single most terrifying, exhilarating moment in my life was my first solo. I hadn’t yet earned my private pilot’s license, but I was able to fly by myself and was allowed, even encouraged, to take short crosscountry trips. For this—and for me—Ithaca was ideally suited. The Tri-Pacer had a four-hour range at 120 knots cruising speed, and Ithaca was well within flying range of Washington, New England, New York—and Brookhaven. I took off and was soon approaching Long Island Sound, and having second thoughts. Whenever I flew out of sight of the Ithaca airport I not only continually looked around the skies to be sure there were no other planes anywhere near me, I also kept my eyes on the ground, picking out level places where I could put the plane down if the motor in front of me ever quit. Now, approaching the Sound, it looked vast and never-ending, with Long Island nothing but a dim, dark line on the horizon. If the engine quit over that water, if I went down … I turned around, was ashamed of myself, turned back again, turned around again, took a deep breath and headed out over that endless expanse of water. Ten minutes later I was approaching Long Island. I skimmed over Port Jefferson, found the little airport that served the lab, and set her down smoothly. A cab took me to Brookhaven, I said hello to everyone, found Joe Zähringer’s notebooks, and was amazed.
Conference papers on the topic "Washington Island Ferry Line"
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Cozijn, Hans, and Jin Wook Heo. "Analysis of the Tunnel Immersion for the Busan-Geoje Fixed Link Project Through Scale Model Tests and Computer Simulations." In ASME 2009 28th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2009. http://dx.doi.org/10.1115/omae2009-79385.
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In Korea a four lane motorway is constructed between the city of Busan and the island Geoje, reducing traveling times from 1 hour by ferry to just 10 minutes by car. The so-called Busan-Geoje Fixed Link consists of 2 cable-stayed girder bridges and a tunnel, crossing the bay of Jinhae. The submerged tunnel is built by transporting each of its 18 elements below 2 pontoons from a construction dock to their final positions and lowering them on the sea bed. The project is unique, because the tunnel elements are installed in a bay with direct access towards open sea. For this reason, the effects of incoming swells and wind seas were investigated in detail, so that the operational limits of the tunnel element immersion could be accurately determined. This was achieved by using an approach of combined hydrodynamic scale model tests and time-domain computer simulations. First, scale model tests were carried out in MARIN’s Shallow Water Basin. A detailed test set-up was constructed, including the trench in which the tunnel elements are placed, as is shown in the photograph. Models of a tunnel element, two pontoons, the mooring system, contraction lines and suspension wires were constructed at a scale of 1:50. The motions of the pontoons and the submerged tunnel element, as well as the tensions in the lines, were measured in a range of different wave conditions. Different stages of the tunnel immersion were investigated. Second, a simulation model of the pontoons and tunnel element was constructed in MARIN’s time-domain simulation tool aNySIM. The large number of mooring lines, contraction lines and suspension wires resulted in a relatively complex numerical model. The simulation model was calibrated such that the results from the model tests could be accurately reproduced. Subsequently, a sensitivity study was carried out, investigating the parameters most critical to the operation and the mooring system of the pontoons was further optimized. Finally, the operational limits of the tunnel immersion were evaluated by carrying out more than 6,500 time-domain simulations, investigating a large number of different combinations of wind sea and swell. The simulation results included motions, velocities and accelerations, as well as line tensions. The extreme values were used to perform a combined evaluation of more than 10 structural and operational criteria. The photograph below (copyright Peter de Haas, Royal Haskoning) shows the immersion of the first of 18 tunnel elements in the bay of Jinhae, in February 2008.