Sloshing motion of water in a moonpool

This thesis is concerned with the sloshing motion of water in a moonpool. It is a relatively new problem, that is particularly predominant in moonpools with relatively large dimensions. The problem is further complicated by the additional behaviour of vertical oscillation. It is inevitable that large moonpools will be needed as offshore technology advances, therefore making a problem an important one. The research involves two parts, the theoretical and experimental study. The theoretical study consists of idealising the moonpool to a two dimensional system, represented by two surface piercing parallel barriers at a distance 2a apart. The barriers are forced to undergo roll motion which in turn generates waves. These travelling waves are travelling in opposite directions to each other and have the same amplitude and period, and thus can be expressed in terms of a standing wave. This is mathematically achieved by applying the theory of wavemaking, and therefore the wave amplitude at the side wall can be evaluated at near resonant conditions. The experimental study comprises of comparing the results obtained from the tank and moonpool experiments. The rolling motion creates the sloshing waves in both cases, in addition the vertical oscillation in the moonpool is produced by generating waves at one end of the towing tank. Apart from highlighting influencing parameters, the resonant frequencies obtained from these experiments are then compared with the theoretical values. Experiments in demonstrating the effect of increasing damping with the aid of baffles are also conducted. This is an important aspect which is very necessary if operations in launching and retrieving are to be carried out efficiently and safely.

Hazard based models for freeway traffic incident duration

Assessing and prioritising cost-effective strategies to mitigate the impacts of traffic incidents and accidents on non-recurrent congestion on major roads represents a significant challenge for road network managers. This research examines the influence of numerous factors associated with incidents of various types on their duration. It presents a comprehensive traffic incident data mining and analysis by developing an incident duration model based on twelve months of incident data obtained from the Australian freeway network. Parametric accelerated failure time (AFT) survival models of incident duration were developed, including log-logistic, lognormal, and Weibul-considering both fixed and random parameters, as well as a Weibull model with gamma heterogeneity. The Weibull AFT models with random parameters were appropriate for modelling incident duration arising from crashes and hazards. A Weibull model with gamma heterogeneity was most suitable for modelling incident duration of stationary vehicles. Significant variables affecting incident duration include characteristics of the incidents (severity, type, towing requirements, etc.), and location, time of day, and traffic characteristics of the incident. Moreover, the findings reveal no significant effects of infrastructure and weather on incident duration. A significant and unique contribution of this paper is that the durations of each type of incident are uniquely different and respond to different factors. The results of this study are useful for traffic incident management agencies to implement strategies to reduce incident duration, leading to reduced congestion, secondary incidents, and the associated human and economic losses.

Motorway crash duration and its determinants: Do durations vary across motorways?

Traffic congestion has been a growing issue in many metropolitan areas during recent years, which necessitates the identification of its key contributors and development of sustainable strategies to help decrease its adverse impacts on traffic networks. Road incidents generally and crashes specifically have been acknowledged as the cause of a large proportion of travel delays in urban areas and account for 25% to 60% of traffic congestion on motorways. Identifying the critical determinants of travel delays has been of significant importance to the incident management systems which constantly collect and store the incident duration data. This study investigates the individual and simultaneous differential effects of the relevant determinants on motorway crash duration probabilities. In particular, it applies parametric Accelerated Failure Time (AFT) hazard-based models to develop in-depth insights into how the crash-specific characteristic and the associated temporal and infrastructural determinants impact the duration. AFT models with both fixed and random parameters have been calibrated on one year of traffic crash records from two major Australian motorways in South East Queensland and the differential effects of determinants on crash survival functions have been studied on these two motorways individually. A comprehensive spectrum of commonly used parametric fixed parameter AFT models, including generalized gamma and generalized F families, have been compared to random parameter AFT structures in terms of goodness of fit to the duration data and as a result, the random parameter Weibull AFT model has been selected as the most appropriate model. Significant determinants of motorway crash duration included traffic diversion requirement, crash injury type, number and type of vehicles involved in a crash, day of week and time of day, towing support requirement and damage to the infrastructure. A major finding of this research is that the motorways under study are significantly different in terms of crash durations; such that motorway exhibits durations that are on average 19% shorter compared to the durations on motorway. The differential effects of explanatory variables on crash durations are also different on the two motorways. The detailed presented analysis confirms that, looking at the motorway network as a whole, neglecting the individual differences between roads, can lead to erroneous interpretations of duration and inefficient strategies for mitigating travel delays along a particular motorway.

A towed instrument package for fisheries research in great barrier reef waters

A tethered remote instrument package (TRIP) has been developed for biological surveys over Queensland's continental shelf and slope. The present system, evolved from an earlier sled configuration, is suspended above the sea bed and towed at low speeds. Survey information is collected through video and film cameras while instrument and environmental variables are handled by a minicomputer. The operator was able to "fly" the instrument package above the substrate by using an altitude echosounder, forward-looking sonar and real-time television viewing. Unwanted movements of the viewing system were stabilized through a gyro-controlled camera-head panning system. the hydrodynamic drag of the umbilical presented a major control problem which could be overcome only by a reduction in towing speed. Despite the constraints of towing a device such as this through the coral reef environment, the package performed well during a recent biological survey where it was worked at 50% of its 350 m design depth.

SAMUDRA Report, No. 48, November 2007

Misconceptions, Outright Prejudice - Fishing rights. The Dilemma of the Nile Perch - Africa: Ecolabelling. Fishing Safely - Analysis: Safety at Sea. Shoring Up - Labour: Shore-based Workers. A Sustainable, Equitable, Small-scale Fisheries - Document: Traditional Communities. Getting Their Act Together - India: Co-management. Certifying the Uncertifiable? - Report: Industrial Aquaculture. Shocking Reality - Cambodia: Electro-fishing. Be Consultative, Participatory - Document: Indigenous Peoples. Towing the Line - Peru: Artisanal Shark Fishery. Declaration of Charter. (56 pp.)

Analyse der Beifangreduktion durch Gitternetze in der kommerziellen Garnelenfischerei

Trials for the determination of the magnitude of bycatch reduction by sorting grids used in the commercial brown shrimp fishery were carried out from September to December 1997. Trawls with 9 m beam length were used on different fishing grounds in the estuary of the Elbe River near Cuxhaven. The sorting grids tested were made of stainless steel bars spaced at 18, 20, 22, 26 and 30 mm, built into a cylindrical stainless steel frame with a diameter of 65 cm at an angle of attack of 45 degrees. This frame was positioned between the forenet and codend. Simultaneous hauls were made with a trawl of equal construction but without a sorting grid, and the weighed catch components (fish, discard shrimps and commercial size shrimps) separated by means of a riddle were compared. The composition of the sorted out part of the catch of the sorting grid net could be calculated by comparise the corresponding catch components in both the standard trawl and the sorting grid trawl. According to this the total catch of the beam trawl with the sorting grid is reduced by 18 to 38 % depending on the space between the bars. 7 to 31 % of the sorted out part of the catch consists of fish. The use of the sorting grid, however, also leads to losses of 4 to 12 % in Oktober. Per hour of towing this means a loss of 10,3 % commerical size shrimps with a sorting grid of 18 mm space between the bars and of 12,4 % for a 26 mm grid.

Analyse der Beifangreduktion durch Trichternetze in der kommerziellen Garnelenfischerei

Trials for the determination of the magnitude of bycatch reduction by the sievenets used in the commercial brown shrimp fishery were carried out from September to December 1997. Trawls with 9 m beam length were the subjected to the investigation. They were used on different fishing grounds in the estuary of the Elbe near Cuxhaven. Sievenets with 50, 60 and 80 mm mesh opening were tested in 29 hauls and 31.6 h total duration. A trawl of equal construction without sievenets fished synchronously was used for comparison. The proportional catch composition in the codend was determined by weighing the catch components (fish, discard shrimps and commercial size shrimps) as separated by means of a riddle. The composition of the sorted out part of the catch could be calculated by comparison of the corresponding catch components both in standard trawl and sievenettrawl. According to this the total catch of a beam trawl with sievenet is diminished by 9 to 34 % depending on the mesh opening of the sievenet. 32 to 58 % of the sorted out part of the catch consists of fish. Use of a sievenet, however, also leads to a loss of 6 to 15 % of commercial size shrimps. Per hour of towing this means a loss of 8.7 kg commercial size shrimps with a sievenet of 60 mm mesh opening and of 1.8 kg for a mesh size of 80 mm.

Erster Einsatz von Trenngittern in der kommerziellen Garnelenfischerei

Comparative fishing trials were conducted in the river Elbe estuary using 9 m commercial brown shrimp beam trawls. To avoid the bycatch of fish a metal sorting grid of the Nordmöre type was used. The elliptical grid was constructed of 6 mm stainless steel bar with a spacing of 20 mm between the bars and housed in a cylindrical frame of 800 mm diameter. It was installed in the extension piece just in front of the codend. The inclination of the grid was 45 degrees. A fish outlet was provided in the upper panel of the trawl at the upper edge of the grid. A series of 8 tows of 15 min duration at a towing speed of 3 kns was done. For evaluation the catch of the main codend was compared to the portion of the catch escaped through the grid. The presence of the grid caused a 97.4 % reduction of the catch of lump sucker, a 90.6 % reduction of the catch of sea scorpion, a 79.3 % reduction of the catch of cod, a 58.8 % reduction of the catch of armed bullhead, a 39.6 % reduction of the catch of dab, a 34.7 % reduction of the catch of flounder, a 32.3 % reduction of the catch of smelt, a 19.8 % reduction of the catch of plaice and a 14.5 % reduction of the catch of brown shrimp.

Versuche mit einem modifizierten Rollengeschirr für Garnelenbaumkurren

With a traditional roller gear, only the rollers in the centre are working correctly. The rollers on both sides are more or less gliding on the sea bottom because their axis are not in a position perpendicular to the towing direction. Sediment is stirred up by these gliding rollers coupled with a negative bottom impact of this gear. With a modified roller gear for shrimp beam trawls the axis of all rollers are orientated 90° to the towing direction enabling all rollers to roll correctly on the sea bottom.

Trenngitter - eine Alternative zu den Trichternetzen in der Garnelenfischerei

Experimental fishing trials were conducted in the Elbe Estuary using an experimental 3 m-standard beamtrawl. To avoid the by-catch of fish, a sorting grid was used. The elliptical grid was constructed of 6 mm diameter stainless steel bars with a spacing of 13 mm between the bars and housed in a cylindrical frame of 400 mm diameter. It was installed in the extension piece just in front of the codend angled at 45°, with a fish outlet at the top. A series of 10 tows of 15 minutes duration at a towing speed of 3 kn was done. The catch of the main codend was compared with the catch separated by the sorting grid. This achieved a reduction of 56 % of plaice (Pleuronectes platessa), 75 % of flounder (Platichthys flesus), 99 % of whiting (Merlangius merlangus), 94 % of cod (Gadus morhua) and 49 % of smelt (Osmerus eperlanus) with a mean loss of 43 % of shrimps (Crangon crangon). English grid trials in the Humber estuary using a flapper set or guiding funnel in front of the sorting grid device demonstrated reasonable lower escapement rates for fish and shrimps.

Energy efficiency in trawling operations

Diurnal variation in trawl catches and its influence on energy efficiency of trawler operations are discussed in this paper, based on data on landings of a Japanese factory trawler which operated in the Indian waters during 1992-93. The factory vessel equipped for stern trawling had a length overall of 110 m, GT of 5460 and installed engine power of 5700 hp. Operations were conducted off west coast of India between 31 and 278 m depth contours, using a 80.4 m high opening bottom trawl with an adjusted vertical opening of 7.60.9 m. The catch data was grouped according to the median towing hour, by the time of the day. CPUE obtained was 3713.4 kg.h-1 for day time operations and 1536.6 kg.h-1 for night-time operations. Mean daily catches were 31367 kg.day-1 (SE: 2743) for day time operations and 9430 kg.day-1 (SE: 966) for night-time operations. Fuel consumption were 0.399 and 0.982 kg fuel.kg fish-1, respectively for day and night-time operations. Total catch and catch components such as threadfin bream, bulls eye, hairtails, trevelly, lizard fish showed significant improvement during day-time operations while swarming crabs showed a significant improvement in the night-time operations. The difference in catch rates between day and night could be attributed to diurnal variation in the spatial distribution and schooling behaviour of the catch categories, their differential behaviour in the vicinity of trawl systems under varying light levels of day and night and consequent effect on catching efficiency and size selectivity at different stages in the capture process. The results obtained in addition to its importance in the operational planning of trawling in order to realise objectives of maximising catch per unit effort and minimising fuel consumption per unit volume of fish caught, has added significance in the use of bottom trawl surveys in stock abundance estimates.

Variation in trawl geometry due to unequal warp length

Survey standardization procedures can reduce the variability in trawl catch efficiency thus producing more precise estimates of biomass. One such procedure, towing with equal amounts of trawl warp on both sides of the net, was experimentally investigated for its importance in determining optimal trawl geometry and for evaluating the effectiveness of the recent National Oceanic and Atmospheric Administration (NOAA) national protocol on accurate measurement of trawl warps. This recent standard for measuring warp length requires that the difference between warp lengths can be no more than 4% of the distance between the otter doors measured along the bridles and footrope. Trawl performance data from repetitive towing with warp differentials of 0, 3, 5, 7, 9, 11, and 20 m were analyzed for their effect on three determinants of flatfish catch efficiency: footrope distance off-bottom, bridle length in contact with the bottom, and area swept by the net. Our results indicated that the distortion of the trawl caused by asymmetry in trawl warp length could have a negative inf luence on flatfish catch efficiency. At a difference of 7 m in warp length, the NOAA 4% threshold value for the 83112 Eastern survey trawl used in our study, we found no effect on the acous-tic-based measures of door spread, wing spread, and headrope height off-bottom. However, the sensitivity of the trawl to 7 m of warp offset could be seen as footrope distances off-bottom increased slightly (particularly in the center region of the net where flatfish escapement is highest), and as the width of the bridle path responsible for flatfish herding, together with the effective net width, was reduced. For this survey trawl, a NOAA threshold value of 4% should be considered a maximum. A more conservative value (less than 4%) would likely reduce potential bias in estimates of relative abundance caused by large differences in warp length approaching 7 m.

The effect of autotrawl systems on the performance of a survey trawl

Three aspects of a survey bottom trawl performance—1) trawl geometry (i.e., net spread, door spread, and headrope height); 2) footrope distance off-bottom; and 3) bridle distance off-bottom—were compared among hauls by using either of two autotrawl systems (equal tension and net symmetry) and hauls conducted with towing cables of equal length and locked winches. The effects of environmental conditions, vessel heave, crabbing (i.e., the difference between vessel heading and actual vessel course over ground), and bottom current on trawl performance with three trawling modes were investigated. Means and standard deviations of trawl geometry measures were not significantly different between autotrawl and locked-winch systems. Bottom trawls performed better with either autotrawl system as compared to trawling with locked winches by reducing the variance and increasing the symmetry of the footrope contact with the bottom. The equal tension autotrawl system was most effective in counteracting effects of environmental conditions on footrope bottom contact. Footrope bottom contact was most inf luenced by environmental conditions during tows with locked winches. Both of the autotrawl systems also reduced the variance and increased the symmetry of bridle bottom contact. Autotrawl systems proved to be effective in decreasing the effects of environmental factors on some aspects of trawl performance and, as a result, have the potential to reduce among-haul variance in catchability of survey trawls. Therefore, by incorporating an autotrawl system into standard survey procedures, precision of survey estimates of relative abundance

Effects of Gear Modifications on the Trawl Performance and Catching Efficiency of the West Coast Upper Continental Slope Groundfish Survey Trawl

Since 1984, annual bottom trawl surveys of the west coast (California–Washington) upper continental slope (WCUCS) have provided information on the abundance, distribution, and biological characteristics of groundfish resources. Slope species of the deep-water complex (DWC) are of particular importance and include Dover sole, Microstomus pacificus; sablefish, Anoplopoma fimbria; shortspine thornyhead, Sebastolobus alascanus; and longspine thornyhead, S. altivelis. In the fall of 1994, we conducted an experimental gear research cruise in lieu of our normal survey because of concerns about the performance of the survey trawl. The experiment was conducted on a soft mud bottom at depths of 460–490 m off the central Oregon coast. Treatments included different combinations of door-bridle rigging, groundgear weight, and scope length. The experimental design was a 2 ´ 2 ´ 2 factorial within a randomized complete-block. Analysis of variance was used to examine the effects of gear modifications on the engineering performance of the trawl (i.e. trawl dimensions, variation in trawl dimensions, and door attitude) and to determine if catch rates in terms of weight and number of DWC species and invertebrates were affected by the gear modifications. Trawl performance was highly variable for the historically used standard trawl configuration. Improvements were observed with the addition of either a 2-bridle door or lighter ground gear. Changes in scope length had relatively little effect on trawl performance. The interaction of door bridle and ground gear weight had the most effect on trawl performance. In spite of the standard trawl’s erratic performance, catch rates of all four DWC species and invertebrates were not significantly different than the 2-bridle/heavy combination, which did the best in terms of engineering performance. The most important factor affecting DWC catch rates was ground gear. Scope length and the type of door bridle had little effect on DWC catch rates. Subsequent revisions to survey gear and towing protocol and their impact on the continuity of the slope survey time series are discussed.

A Single-armed Manta-board as a New Diver-controlled Planing Board and Its Use for Underwater Surveys

Due to inadequacies of previous underwater towing techniques and the special needs of a recent underwater survey, a modified mania-board technique was developed. With this new technique, the diver holds on to the manta-board with one arm; consequently, the board is referred to as a single-armed manta-board (sam-board). The sam-board proved inexpensive and highly maneuverable, allowing the divers to freely collect samples or record information. Through some experimenting with the board and changing some of the variables, such as rope lengths, towing speeds, etc., a highly efficient towing method can be achieved. Preplanning and strict diving safety procedures must, however, be implemented to assure efficiency. This paper presents the materials, guidelines for board construction, equipment, and preplanning and diving safety procedures necessary for the sam-board towing operation.