Boat wakes and their influence on erosion in the Atlantic Intracoastal Waterway, North Carolina

Boat wakes in the Atlantic Intracoastal Waterway (AIWW) of North Carolina occur in environments not normally subjected to (wind) wave events, making sections of AIWW potentially vulnerable to extreme wave events generated by boat wakes. The Snow’s Cut area that links the Cape Fear River to the AIWW is an area identified by the Wilmington District of the U.S. Army Corps of Engineers as having significant erosion issues; it was hypothesized that this erosion could be being exacerbated by boat wakes. We compared the boat wakes for six combinations of boat length and speed with the top 5% wind events. We also computed the benthic shear stress associated with boat wakes and whether sediment would move (erode) under those conditions. Finally, we compared the transit time across Snow’s Cut for each speed. We focused on two size classes of V-hulled boats (7 and 16m) representative of AIWW traffic and on three boat speeds (3, 10 and 20 knots). We found that at 10 knots when the boat was plowing and not yet on plane, boat wake height and potential erosion was greatest. Wakes and forecast erosion were slightly mitigated at higher, planing speeds. Vessel speeds greater than 7 knots were forecast to generate wakes and sediment movement zones greatly exceeding that arising from natural wind events. We posit that vessels larger than 7m in length transiting Snow’s Cut (and likely many other fetch-restricted areas of the AIWW) frequently generate wakes of heights that result in sediment movement over large extents of the AIWW nearshore area, substantially in exceedance of natural wind wave events. If the speed, particularly of large V-hulled vessels (here represented by the 16m length class), were reduced to pre-plowing levels (~ 7 knots down from 20), transit times for Snow’s Cut would be increased approximately 10 minutes but based on our simulations would likely substantially reduce the creation of erosion-generating boat wakes. It is likely that boat wakes significantly exceed wind wave background for much of the AIWW and similar analyses may be useful in identifying management options.

Small-boat surveys for coastal dolphins: line-transect surveys of Hector’s dolphins (Cephalorhynchus hectori)

Management of coastal species of small cetaceans is often impeded by a lack of robust estimates of their abundance. In the Austral summers of 1997−98, 1998−99, and 1999−2000 we conducted line-transect surveys of Hector’s dolphin (Cephalorhynchus hectori) abundance off the north, east, and south coasts of the South Island of New Zealand. Survey methods were modified for the use of a 15-m sailing catamaran, which was equipped with a collapsible sighting platform giving observers an eye-height of 6 m. Eighty-six percent of 2061 km of survey effort was allocated to inshore waters (4 nautical miles [nmi] or 7.4 km from shore), and the remainder to offshore waters (4−10 nmi or 7.4–18.5 km from shore). Transects were placed at 45° to the shore and spaced apart by 1, 2, 4, or 8 nmi according to pre-existing data on dolphin density. Survey effort within strata was uniform. Detection functions for sheltered waters and open coasts were fitted separately for each survey. The effect of attraction of dolphins to the survey vessel and the fraction of dolphins missed on the trackline were assessed with simultaneous boat and helicopter surveys in January 1999. Hector’s dolphin abundance in the coastal zone to 4 nmi offshore was calculated at 1880 individuals (CV=15.7%, log-normal 95% CI=1384−2554). These surveys are the first line-transect surveys for cetaceans in New Zealand’s coastal waters.

A new one-boat mid-water trawl for Indian waters

Even though the rich and variegated pelagic fishery resources of our west coast are well known much has to be done for a judicial and systematic exploitation on a commercial scale. To fill up this lacuna the present paper describes in detail a new design of 10.5 m four-equal panel mid-water trawl, its rigging and operation from a medium size vessel. Comprehensive comparative efficiency studies of this gear with a 10.5m unequal panel mid-water trawl established the superiority of the new gear. From the results based on the mouth opening, resistance and the catch it is opined that this new gear can not only be used on a commercial scale in harvesting the seasonal pelagic fishery, but also as a secondary supporting gear in shrimp fishery in places like Veraval, where there is a commercially exploitable yield of quality fishes like hilsa, pomfret, seer etc., without much modification from conventional stern trawlers.

Studies on bridle lengths in one-boat midwater trawling

Investigation on the comparative fishing trials to study the effect of bridles for a 10.5 m four equal panelled one-boat midwater trawl are described. Three bridle lengths of 20, 30 and 40 m were tested for relative efficiency evaluation. 30m bridles are found to be more suitable for the particular design and arbitrary selection of bridle lengths would be detrimental to the efficiency of nets.

One-boat midwater trawling with unequal panelled trawl

Results of the comparative efficiency studies with 10.5 m equal panelled and 10.3 m unequal panelled midwater trawls operated from 10.9 m wooden trawler are presented. Out of the two nets, the latter proved to be relatively good for the capture of off bottom and column fishes like pomfrets, seer, lactarius, catfish, silver bar, ribbon fish and an increase of 84.4% in total catch was observed.

Adoption of CIFT fishing boat designs

Information about the adoption of CIFT fishing boat designs was collected from 54 boat building yards of the country. The majority of the boats were built as per CIFT designs. The types of wood used and the designs were dependent upon each other. Other variables studied did not show significant effects upon the type of adoption. The CIFT designs were modified at some yards and these details are discussed.