Abundance of mesozooplankton in the Mediterranean Sea in August and September 2008 during SES_GR2

The SES_GR2_Mesozooplankton dataset is based on samples taken during August-September 2008 in Ionian Sea, Libyan Sea, Southern Aegean Sea and Northern Aegean Sea. Sampling volume was estimated by the net mouth surface and the towing distance for WP-2. The sample was split on board in two halves by using the beaker approach. The first sub-sample was immediately fixed and preserved in a seawater formalin solution containing about 4% buffered formaldehyde to allow the determination of species composition abundance. Pipette for the subsamples used in the taxonomic analysis of zooplankton under binocular microscope.

Abundance and biomass of mesozooplankton in the eastern Mediterranean Sea in March and April 2008 during SES_GR1

The dataset is based on samples taken during March-April 2008 in Libyan Sea, in Southern Aegean Sea and in Northern Aegean Sea. Sampling volume was estimated by the net mouth surface and the towing distance for WP-2. Taxon-specific mesozooplankton abundance and total abundance: The sample was split on board in two halves by using the beaker approach. The first sub-sample was immediately fixed and preserved in a seawater formalin solution containing about 4% buffered formaldehyde to allow the determination of species composition abundance. Pipette for the subsamples used in the taxonomic analysis of zooplankton under binocular microscope.

Benthic and substrate cover data derived from photo-transect surveys in Heron Reef

Underwater georeferenced photo-transect survey was conducted on September 23 - 27, 2007 at different sections of the reef flat, reef crest and reef slope in Heron Reef. For this survey a snorkeler or diver swam over the bottom while taking photos of the benthos at a set height using a standard digital camera and towing a surface float GPS which was logging its track every five seconds. A standard digital compact camera was placed in an underwater housing and fitted with a 16 mm lens which provided a 1.0 m x 1.0 m footprint, at 0.5 m height above the benthos. Horizontal distance between photos was estimated by three fin kicks of the survey diver/snorkeler, which corresponded to a surface distance of approximately 2.0 - 4.0 m. The GPS was placed in a dry-bag and logged its position as it floated at the surface while being towed by the photographer. A total of 3,586 benthic photos were taken. A floating GPS setup connected to the swimmer/diver by a line enabled recording of coordinates of each benthic. Approximation of coordinates of each benthic photo was done based on the photo timestamp and GPS coordinate time stamp, using GPS Photo Link Software (www.geospatialexperts.com). Coordinates of each photo were interpolated by finding the gps coordinates that were logged at a set time before and after the photo was captured. Benthic or substrate cover data was derived from each photo by randomly placing 24 points over each image using the Coral Point Count excel program (Kohler and Gill, 2006). Each point was then assigned to 1 out of 80 cover types, which represented the benthic feature beneath it. Benthic cover composition summary of each photo scores was generated automatically using CPCE program. The resulting benthic cover data of each photo was linked to gps coordinates, saved as an ArcMap point shapefile, and projected to Universal Transverse Mercator WGS84 Zone 56 South.

Abundance of macrozooplankton in the north-eastern Black Sea during SESRU02 cruise in September 2008

The SESRU02_macrozooplankton dataset contains data collected in September 2008 at 15 stations located between 37°E and 39.5°E and between 42.4°N and 44.5°N in the north-eastern Black Sea. Samples were collected with a Ring net. Vertical tows of a Ring net, with mouth area 0.5 m**2, mesh size 400?m. Sample was taken from the layer 0-45 m. Towing speed: 0.8m/s. Samples were analyzed on board without preservation. Sampling volume was estimated by multiplying the mouth area by the wire length. The entire sample was analyzed on board. Macrozooplankton species were identified and enumerated.

Abundance of macrozooplankton in the north-eastern Black Sea during SESRU01 cruise in April 2008

The SESRU01 macrozooplankton dataset contains data collected in April 2008 at 19 stations located between 37°E and 39.5°E and between 42.4°N and 44.5°N in the north-eastern Black Sea. Samples were collected with a Ring net. Vertical tows of a Ring net, with mouth area 0.5 m**2, mesh size 400µm. Sample was taken from the layer 0-40 m. Towing speed: 0.8m/s. Samples were analyzed on board without preservation. Sampling volume was estimated by multiplying the mouth area with the wire length. Macrozooplankton species were identified and enumerated.

Mesopelagic fish collected during Maria S. Merian cruise MSM26, spring 2013

Mesopelagic fish were collected using a 1 m**2 Double-MOCNESS (Multiple Opening and Closing Net and Environmental Sensing System) and 4.5 m**2 IKMT (Isaacs-Kidd midwater trawl). The main portion of the IKMT was 20 mm knotted nylon, and the tail bag was 3 mm knotless nylon. Oblique IKMT tows were made to a maximum depth of 500 m at a tow speed of 3.5 knots. The original cruise plan intended for nighttime IKMT tows, but tow times varied due to operational constraints. The MOCNESS was equipped with 20 nets of 333 µm mesh size; 10 nets per side. The towing speed was 2 knots. Samples were collected to a maximum depth of 1250 m. The first oblique nets sampled from the surface to the max depth, and the other nets sampled depth stratified bins of the water column. MOCNESS hauls were performed during day and night to investigate diel vertical migrations. Mesoplelagic fish were processed on board. All fish were picked from all IKMT nets, most oblique MOCNESS nets, and the left side nets of the depth stratified MOCNESS samples. The Depth stratified nets from the right side of the MOCNESS frame were preserved in 5 % formalin for future quantitative analyses of the nekton. Fish were identified to the lowest possible taxa using Whitehead et al. (1984) and Fahay (2007). Standard length of each fish was measured to the nearest 0.1 mm using a digital caliper. Measured and identified fish were frozen in an -80 °C freezer, and shipped to the University of Hamburg at the end of the cruise.

Respiration rates of tropical Atlantic copepods from the Cape Verde Islands

Copepods were sampled at two sampling sites off the island of São Vicente, Cape Verde Archipelago, in spring (March/April) and early summer (May/June) of 2010. The two sampling sites were located in Mindelo Bay (16.90N, 25.01W; bottom depth 22 m) and around 8 km off the town of São Pedro (16.77N, 25.12W; bottom depth 800 m). Samples were collected on board the local fishing vessel 'Sinagoga' using a WP-2 net (Hydrobios, 0.26 m**2 mouth opening, 200 µm mesh size). The net was either applied as a driftnet, drifting for 10 min in 22 to 0 m depth below the surface, or it was towed vertically with a towing speed of 0.5 m/s**1. For stratified sampling, the net was deployed in repetitive hauls from 560 to 210 m, from 210 to 80 m, and from 80 to 0 m in March/April and from 600 to 300 m, 300 to 100 m, and 100 to 0 m in May/June. Additional depth-integrated hauls were conducted from 600-0 m or 500-0 m during both field campaigns. Respiration rates of epi- and mesopelagic calanoid copepods were measured in the land-based laboratory at the Instituto Nacional de Desenvolvimento das Pescas (INDP) in Mindelo. Oxygen consumption was measured non-invasively by optode respirometry at three different ambient temperatures (13, 18, and 23°C) with a 10-channel oxygen respirometer (Oxy-10 Mini, PreSens Precision Sensing GmbH, Regensburg, Germany). All experiments were run in darkness in temperature-controlled incubators (LMS Cooled Incubator Series 1A, Model 280) equipped with water baths to ensure constant temperatures throughout the experiments, tolerating a variation of ±1°C.

Abundance of mesozooplankton in the north-eastern Black Sea during SESRU02 cruise in September 2008

The SESRU_02_mesozooplankton dataset contains data collected in September 2008 at 15 stations located between 37°E and 39.5°E and between 42.4°N and 44.5°N in the north-eastern Black Sea. Samples were collected with a Juday net. Juday net: Vertical tows of a closing Juday net, with mouth area 0.1 m**2, mesh size 180 µm. Samples were taken from different layers. Towing speed: 1m/s. Samples were preserved by a 4% formaldehyde sea water buffered solution. Sampling volume was estimated by multiplying the mouth area with the wire length. Integrated samples were taken from the lower boundary of the oxic zone to the surface, stratified samples were taken according to CTD-profiles: samples were taken from the following depth strata: 1) the upper mixed layer (UML); 2) the layer of high temperature gradients (from the upper boundary of thermocline to the depth of 8 deg C temperature); 3) cold Intermediate layer (CIL) - the layer with the T< 8 deg C; 4) from the depth of sigma theta = 15.8 (oxycline) to the lower boundary of CIL; 5) from the depth of sigma theta = 16.2 to the depth of sigma theta = 15.8. Samples were analysed for zooplankton species and stage composition and abundance. The entire sample or an aliquot (1/2 to ¼) was analyzed under the binocular microscope. Mesozooplankton species and stages were identified and enumerated; meroplankton were identified and enumerated at higher taxonomic level. Taxonomic identification was done at Shirshov Institute of Oceanology using the relevant taxonomic literature (Rose, 1933, Brodsky, 1950 and Internet resources).

Abundance of mesozooplankton in the north-eastern Black Sea during SESRU01 cruise in April 2008

The SESRU01_mesozooplankton dataset contains data collected in April 2008 at 19 stations located between 37°E and 39.5°E and between 42.4°N and 44.5°N in the north-eastern Black Sea. Samples were collected with a Juday net (mesh size 180 ?m, mouth area 0.1 m**2). Integrated samples were taken from the lower boundary of the oxic zone to the surface, stratified samples were taken according to CTD-profiles: samples were taken from the following depth strata: 1) the upper mixed layer (UML); 2) the layer of high temperature gradients (from the upper boundary of thermocline to the depth of 8 deg C temperature); 3) cold Intermediate layer (CIL) - the layer with the T< 8 deg C; 4) from the depth of sigma theta = 15.8 (oxycline) to the lower boundary of CIL; 5) from the depth of sigma theta = 16.2 to the depth of sigma theta = 15.8. Samples were analysed for zooplankton species and stage composition and abundance. Juday net: Vertical tows of a closing Juday net, with mouth area 0.1 m**2, mesh size 180µm. Samples were taken from different layers. Towing speed: 1m/s. Samples were preserved by a 4% formaldehyde sea water buffered solution. Sampling volume was estimated by multiplying the mouth area by the wire length. The entire sample or an aliquot (1/2 to1/4) was analyzed under the binocular microscope. Mesozooplankton species and stages were identified and enumerated; meroplankton were identified and enumerated at higher taxonomic level. Taxonomic identification was done at Shirshov Institute of Oceanology using the relevant taxonomic literature (Rose, 1933, Brodsky, 1950, and Internet resources).

Abundance of mesozooplankton during the long-tern mesozooplankton analysis in Sevastopol Bay from 1976 to 2003

The present dataset includes results of analysis of 227 zooplankton samples taken in and off the Sevastopol Bay in the Black Sea in 1976, 1979-1980, 1989-1990, 1995-1996 and 2002-2003. Exact coordinates for stations 1, 4, 5 and 6 are unknown and were calculated using Google-earth program. Data on Ctenophora Mnemiopsis leidyi and Beroe ovata are not included. Juday net: Vertical tows of a Juday net, with mouth area 0.1 m**2, mesh size 150µm. Tows were performed at layers. Towing speed: about 0.5 m/s. Samples were preserved by a 4% formaldehyde sea water buffered solution. Sampling volume was estimated by multiplying the mouth area with the wire length. The collected material was analysed using the method of portions (Yashnov, 1939). Samples were brought to volume of 50 - 100 ml depending upon zooplankton density and mixed intensively until all organisms were distributed randomly in the sample volume. After that 1 ml of sample was taken by calibrated Stempel-pipette. This operation was produced twice. If divergence between two examined subsamples was more than 30% one more subsample was examined. Large (> 1 mm body length) and not abundant species were calculated in 1/2, 1/4, 1/8, 1/16 or 1/32 part of sample. Counting and measuring of organisms were made in the Bogorov chamber under the stereomicroscope to the lowest taxon possible. Number of organisms per sample was calculated as simple average of two subsamples meanings multiplied on subsample volume. Total abundance of mesozooplankton was calculated as sum of taxon-specific abundances and total abundance of Copepods was calculated as sum of copepods taxon-specific abundances.

Abundance mesopelagic fish collected during Maria S. Merian cruise MSM26, spring 2013

Mesopelagic fish were collected using a 1 m**2 Double-MOCNESS (Multiple Opening and Closing Net and Environmental Sensing System) and 4.5 m**2 IKMT (Isaacs-Kidd midwater trawl). The main portion of the IKMT was 20 mm knotted nylon, and the tail bag was 3 mm knotless nylon. Oblique IKMT tows were made to a maximum depth of 500 m at a tow speed of 3.5 knots. The original cruise plan intended for nighttime IKMT tows, but tow times varied due to operational constraints. The MOCNESS was equipped with 20 nets of 333 µm mesh size; 10 nets per side. The towing speed was 2 knots. Samples were collected to a maximum depth of 1250 m. The first oblique nets sampled from the surface to the max depth, and the other nets sampled depth stratified bins of the water column. MOCNESS hauls were performed during day and night to investigate diel vertical migrations. Mesoplelagic fish were processed on board. All fish were picked from all IKMT nets, most oblique MOCNESS nets, and the left side nets of the depth stratified MOCNESS samples. The Depth stratified nets from the right side of the MOCNESS frame were preserved in 5 % formalin for future quantitative analyses of the nekton. Fish were identified to the lowest possible taxa using Whitehead et al. (1984) and Fahay (2007). Standard length of each fish was measured to the nearest 0.1 mm using a digital caliper. Measured and identified fish were frozen in an -80 °C freezer, and shipped to the University of Hamburg at the end of the cruise.

A contribution to appendage drag extrapolation using computational tools

In this paper, the foundations of the beta method, widely used in todays ship appendage extrapolations, are explored. The present work pretends to validate the Beta Method using experimental and computational tools. The ship used is a rounded bow tugboat with two significant appendages, namely, a midship protective structure for the propulsion system and a stern keel. The experimental and computational data was obtained through Towing Tank trials and a RANSE CFD code, respectively.

Numerical and experimental study of appendages in racing yachts and their influence on the free surface

Las prestaciones de un velero de regatas se estiman por medio de los Programas de Predicción de Velocidad (VPP) que incluyen las características de estabilidad y modelos aero e hidrodinámico del barco. Por esta razón, es importante tener una evaluación adecuada de las fuerzas en apéndices y de su variación en diferentes condiciones de navegación, escora y deriva. Además, para el cálculo de las fuerzas en los apéndices es importante conocer sus características hidrodinámicas cuando trabajan conjuntamente en un campo fluido fuertemente modificado por la carena. Por esta razón, se han utilizado una serie de ensayos realizados en el Canal de Ensayos de la ETSIN con el objetivo de validar códigos numéricos que permiten una evaluación más rápida y focalizada en los distintos fenómenos que se producen. Dichos ensayos se han realizado de forma que pudiera medirse independientemente las fuerzas hidrodinámicas en cada apéndice, lo que permitirá evaluar el reparto de fuerzas en diferentes condiciones de navegación para poder profundizar en las interacciones entre carena, quilla y timón. Las técnicas numéricas permiten capturar detalles que difícilmente se pueden visualizar en ensayos experimentales. En este sentido, se han probado las últimas técnicas utilizadas en los últimos workshops y se ha enfocado el estudio a un nuevo método con el objetivo de mostrar una metodologia más rápida que pueda servir a la industria para este tipo de aproximación al problema. ABSTRACT The performances of a racing sailboat are estimated by means of the speed prediction programs (VPP), which include the ship stability characteristics and the aero and hydrodynamic models. For this reason, it is important to have an adequate evaluation of the forces in appendices and its variation in different sailing conditions, heel and leeway Moreover, for the analysis of the forces in the appendices, it is important to know their hydrodynamic characteristics when they work together in a fluid field strongly modified by the canoe body. For this reason, several tests have been done in the ETSIN towing tank with the aim to validate numeric codes that allowing faster analysis and they permit to focus on the different phenomena that occur there. Such tests have been done in a way that the hydrodynamic forces in each appendage could be measured independently allowing assessing the distribution of forces in different sailing conditions to be able to deepen the interactions between the canoe body, the keel and the rudder. Numerical techniques allow capturing details that can hardly be displayed in experimental tests. In this sense, the latest techniques used in the recent workshops have been reviewed and the study has been focused to propose a new model with the aim to show a new faster methodology which serves the industry for this type of approach to the problem.

Fenómenos dinámicos de estabilidad de un buque en olas longitudinales: resonancia paramétrica. Influencia en el proyecto y equipo. Guía operacional al capitán

El fenómeno de balance paramétrico se ha convertido en un tema de actualidad en los últimos años debido al aumento de accidentes relacionados y las discusiones en OMI debido a su indiscutible importancia en la seguridad del buque, su carga y tripulación. Por esta razón, su estudio ha atraído el interés de universidades, administraciones y sociedades de clasificación. Esta tesis trata el fenómeno de balance paramétrico desde diferentes puntos de vista. Primero, se estudiaran los diferentes escenarios donde el fenómeno de balance paramétrico ha ocurrido para entender cómo se desarrolla el fenómeno en la vida real, así como sus implicaciones en la seguridad de las personas y carga abordo. Un modelo matemático no lineal de movimiento de balance desacoplado es propuesto. Este modelo se basa en la aproximación cuadrática del momento de amortiguamiento junto con un brazo adrizante dependiente del tiempo. Este modelo es validado con datos experimentales del Canal de Ensayos de la ETSI Navales (UPM) relativos a un buque de pesca de 34.5m de eslora y dos cubiertas para diferentes casos de olas longitudinales. Se encuentra una correspondencia muy satisfactoria en términos de fase y amplitud entre el modelo teórico y los datos de canal para el caso en particular. El modelo es comparado con el estado del arte de la tecnología disponible actualmente, así como con los requisitos mínimos que están siendo discutidos en OMI relativos a los Criterios de Estabilidad de Segunda Generación. Finalmente, el fenómeno es revisado desde los puntos de vista de diseño y operacional para entender los parámetros relevantes detrás del fenómeno y conocer/aplicar las herramientas disponibles y medios para afrontar/mitigar este fenómeno. ABSTRACT A parametric roll resonance phenomenon has become a very relevant technical issue in recent years due the increasing number of accidents related and the ongoing discussions at the IMO due to its undisputed importance in the safety of the ship, its cargo and crew. For this reason, its study has attracted the interest of universities, regulatory bodies and classification societies. This thesis deals with this phenomenon of parametric roll resonance from different points of view. First, we will look at different real scenarios where parametric roll resonance phenomena has occurred in order to further understand how it is developed in real life and its implications for the safety of the people and cargo onboard. A non-linear mathematical model of the uncoupled roll motion is also presented. This model is based on a classic quadratic approximation of the damping momentum together with a time-varying restoring arm. This model is validated with real data taken from experimental results of the E.T.S.I. Navales Towing Tank on a trawler of two decks of 34.5 m. length for different cases of longitudinal waves. A very satisfactory correspondence, in terms of phase and amplitude, is found between the theoretical model presented and the real data on this particular case. The model is compare with the state-of-the-art technology currently available as well as with the minimum requirements currently being discussed as part of the IMO SGISC. Finally, the phenomenon is reviewed from design and operational aspects to understand the underlying parameters and know the available tools and ways to tackle/mitigate this phenomenon.

Análisis y optimización de la resistencia de interferencia en multicascos

Esta tesis presenta un estudio de la resistencia de interferencia en multicascos, término que engloba las variaciones en la resistencia al avance debidas a la interacción entre cascos. Su característica más notable es que puede ser tanto positiva como negativa, contribuyendo favorablemente en este último caso a la reducción de la resistencia total. Su análisis permanece como un área activa dentro de la comunidad hidrodinámica, si bien se ha detectado una significativa falta de información experimental sobre el flujo entre cascos. En primer lugar se incluye una caracterización de los fenómenos de interferencia, evaluando su impacto en las diferentes componentes de la resistencia al avance. Al igual que la resistencia total, su predicción requiere el uso de técnicas experimentales o numéricas al ser inviable su solución analítica. Ambos procedimientos han sido considerados en esta tesis. El análisis experimental de la resistencia de interferencia supone el núcleo central del trabajo realizado. Se han ensayado dos geometrías diferentes, un catamarán de servicio comercial PESBO junto con un catamarán compuesto por dos Serie 60 (S60) en paralelo. Los ensayos se han llevado a cabo en dos canales de experiencias, CEHINAV y CEHIPAR, midiéndose resistencia al avance, asiento y trimados dinámicos, y cortes de olas en la zona entre cascos. Mención especial a estos últimos, dado que a pesar de ser en la zona central donde ocurren los principales efectos de interferencia, no se encontró información previa publicada en la literatura. Su medición requirió la fabricación de un sistema de soporte especifico para las probetas de medición. Por otro lado, aunque el Serie 60 es una geometría bien conocida en la comunidad hidrodinámica, a conocimiento del autor su comportamiento como multicasco no había sido aun caracterizado experimentalmente. Los bastidores de unión se fabricaron de forma que permitieran variar la separación entre cascos. Además, los multicascos son en general embarcaciones de alta velocidad mostrando asientos y trimados dinámicos significativos. Para cuantificar su efecto en la resistencia total y de interferencia se construyo un sistema de fijación del modelo al carro que los restringiera, posibilitando comparar los resultados en esta condición con los del modelo libre. Como resultado, se han obtenido resultados experimentales de las dos geometrías estudiadas con múltiples separaciones, incluyendo un solo casco, y con modelo fijo y libre. Una de las principales utilidades de los resultados experimentales es servir como referencia para validar modelos de predicción. Como primera aplicación, los datos experimentales obtenidos con el catamarán S60 se han contrastado con las predicciones numéricas de Yeung et al. (2004). El análisis numérico de la resistencia de interferencia se completa con la realización de simulaciones numéricas utilizando dos códigos substancialmente diferentes: Tdynlin y CD--‐Adapco Star--‐CCM+. Los cortes de olas obtenidos en las simulaciones se comparan con los valores experimentales, mostrándose además los campos de presiones y velocidades calculados sobre el casco. La principal aportación de esta tesis es una extensa caracterización experimental de los fenómenos de interferencia, con la intención de servir de referencia para futuros estudios con multicascos. El análisis de los resultados permite comprender mejor el impacto que la interacción entre cascos, así como las variaciones dinámicas de las condiciones de navegación, tienen en las diferentes componentes de la resistencia. Por otro lado, permite apreciar la dependencia de la resistencia de interferencia con la velocidad y separación entre cascos, de cara a su utilización como parámetro de diseño. ABSTRACT This thesis presents a study of the interference resistance in multihulls, which comprises all the variations in the ship resistance due to the interaction between hulls. Its most remarkable characteristic is that it can be positive or negative, contributing in the second case to the reduction of the total ship resistance. Its study remains an active area in the hydrodynamic community, although there is a significant lack of published experimental data regarding the flow between hulls. First of all, the interference phenomena are characterized, evaluating the impact in the different components of the ship resistance. Similar to the total resistance, their prediction requires experimental or numerical techniques, as no analytic solutions are known. Both procedures have been considered in this thesis. The experimental analysis of the interference resistance is the core of the work done. Two different geometries have been tested, a commercial catamaran PESBO and a catamaran composed by two parallel Series 60 (S60). The tests have been carried out in two towing tanks, CEHINAV and CEHIPAR, measuring ship resistance, dynamic sinkage and trim, and wave cuts in--‐between the hulls. Special mention to the wave cuts, as no previous published information was found regarding this zone, even if it is where the main interference effects happen. Their measurement required building a support tripod for the probes, specifically designed for this experimental campaign. In addition, although the Series 60 is a well known hull for experimental and computational analyses, to the author’s knowledge its behavior as a multihull had not yet been experimentally described. The connection frames between the hulls were built so they allowed adjusting the hull spacing. Furthermore, multihulls are usually high--‐speed vessels, acquiring significant dynamic sinkage and trim. To quantify the effect of these dynamic variations of the interference resistance, a clamping system was developed to fixed the model and compare the results with the free model condition. Thus, experimental results have been obtained for various hull separations with the two geometries analyzed, including a single hull, and with free and fixed model. One of the main applications of experimental results is to serve as a reference to validate prediction models. As a first step, the obtained experimental data with the catamaran S60 have been compared with the numerical predictions of Yeung et al. (2004). The numerical analysis of the interference resistance is completed with the inclusion of numerical simulations using two codes substantially different: Tdynlin and CD--‐Adapco Star--‐CCM+. The wave cuts obtained from the simulations are compared with the experimental ones, showing also the pressure and velocity fields over the hulls. The main contribution of this thesis is an extensive experimental characterization of the interference phenomena, aiming to serve as reference for future studies about multihulls. The analysis of the results provides insights into the impact that the interaction between hulls, as well as the dynamic variations of the sailing conditions, have in the different components of the ship resistance. Moreover, it allows us to observe the dependence of the interference resistance on the velocity and hull spacing, useful towards its use as a design parameter.