Fishing vessel capital construction fund.

"Developed at the National Fishery Education Center, National Marine Fisheries Service."

Investigations on the structural and operational changes of Ring Seine Fishing Systems of Kerala and its Life Cycle Assessment (lCA)

The study covers theFishing capture technology innovation includes the catching of aquatic animal, using any kind of gear techniques, operated from a vessel. Utilization of fishing techniques varies, depending upon the type of fisheries, and can go from a basic and little hook connected to a line to huge and complex mid water trawls or seines operated by large fishing vessels.The size and autonomy of a fishing vessel is largely determined by its ability to handle, process and store fish in good condition on board, and thus these two characteristics have been greatly influenced by the introduction and utilization of ice and refrigeration machinery. Other technological developments especially hydraulic hauling machinery, fish finding electronics and synthetic twines have also had a major impact on the efficiency and profitability of fishing vessels.A wide variety of fishing gears and practices ranging from small-scale artisanal to advanced mechanised systems are used for fish capture in Kerala. Most important among these fishing gears are trawls, seines, lines, gillnets and entangling nets and traps The modern sector was introduced in 1953 at Neendakara, Shakthikulangara region under the initiative of Indo-Norwegian project (INP). The novel facilities introduced in fishing industry by Indo- Norwegian project accordingly are mechanically operated new boats with new fishing nets. Soon after mechanization, motorization programme gained momentum in Kerala especially in Alleppey, Ernakulam and Kollam districts.

Numerical and experimental study of the parametric rolling of a fisihing vessel in regular head waves

The dynamic behaviour of a fishing vessel in waves is studied in order to reveal its parametric rolling characteristics. This paper presents experimental and numerical results in longitudinal regular waves. The experimental results are compared against the results of a time-domain non-linear strip theory model of ship motions in six degrees-of-freedom. These results contribute to the validation of the parametric rolling prediction method, so that it can be used as an assessment tool to evaluate both the susceptibility and severity of occurrence of parametric rolling at the early design stage of these types of vessels.

Fishing effort control regulations influence on stability, safety and operability of small fishing vessels: study of a series of stability related accidents occurred in Spain between 2004 and 2007

Entre los años 2004 y 2007 se hundieron por problemas de estabilidad cinco pesqueros españoles de pequeña eslora, de características parecidas, de relativamente poca edad, que habían sido construidos en un intervalo de pocos años. La mayoría de los tripulantes de esos pesqueros fallecieron o desaparecieron en esos accidentes. Este conjunto de accidentes tuvo bastante repercusión social y mediática. Entre ingenieros navales y marinos del sector de la pesca se relacionó estos accidentes con los condicionantes a los diseños de los pesqueros impuestos por la normativa de control de esfuerzo pesquero. Los accidentes fueron investigados y publicados sus correspondientes informes; en ellos no se exploró esta supuesta relación. Esta tesis pretende investigar la relación entre esos accidentes y los cambios de la normativa de esfuerzo pesquero. En la introducción se expone la normativa de control de esfuerzo pesquero analizada, se presentan datos sobre la estructura de la flota pesquera en España y su accidentalidad, y se detallan los criterios de estabilidad manejados durante el trabajo, explicando su relación con la seguridad de los pesqueros. Seguidamente se realiza un análisis estadístico de la siniestralidad en el sector de la pesca para establecer si el conjunto de accidentes estudiados supone una anomalía, o si por el contrario el conjunto de estos accidentes no es relevante desde el punto de vista estadístico. Se analiza la siniestralidad a partir de diversas bases de datos de buques pesqueros en España y se concluye que el conjunto de accidentes estudiados supone una anomalía estadística, ya que la probabilidad de ocurrencia de los cinco sucesos es muy baja considerando la frecuencia estimada de pérdidas de buques por estabilidad en el subsector de la flota pesquera en el que se encuadran los cinco buques perdidos. A continuación el trabajo se centra en la comparación de los buques accidentados con los buques pesqueros dados de baja para construir aquellos, según exige la normativa de control de esfuerzo pesquero; a estos últimos buques nos referiremos como “predecesores” de los buques accidentados. Se comparan las dimensiones principales de cada buque y de su predecesor, resultando que los buques accidentados comparten características de diseño comunes que son sensiblemente diferentes en los buques predecesores, y enlazando dichas características de diseño con los requisitos de la nueva normativa de control del esfuerzo pesquero bajo la que se construyeron estos barcos. Ello permite establecer una relación entre los accidentes y el mencionado cambio normativo. A continuación se compara el margen con que se cumplían los criterios reglamentarios de estabilidad entre los buques accidentados y los predecesores, encontrándose que en cuatro de los cinco casos los predecesores cumplían los criterios de estabilidad con mayor holgura que los buques accidentados. Los resultados obtenidos en este punto permiten establecer una relación entre el cambio de normativa de esfuerzo pesquero y la estabilidad de los buques. Los cinco buques accidentados cumplían con los criterios reglamentarios de estabilidad en vigor, lo que cuestiona la relación entre esos criterios y la seguridad. Por ello se extiende la comparativa entre pesqueros a dos nuevos campos relacionados con la estabilidad y la seguridad delos buques: • Movimientos a bordo (operatividad del buque), y • Criterios de estabilidad en condiciones meteorológicas adversas El estudio de la operatividad muestra que los buques accidentados tenían, en general, una mayor operatividad que sus predecesores, contrariamente a lo que sucedía con el cumplimiento de los criterios reglamentarios de estabilidad. Por último, se comprueba el desempeño de los diez buques en dos criterios específicos de estabilidad en caso de mal tiempo: el criterio IMO de viento y balance intenso, y un criterio de estabilidad de nueva generación, incluyendo la contribución original del autor de considerar agua en cubierta. Las tendencias observadas en estas dos comparativas son opuestas, lo que permite cuestionar la validez del último criterio sin un control exhaustivo de los parámetros de su formulación, poniendo de manifiesto la necesidad de más investigaciones sobre ese criterio antes de su adopción para uso regulatorio. El conjunto de estos resultados permite obtener una serie de conclusiones en la comparativa entre ambos conjuntos de buques pesqueros. Si bien los resultados de este trabajo no muestran que la aprobación de la nueva normativa de esfuerzo pesquero haya significado una merma general de seguridad en sectores enteros de la flota pesquera, sí se concluye que permitió que algunos diseños de buques pesqueros, posiblemente en busca de la mayor eficiencia compatible con dicha normativa, quedaran con una estabilidad precaria, poniendo de manifiesto que la relación entre seguridad y criterios de estabilidad no es unívoca, y la necesidad de que éstos evolucionen y se adapten a los nuevos diseños de buques pesqueros para continuar garantizando su seguridad. También se concluye que la estabilidad es un aspecto transversal del diseño de los buques, por lo que cualquier reforma normativa que afecte al diseño de los pesqueros o su forma de operar debería estar sujeta a evaluación por parte de las autoridades responsables de la seguridad marítima con carácter previo a su aprobación. ABSTRACT Between 2004 and 2007 five small Spanish fishing vessels sank in stability related accidents. These vessels had similar characteristics, had relatively short age, and had been built in a period of a few years. Most crewmembers of these five vessels died or disappeared in those accidents. This set of accidents had significant social and media impact. Among naval architects and seamen of the fishing sector these accidents were related to the design constraints imposed by the fishing control effort regulations. The accidents were investigated and the official reports issued; this alleged relationship was not explored. This thesis aims to investigate the relationship between those accidents and changes in fishing effort control regulations. In the introduction, the fishing effort control regulation is exposed, data of the Spanish fishing fleet structure and its accident rates are presented, and stability criteria dealt with in this work are explained, detailing its relationship with fishing vessel safety. A statistical analysis of the accident rates in the fishing sector in Spain is performed afterwards. The objective is determining whether the set of accidents studied constitute an anomaly or, on the contrary, they are not statistically relevant. Fishing vessels accident rates is analyzed from several fishing vessel databases in Spain. It is concluded that the set of studied accidents is statistically relevant, as the probability of occurrence of the five happenings is extremely low, considering the loss rates in the subsector of the Spanish fishing fleet where the studied vessels are fitted within. From this point the thesis focuses in comparing the vessels lost and the vessels that were decommissioned to build them as required by the fishing effort control regulation; these vessels will be referred to as “predecessors” of the sunk vessels. The main dimensions between each lost vessel and her predecessor are compared, leading to the conclusion that the lost vessels share design characteristics which are sensibly different from the predecessors, and linking these design characteristics with the requirements imposed by the new fishing control effort regulations. This allows establishing a relationship between the accidents and this regulation change. Then the margin in fulfilling the regulatory stability criteria among the vessels is compared, resulting, in four of the five cases, that predecessors meet the stability criteria with greater clearance than the sunk vessels. The results obtained at this point would establish a relationship between the change of fishing effort control regulation and the stability of vessels. The five lost vessels complied with the stability criteria in force, so the relation between these criteria and safety is put in question. Consequently, the comparison among vessels is extended to other fields related to safety and stability: • Motions onboard (operability), and • Specific stability criteria in rough weather The operability study shows that the lost vessels had in general greater operability than their predecessors, just the opposite as when comparing stability criteria. Finally, performance under specific rough weather stability criteria is checked. The criteria studied are the IMO Weather Criterion, and one of the 2nd generation stability criteria under development by IMO considering in this last case the presence of water on deck, which is an original contribution by the author. The observed trends in these two cases are opposite, allowing to put into question the last criterion validity without an exhaustive control of its formulation parameters; indicating that further research might be necessary before using it for regulatory purposes. The analysis of this set of results leads to some conclusions when comparing both groups of fishing vessels. While the results obtained are not conclusive in the sense that the entry into force of a new fishing effort control in 1998 caused a generalized safety reduction in whole sectors of the Spanish fishing fleet, it can be concluded that it opened the door for some vessel designs resulting with precarious stability. This evidences that the relation between safety and stability criteria is not univocal, so stability criteria needs to evolve for adapting to new fishing vessels designs so their safety is still guaranteed. It is also concluded that stability is a transversal aspect to ship design and operability, implying that any legislative reform affecting ship design or operating modes should be subjected to assessing by the authorities responsible for marine safety before being adopted.

Comunicações marítimas wi-fi usando a banda 5.8 ghz

Tendo em conta a popularidade que as comunicações Wi-Fi têm na atualidade em vários dispositivos como computadores portáteis, telemóveis ou tablets, sendo estes utilizados praticamente por qualquer pessoa, surgiu a ideia de utilizar esta tecnologia de baixo custo e isenta de licenciamento num cenário de comunicações marítimas. Neste contexto, esta permite fornecer o acesso à Internet em banda larga a grupos de embarcações, que atualmente recorrem a tecnologias de elevado custo (satélite) e/ou de banda estreita (rádios VHF). Com o acesso em banda larga, os proprietários poderão utilizar aplicações informáticas de interesse à atividade de negócio ou de lazer, até então só disponíveis junto à costa onde existe cobertura celular. Nesta tese pretende-se fazer um estudo teórico e prático sobre o alcance e respetivo desempenho de comunicações de banda larga em ambiente marítimo, utilizando parte da gama de frequências dos 5,8 GHz, isenta de licença, e a norma IEEE 802.11n. Para se utilizar equipamento produzido em massa a operar nessa gama, existem duas normas disponíveis, a IEEE 802.11a e a IEEE 802.11n. Optou-se pelo IEEE 802.11n pois os esquemas de codificação ao nível físico permitem débitos mais elevados e MIMO. Para a realização dos testes experimentais, foi necessário elaborar um protótipo de comunicação ponto a ponto, constituído por dois nós de comunicação. Um deles foi instalado numa embarcação de pesca em colaboração com a Associação Propeixe e o outro no Edifício Transparente, no Porto, em colaboração com a entidade gestora do edifício e a Associação Porto Digital. Tanto quanto se conhece é o primeiro teste de comunicações Wi-Fi realizado nestas condições a nível mundial. Os objetivos do trabalho foram atingidos. Foi possível estabelecer comunicações Wi-Fi na banda dos 5,8 GHz até cerca de 7 km com débito médio mínimo de 1 Mbit/s. O ambiente de testes desenvolvido e os resultados obtidos servirão de base para futuros trabalhos de investigação na área das comunicações marítimas.

Distribution of benthic and planktic foraminifera in surface sediments of the Indian and Pakistan continental margin, Arabian Sea

During the Indian Ocean Expedition of the German research vessel "Meteor" and the following cruise with the Pakistani fishing vessel "Machhera" in February and March 1965, sediments were sampled from the shelf, continental slope and the Arabian Basin off Pakistan and India. The biostratigraphic studies are based on sedimentary material from 24 sediment cores up to 480 cm long and 100 grab samples. The faunal residues of the > 160 µ fraction (chiefly foraminifera and pteropods) were determined and counted in order to get an idea of the climatic conditions during the Late Quaternary of this region. Biostratigraphic correlations of these Late Quaternary deposits are only possible if the thanatocoenosis of the surface sediments are well known. The analysis of the benthonic foraminiferal populations resulted in the definition of several foraminiferal facies. The following sequence of forarniniferal facies, named after their most characteristic members, can be distinguished from the shelf to the deep-sea: 1. Ammonia-Florilus facies ; 2. Ammonia-Cancris facies; 3. Cassidulina-Cibicides facies; 4. Uvigerina-Cassidulina facies ; 5. Buliminacea facies ; 6. deepwater facies, partly with Bulimina aculeata or with Nonionidae. On the upper continental slope there is a zone extremely poor in benthonic foraminifera. In this water depth the oxygen minimum layer (0.05-0.02 ml/l) of the water column reaches the slope. Almost no connection can be observed between the living and the dead foraminiferal population of the same sample. The regional distribution of the planktonic foraminifera from plankton tows as well as from the surface sediments shows marked differences in the species composition of faunas from different regions within the area of investigation. That depends on oceanographic conditions such as upwelling, dissolution of carbonate at great depths etc. Based on the results of faunal analysis of samples from the recent sea-floor, a biostratigraphic subdivision of the sediments in the cores was established. The following biostratigraphically defined sections could be distinguished from the top of the sediment cores downwards : 1. Relatively cool climatic conditions are reflected by the foraminifera of the uppermost core sections. 2. The next section is characterized by much warmer conditions (Holocene climatic optimum). The C-14 ages of this interval range from 4000 to 10 000 years B.P. according to different authors. C-14 dates on the material investigated do not give reliable clues. 3. Foraminiferal populations adapted to much colder conditions can be observed in the underlying core section. The boundary between the warm climate reflected by the foraminifera of section 2 and the cold climate (section 3) is relatively sharp. It can be correlated from core to core over the whole area investigated. The cold climate sediments of section 3 are underlain by different cool-, warm- and cold-climate sediments which can only be correlated over very short distances. Since it appears certain that the last really cold conditions ended earlier in the Arabian Sea and its vicinity than in Europe it is recommended not to use the European stratigraphic terms for the Quaternary. Because of the lack of reliable absolute sediment ages for the cores no exact sedimentation rates can be given. According to rough estimates, however, the rates are 1-2 cm/1000 years in the deep basin and up to 40 cm/1000 years on the upper continental slope. Sedimentation rates are always larger near the mouth of the Indus-River than off South India at stations of about the same water depth. Planktonic gastropods (mainly pteropods) cannot be used for biostratigraphic purposes in the region under consideration. All of them seem to be displaced from the shelf. Their distribution there is given in.

Sediment facies of the Indian-Pakistan continental margin, Indian Ocean Expedition

The studies described here base mainly on sedimentary material collected during the "Indian Ocean Expedition" of the German research vessel "Meteor" in the region of the Indian-Pakistan continental margin in February and March 1965. Moreover,samples from the mouth of the Indus-River were available, which were collected by the Pakistan fishing vessel "Machhera" in March 1965. Altogether, the following quantities of sedimentary material were collected: 59.73 m piston cores. 54.52 m gravity cores. 33 box grab samples. 68 bottom grab samples Component analyses of the coarse fraction were made of these samples and the sedimentary fabric was examined. Moreover, the CaCO3 and Corg contents were discussed. From these investigations the following history of sedimentation can be derived: Recent sedimentation on the shelf is mainly characterized by hydrodynamic processes and terrigenous supply of material. In the shallow water wave action and currents running parallel to the coast, imply a repeated reworking which induces a sorting of the grains and layering of the sediments as well as a lack of bioturbation. The sedimentation rate is very high here. From the coast-line down to appr. 50 m the sediment becomes progressively finer, the conditions of deposition become less turbulent. On the outer shelf the sediment is again considerably coarser. It contains many relicts of planktonic organisms and it shows traces of burrowing. Indications for redeposition are nearly missing, a considerable part of the fine fraction of the sediments is, however, whirled up and carried away. In wide areas of the outer shelf this stirring has gained such a degree that recent deposits are nearly completely missing. Here, coarse relict sands rich in ooids are exposed, which were formed in very shallow stirred water during the time when the sea reached its lowest level, i.e. at the turn of the Pleistocene to the Holocene. Below the relict sand white, very fine-grained aragonite mud was found at one location (core 228). This aragonite mud was obviously deposited in very calm water of some greater depth, possibly behind a reef barrier. Biochemic carbonate precipitation played an important part in the formation of relict sands and aragonite muds. In postglacial times the relict sands were exposed for long periods to violent wave action and to areal erosion. In the present days they are gradually covered by recent sediments proceeding from the sides. On the continental margin beyond the shelf edge the distribution of the sediments is to a considerable extent determined by the morphology of the sea bottom. The material originating from the continent and/or the shelf, is less transported by action of the water than by the force of gravity. Within the range of the uppermost part of the continental slope recent sedimentation reaches its maximum. Here the fine material is deposited which has been whirled up in the zone of the relict sands. A laminated fine-grained sediment is formed here due to the very high sedimentation rate as well as to the extremely low O2-content in the bottom water, which prevents life on the bottom of the sea and impedes thus also bioturbation. The lamination probaly reflects annual variation in deposition and can be attributed to the rhythm of the monsoon with its effects on the water and the weather conditions. In the lower part of the upper continental slope sediments are to be found which show in varying intensity, intercalations of fine material (silt) from the shelf, in large sections of the core. These fine intercalations of allochthonous material are closely related to the autochthonous normal sediment, so that a great number of small individual depositional processes can be inferred. In general the intercalations are missing in the uppermost part of the cores; in the lower part they can be met in different quantities, and they reach their maximum frequency in the upper part of the lower core section. The depositions described here were designated as turbid layer sediments, since they get their material from turbid layers, which transport components to the continental slope which have been whirled up from the shelf. Turbidites are missing in this zone. Since the whole upper continental slope shows a low oxygen-content of the bottom water the structure of the turbid layer sediments is more or less preserved. The lenticular-phacoidal fine structure does, however, not reflect annual rhythms, but sporadic individual events, as e.g. tsunamis. At the lower part of the continental slope and on the continental rise the majority of turbidites was deposited, which, during glacial times and particularly at the beginning of the post-glacial period, transported material from the zone of relict sands. The Laccadive Ridge represented a natural obstacle for the transport of suspended sediments into the deep sea. Core SIC-181 from the Arabian Basin shows some intercalations of turbidites; their material, however, does not originate from the Indian Shelf, but from the Laccadive Ridge. Within the range of the Indus Cone it is surprising that distinct turbidites are nearly completely missing; on the other hand, turbid layer sediments are to be found. The bottom of the sea is showing still a slight slope here, so that the turbidites funneled through the Canyon of the Swatch probably rush down to greater water depths. Due to the particularly large supply of suspended material by theIndus River the turbid layer sediments show farther extension than in other regions. In general the terrigenous components are concentrated on the Indus Cone. It is within the range of the lower continental slope that the only discovery of a sliding mass (core 186) has been located. It can be assumed that this was set in motion during the Holocene. During the period of time discussed here the following development of kind and intensity of the deposition of allochthonous material can be observed on the Indian-Pakistan continental margin: At the time of the lowest sea level the shelf was only very narrow, and the zone in which bottom currents were able to stir up material by oscillating motion, was considerably confined. The rivers flowed into the sea near to the edge of the shelf. For this reason the percentage of terrigenous material, quartz and mica is higher in the lower part of many cores (e.g. cores 210 and 219) than in the upper part. The transition from glacial to postglacial times caused a series of environmental changes. Among them the rise of the sea level (in the area of investigation appr. 150 m) had the most important influence on the sedimentation process. In connection with this event many river valleys became canyons, which sucked sedimentary material away from the shelf and transported it in form of turbidites into the deep sea. During the rise of the sea level a situation can be expected with a maximum area of the comparatively plane shelf being exposed to wave action. During this time the process of stirring up of sediments and formation of turbid layers will reach a maximum. Accordingly, the formation of turbidites and turbid layer sediments are most frequent at the same time. This happened in general in the older polstglacial period. The present day high water level results in a reduced supply of sediments into the canyons. The stirring up of sediments from the shelf by wave action is restricted to the finest material. The missing of shelf material in the uppermost core sections can thus be explained. The laminated muds reflect these calm sedimentation conditions as well. In the southwestern part of the area of investigation fine volcanic glass was blown in during the Pleistocene, probably from the southeast. It has thus become possible to correlate the cores 181, 182, 202. Eolian dust from the Indian subcontinent represents probably an important component of the deep sea sediments. The chemism of the bottom as well as of the pore water has a considerable influence on the development of the sediments. Of particular importance in this connection is a layer with a minimum content of oxygen in the sea water (200-1500 m), which today touches the upper part of the continental slope. Above and beyond this oxygen minimum layer somewhat higher O2-values are to be observed at the sea bottom. During the Pleistocene the oxygen minimum layer has obviously been locatedin greater depth as is indicated by the facies of laminated mud occuring in the lower part of core 219. The type of bioturbation is mainly determined by the chemism. Moreover, the chemism is responsible for a considerable selective dissolution, either complete or partial, of the sedimentary components. Within the range of the oxygen minimum layer an alkaline milieu is developed at the bottom. This causes a complete or partial dissolution of the siliceous organisms. Here, bioturbation is in general completely missing; sometimes small pyrite-filled burrowing racks are found. In the areas rich in O2 high pH-values result in a partial dissolution of the calcareous shells. Large, non-pyritized burrowing tracks characterize the type of bioturbation in this environment. A study of the "lebensspuren" in the cores supports the assumption that, particularly within the region of the Laccadive Basin, the oxygen content in the bottom sediments was lower than during the Holocene. This may be attributed to a high sedimentation rate and to a lower O2-content of the bottom water. The composition of the allochthonous sedimentary components, detritus and/or volcanic glass may locally change the chemism to a considerable extent for a certain time; under such special circumstances the type of bioturbation and the state of preservation of the components may be different from those of the normal sediment.

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.

Desempenho propulsivo de embarcações de pesca: estudo aplicado à melhoria das embarcações do Espírito Santo.

Este trabalho apresenta um procedimento simples e robusto para avaliação e análise do desempenho de instalações propulsoras de embarcações de pesca operando no Estado do Espírito Santo. O objetivo é verificar se as embarcações estão operando com baixa eficiência propulsiva, portanto, com consumo de combustível maior do que o desejável, e identificar possíveis ações de melhoria desta eficiência que poderiam ser implementadas com baixo custo. Tendo em vista as condições artesanais da construção e operação das embarcações de pesca no Espírito Santo, o procedimento foi desenvolvido de forma a poder ser aplicado com relativa facilidade pelas pessoas envolvidas na atividade pesqueira artesanal neste Estado. O procedimento envolve o levantamento de informações sobre a geometria do casco, as características da instalação propulsora existente e sobre alguns aspectos do desempenho das embarcações. Para este levantamento são propostos métodos e técnicas suficientemente simples para que possam ser facilmente aplicadas nos estaleiros. Com base nestes dados levantados implementou-se no procedimento proposto diversos algoritmos que permitem determinar o coeficiente propulsivo das embarcações de pesca e a perda de energia útil que ocorre tanto no motor, por conta de condições inadequadas de operação, quanto na transmissão desta energia para o hélice. Para a validação dos métodos e técnicas envolvidos neste procedimento e dos resultados fornecidos por ele, o mesmo foi aplicado em alguns cascos de embarcações de pesca disponíveis em estaleiros visitados no Estado. Para uma destas embarcações o procedimento foi aplicado em sua totalidade, permitindo identificar a baixa eficiência da instalação propulsora e algumas das possíveis causas que provocam a perda de energia útil no sistema. Finalmente, com base nesse exemplo de aplicação, um estudo de possíveis melhorias na instalação propulsora é apresentado ao final do trabalho.

Arbitration of outstanding pecuniary claims between Great Britain and the United States of America. The Frederick Gerring, jr.

Mode of access: Internet.