Time domain modelling of the transient asymmetric flooding of Ro-Ro ships

This work aims at contributing to improve knowledge on transient asymmetric flooding through theoretical and experimental research. First, a time domain theoretical model of ship motions and flooding is described. Results from experimental work are presented evidencing that transient asymmetric flooding may cause the capsizing of a Ro-Ro shaped barge. The theoretical model is used to predict the capsize of the Ro-Ro shaped barge. Reasonable agreement between experimental and theoretical results was found. Finally, a review of the European Gateway accident is given and the theoretical model is applied to the study of this type of accident. The conclusion is that this theoretical model, together with an accurate modelling of the flooding of machinery compartments, reproduces successfully the capsizing of the European Gateway due to transient asymmetric flooding. Therefore, the internal arrangement of Ro-Ro ships should be carefully studied at the design stage in order to avoid this phenomenon.     

Side-scan and acoustic subbottom characterization of the sea floor near the Dry Tortugas, Florida

 Between 2 and 6 February, 1995, a 25 km² area at the Dry Tortugas (Florida Keys) was surveyed with a 100 kHz side-scan sonar system and 3.5-kHz subbottom profiler. The side-scan system revealed a pattern of alternating high and low backscatter. The subbottom profiler showed areas with no acoustic penetration between sediment troughs. The combination of both methods allowed delineation of the boundaries in high-backscatter regions, and sediment samples allowed correlations between high backscatter and coarser-grained sediments.     

Caught in the act: the 20 December 2001 gravity flow event in Monterey Canyon

A sediment gravity flow descended through the axis of Monterey Canyon on 20 December 2001 at 13:35 Pacific standard time. The timing of this event is documented by a current-meter package which recorded an 11.9-dbar pressure increase in less than 10 min and was found 550 m down-canyon from its deployment site, buried completely within a >70-cm-thick gravity flow deposit. This event is believed to have started in less than 290 m of water because an instrument at this location was also lost at the same time. A 178-cm core collected after the event from the axis of the canyon at 1,297-m water depth contained fresh, greenish, chlorophyll-rich organic material at 32-cm sub-bottom depth, suggesting the event extended to this water depth. The only trigger identified for this mass movement event appears to be moderate sea and surf conditions. Thus, gravity flow events of this magnitude do not require an exceptional triggering event.     

Design and projected performance of a flapping foil AUV

The design and construction of a biomimetic flapping foil autonomous underwater vehicle is detailed. The vehicle was designed as a proof of concept for the use of oscillating foils as the sole source of motive power for a cruising and hovering underwater vehicle. Primary vehicle design requirements included scalability and flexibility in terms of the number and placement of foils, so as to maximize experimental functionality. This goal was met by designing an independent self-contained module to house each foil, requiring only direct current power and a connection to the vehicle's Ethernet local area network for operation. The results of tests on the foil modules in the Massachusetts Institute of Technology (MIT) Marine Hydrodynamics Water Tunnel and the MIT Ship Model Testing Tank are both used to demonstrate fundamental properties of flapping foils and to predict the performance of the specific vehicle design based on the limits of the actuators. The maximum speed of the vehicle is estimated based on the limitations of the specific actuator and is shown to be a strong function of the vehicle drag coefficient. When using four foils, the maximum speed increases from 1 m/s with a vehicle C/sub D/ of 1.4 to 2 m/s when C/sub D/=0.1, where C/sub D/ is based on vehicle frontal area. Finally, issues of vehicle control are considered, including the decoupling of speed and pitch control using pitch-biased maneuvering and the tradeoff between actuator bandwidth and authority during both the cruising and hovering operation.     

Boussinesq-type modelling using an unstructured finite element technique

A model for solving the two-dimensional enhanced Boussinesq equations is presented. The model equations are discretised in space using an unstructured finite element technique. The standard Galerkin method with mixed interpolation is applied. The time discretisation is performed using an explicit three-step Taylor–Galerkin method. The model is extended to the surf and swash zone by inclusion of wave breaking and a moving boundary at the shoreline. Breaking is treated by an existing surface roller model, but a new procedure for the detection of the roller thickness is devised. The model is verified using four test cases and the results are compared with experimental data and results from an existing finite difference Boussinesq model.     

Reflection of large-scale inhomogeneities in the air-sea boundary layer on the intensity of surface wave breaking in the ocean

An overview of experiments is given on the observation of the dependence of the intensity of wind wave breaking on large-scale currents' inhomogeneities and atmospheric boundary layer stratification. The data were interpreted using a model in which the variance of the wind wave breaking intensity reflects fluctuations in the influx of energy to wind waves due to various factors. Translated by V. Puchkin.