Rip currents are strong and narrow currents in the surf zone that extend seaward of the breaking waves and return water seaward that has been transported into the surf zone by breaking waves. Rip currents are found on high-wave beaches with bars with the rips cutting through the bars in the form of distinct channels. Rip currents can be very strong with flow velocities of 1-2 m/s and are the main hazard to surf zone water users. According to lifeguard records, over 68% of incidents ('rescues') on UK beaches can be attributed to rip currents. A similar percentage is reported from Australia and the USA and, in Florida alone, over 100 people drown each year due to rip currents. Rip currents not only transport people out to sea, but also other material, such as sediment, plankton, nutrients and pollutants. Rip currents are therefore also important for beach erosion and surf zone water quality. The importance of rip currents for beach safety is well recognised by coastal scientists and lifeguards, but we do not fully understand what controls their flow strength and pattern. Our understanding is particularly poor for rip currents on beaches with a large tide range. On some beaches, strong rips cut through bars and sweep swimmers out to sea, whereas on other beaches the rip current develops a large circulating eddy within the surf zone. The risks posed to surf zone water users, and the potential for beach erosion and surf zone flushing, will depend strongly on the type of rip circulation. We believe that rip currents are strongest when all wave breaking occurs on the bar and none of the waves break in the rip channel. We hypothesise that under such conditions the rip generation mechanism is maximised and this depends on wave conditions, tide and bar morphology. All three factors vary over time and even subtle changes in any of them may have significant repercussions for the rip circulation. The overall aim of this project, Dynamics of Rip currents and Implications for Beach Safety (DRIBS), is to test this idea by measuring rip currents under a variety of wave, tide and beach conditions, and complementing the data analysis with computer modelling. We will conduct a 6-week field campaign on two high-wave, large-tidal beaches along the north Cornish coast where mass rescue events of upwards of 150 people per beach have required simultaneous rescue due to rip currents. During each of these campaigns, we will install several instruments in the surf zone that will measure waves, tides and rip currents at fixed locations. In addition, we will use a large number of specialist drifters that measure the complete rip current pattern. The drifters will be released in the surf zone and will move according to the nearshore current pattern. Their location will be continuously monitored (using GPS) and the data from the drifters will provide useful information not only on the strength of the rip current, but also on the type of flow pattern. The drifters are designed to behave like human beings and their movement therefore mimics that of passive bathers. The information collected during the field campaigns will be used to develop a computer model that is able to predict the rip flow pattern for any given wave, tide and beach condition. We will then use this model to develop tools that can be used by lifeguards to determine the rip current risk and develop strategies to deal with this risk. This research project involves the Royal National Lifeboat Institution (RNLI) as a Partner and the RNLI will be involved during all stages of the work. The partnership will be mutually beneficial: the RNLI will help us with the field measurements by making available their dedicated staff and facilities, and we will pass on the research findings to the RNLI via workshops, lectures, leaflets and other types of publications. More importantly, the research findings will be incorporated into the RNLI's risk assessment procedures and resource management tools.

A recent NERC-funded proof of concept award successfully demonstrated that Global Navigation Satellite System (GNSS) signals reflected off the sea surface and received by very low cost (<£30) GPS receivers can be used to estimate the difference in height between the receiver and the water. This represents a method of remotely sensing tidal elevations and, if averaged over time, mean sea level. These could be routinely and remotely measuring sea level at a cost that would allow unprecedented numbers of systems to be deployed around the world by organisations of all sizes and levels of funding. Here we propose to take the initial proof of concept from TRL 3 up to TRL 7 by designing a self-contained unit that receives, records and processes the required signals to output a tidal water level in near real time and at a target hardware and assembly cost of less than £100. The demonstration units will be tested and used by our project partners, the RNLI, initially to provide tidal information at an intertidal causeway with a history of RNLI rescues of members of the public who have become stranded by the rising tide. The technology has the potential to be rolled out not only across the UK but globally, potentially as open source designs & firmware, revolutionising the ability to collect tidal and sea level data at an unprecedented price point and operational simplicity.

The proposed multi-disciplinary project aims to making South Indian artisanal fishers' livelihoods more secure and sustainable by improving safety at sea. Bringing together these small-scale fishers with weather forecasters and government agencies, it will devise, test and promote effective means for the co-production and communication of accurate weather forecasts, thus increasing resilience of the fishers amidst a trend of extreme and hazardous weather conditions in a changing climate. Moreover, the project will devise an "action template" of practical methods and a road-map for co-producing and communicating accessible and effective weather forecasts to artisanal fishers elsewhere in India and beyond. It will also contribute to academic debates concerning: the understanding and response to environmental risks; the role of Information and Communication Technologies (ICTs) in disseminating information and warnings to diverse and vulnerable populations; and the knowledge, practices and livelihoods of fishing communities in Asia. The main objective of the proposed project is to close the gap between what marine weather forecasters produce and disseminate, and what artisanal fishers recognize as relevant and actionable inputs for decision-making. Access to trusted and actionable forecasts helps fishers make informed decisions to go to sea or not under hazardous weather conditions, thus reducing risk of potentially life-threatening accidents at sea, diminishing the loss of gear and boats, and, more generally, building resilience against hazardous weather conditions. Such weather-resilient pathways will contribute to promoting more secure and sustainable livelihoods for artisanal fishers in India and elsewhere in the Global South. This project will be part of a larger effort called the Sussex Sustainability Research Programme (SSRP) to provide science relevant for implementing the SDGs in seventeen low and medium income countries. Drawing on the expertise of a multi-disciplinary research team--comprising anthropologists, geographers, atmospheric and marine scientists, and ICT and media experts - the proposed project combines complementary methodological approaches. It utilizes ethnographic methods to study the wider social, economic and cultural practices underpinning artisanal fishing, as well as to gauge fishers' forecast usage and uptake. It uses satellite and in-situ weather observations to gain insights into changing hazard patterns and forecast challenges, as well as to acquire the necessary data to co-produce area-specific weather forecasts with fishers, forecasters and other stakeholders. It will employ participatory approaches and technologies developed in the fields of human-computer interaction and ICT4D to co-produce and test effective, culturally appropriate communication platforms to disseminate weather forecast and provide feedback on the same. To account for variations in fishing techniques and technologies, and in the socio-economic organization of fishing, as well as different forms of social organization and cultural orientations the field-research will take place in three different fishing communities. These will be located, respectively, in Kanyakumari, Thiruvananthapuram and Kollam districts in South India, a stretch of coast with one of the densest concentrations of artisanal fishers in Asia, using diverse craft, gear and fishing methods in a geographically diverse setting.

Launch and recovery of small vehicles from a large vessel is a common operation in maritime sectors, such as launching and recovering unmanned underwater vehicles from a patrol of research vessel or launching and recovering lifeboats from offshore platforms or ships. Such operations are often performed in harsh sea conditions. The recent User Inspired Academic Challenge Workshop on Maritime Launch and Recovery, held in July 2014 and coordinated by BAE systems, identified various challenges associated with safe launch and recovery of off-board, surface and sub-surface assets from vessels while underway in severe sea conditions. One of them is the lack of an accurate and efficient modelling tool for predicting the hydrodynamic loads on and the motion of two floating bodies, such as vessels of different size which may be coupled by a non-rigid link, in close proximity in harsh seas. Such a tool may be employed to minimise the risk of collisions and unacceptable motions, and to facilitate early testing of new concepts and systems. It may also be used to estimate hydrodynamic loads during the deployment of a smaller vessel (for example, a lifeboat) and during recovery of a smaller vessel from the deck of a larger vessel. The difficulties associated with development of such tools lie in the following aspects: (1) the water waves in harsh sea states have to be simulated; (2) the motion of the small vehicle and change in its wetted surface during launch or recovery can be very large, possibly moving from totally dry in air to becoming entirely submerged; (3) the viscous effects may play an important role and cannot be ignored, and will affect the coupling between ocean waves and motion of the vehicles. Existing methods and tools available to the industry cannot deal with all of these issues together and typically require very high computational resources. This project will develop an accurate and efficient numerical model that can be applied routinely for the analysis of the motion and loadings of two bodies in close proximity with or without physical connection in high sea-states, which of course can be employed to analyse the launch and recovery process of a small vehicle from a large vessel and to calculate the hydrodynamics during the process. This will be achieved building upon the recent developed numerical methods and computer codes by the project partners and also the success of the past and ongoing collaborative work between them. In addition, the project will involve several industrial partners to ensure the delivery of the project and to promote impact.

Fibre-reinforced composites are finding increased usage in load-bearing structures in a variety of applications in marine, automotive and rail transport industries owing to their specific strength and stiffness properties. A serious problem with these composite materials, particularly glass-reinforced polymeric composites, which are the most prevalent in marine and other surface transport applications, is that they support combustion and in fire conditions burn, most often with heavy soot and smoke. Insulation can reduce the fire hazard, but does not eliminate it. Moreover the insulation adds weight and cost to apply.The combustible part of the composite is organic resin matrix. Most common method of fire retarding the resin and hence, the overall composite is the physical and chemical modification of the resin by either adding fire retardant element in the polymer backbone or using fire retardant additives in the resin. For polyester or vinyl ester resins, usually halogenated chemicals are used. While the presence of halogen significantly reduces the flammability of the resin, due to increasing environmental awareness and strict environmental legislations thereof, halogen - containing fire retardants are being strictly scrutinised. When non-halogen flame retardants are used, invariably they are required in large quantities (>30% w/w) to achieve required level of fire retardancy. The high concentrations of additives however, can reduce the mechanical properties of the composite. Moreover, they also affect resin's processability for resin transfer moulding technique, commonly used for these types of composites. We propose here a step change in the resin matrix by reducing the combustibility of vinyl ester and/or polyester resin by co-blending with inherently fire retardant resins, such as phenolic or melamine-formaldehyde resin.This proposal is a joint attempt by 'Fire Materials' group at the University of Bolton and 'Fluid Structure Interactions Research Group (FSIRG) at the University of Southampton to develop, construct, test and model novel, fire-retardant composites, initially for marine applications. The principal focus is to develop a modified polymeric matrix to reduce the combustibility of the vinyl ester or polyester resins by blending with appropriately modified phenolic and melamine resins, which will increase the thermal stability and char-forming capacity of the matrix. The physical and chemical properties of the modified resin will be optimised to enable: (a) the resin to be infusible for moulding leading to good processing ability: (b) low temperature cure capability to maximize compatibility and bonding with glass fibres; and (c) up-scaling to produce large laminates and structures. It is proposed that two different approaches will be taken: the first one 'Material' based, mainly by Bolton, and the other 'Structure' based, to which both Bolton and Southampton will contribute. The specific tasks include resin blending, chemical / physical modification of the resin, process modelling and resin infusion, composite laminate preparation and flammability evaluation. The composite laminates and structures thus produced are expected to comply with the fire performance requirements contained in the International Convention for the Safety of Life at Sea (SOLAS) as `IMO/HSC Code (Code of Safety for High Speed craft of the International Maritime Organisation). Additionally, the structural performance of the composite would be expected to be comparable with current glass/vinyl ester. We also propose to conduct fire performance modelling, mechanical characterisation and progressive damage analysis from a structural design viewpoint.We expect these composites to find applications also in other engineering arenas for which low-weight, thermally resistant and fire-retardant structures are increasingly being sought.