Our proposed research aims to develop an ocean wave imaging analyser to predict wave- vessel-payload-crew interaction. This is a currently missing prerequisite for optimal seakeeping of fast vessels. Seakeeping, concerning the control of vessel motion when subjected to waves and the resulting effects on humans, systems, and mission capacity, remains one of the biggest challenges in maritime safety. Vessel operational practices (48%) and human factors (17%), both key to seakeeping, have been the main safety recommendations amongst 1212 investigations, conducted by the European Maritime Safety Agency in the past decade. Before making any control decisions, mitigating detrimental effects on seakeeping requires accurate and real-time modelling of the approaching waves in the perimeter of the vessel. The predicted wave loading is essential for any precise estimation of vessel motion, but it is absent. To derive such a model, 3D wave geometry evolving in real time - a dynamic 4D scene - is required. However, the computational time required for existing sensing and modelling approaches are too long for the decision windows of any vessel operations. This process presently takes more than tens of seconds in order to anticipate and react at close proximity. This leads to three specific challenges we propose to tackle. 1) Develop a real-time stereo wave imaging system for fast vessels to create an imaging database in order to reconstruct accurate 4D wave scenes. 2) Reduce inference time of extracting wave dynamic features, e.g. wave propagation speed, direction, magnitude by comparing and adapting different deep learning methods. 3) Predict dynamic loading on the vessel, payload and crew from reconstructed 4D wave. Storms are expected to become more common and severe due to climate change. The maritime industries, including fishing, marine science, defence, offshore energy, and search and rescue services, will need to adapt. A shock mitigation strategy is essential for all crafts that undertake rough water transits manned or unmanned. In heavy seas, 'wave slams' induce high-acceleration events exposing occupants to mechanical shocks and whole-body vibration of extreme magnitudes with severe chronic and acute consequences on human health. The UK regulation based on the Control of Vibration Work Regulations 2005 and the Merchant Shipping and Fishing Vessel Regulations 2007, with daily limits for shock and vibration exposure. Similar legislation applies throughout Europe and other countries. It is not always practicable for fast vessel operators to carry out necessary activities and duties while complying with these limits. In many situations, crew shock and vibration exposures are the limiting factor of the operational capability. It is practical to provide crew with shock mitigating seating. Seats or cabs, however, protect the crew, but not the hull, hull-mounted equipment or payload. If the coxswain continues to drive to the same discomfort level, the loading on the vessel will be increased with the potential of immediate and long-term damages. This is a current area of concern in the whole industry. An experienced coxswain can maintain a high speed while mitigating the impact severity via constant adjustment of the helm and throttle. This skillset requires understanding of many factors: the characteristics of the oncoming wave and the likely response of the vessel and crew. The development of an 'intelligent' imaging system capable of reading the dynamic oncoming sea, sensing craft motion, and its effects on crew and cargo will be essential to the seakeeping and maritime safety. Our industrial-driven research will address this challenge through extensive onboard stereo imaging experimentation, state-of-the-art numerical modelling and development of new artificial intelligence framework. The outcomes will transform critical operational safety of merchant shipping, fishing, defence, offshore energy assets, rescue services.

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.

Abstracts are not currently available in GtR for all funded research. This is normally because the abstract was not required at the time of proposal submission, but may be because it included sensitive information such as personal details.