Shore to Sea AMC Research Report 2012 by Australian Maritime College

shore tosea research report | issue 1

Australiaâ&#x20AC;&#x2122;s National Institute for Maritime Education, Training and Research

contents

welcome

about amc

about trial and error and about problem solving. It’s about seeing a need and filling that need, and establishing on-going working relationships with industry partners worldwide. Through innovative thinking, AMC finds solutions that not only benefit industry, but can change the way that people think and how the world will move forward in an era of environmental, economic and humanitarian awareness. AMC is globally recognised as being a centre for excellence. We are committed to the growth of research within the University of Tasmania and aim to be recognised as integral to its reputation.

The Australian Maritime College (AMC) at the University of Tasmania is Australia’s national institute for maritime and maritime-related education, training and research and is one of the seven founding members of the International Association of Maritime Universities. Globally recognised as a centre for excellence, AMC boasts a multi-million dollar suite of specialist teaching, learning and research facilities that are utilised by industry, government bodies and maritime-related businesses world-wide. Located on the banks of the Tamar River in Australia’s picturesque island state of Tasmania, AMC has two main campuses. The Newnham site is in Launceston: a vibrant regional city known for its stunning architecture, beautiful natural setting and Mediterranean climate, along with many cultural activities and sporting events. The second campus, at nearby Beauty Point, is home to AMC’s coastal seafaring students and impressive fleet of training and research vessels.

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Whether it’s captaining a vessel, safeguarding marine environments, designing advanced ocean engineering structures, farming seafood or keeping the world’s goods moving, AMC offers a wide range of courses. These include vocational certificates at many levels, bachelor degrees and diplomas, as well as postgraduate certificates and degrees, including doctorates. There are also many generous scholarships available. AMC class sizes are relatively small, meaning students and teaching staff work closely together. There are also flexible course options with opportunities for full-time, part-time and online distance study. With a high employment rate, AMC’s highly skilled graduates are in demand world-wide, and the alumni network now spans over 56 countries.

We understand the importance of a thriving research culture and we have an excellent track record of attracting people who are passionate about AMC’s areas of interest. These researchers are the lifeblood of our university and add to the atmosphere for our undergraduates, opening the door for future innovative thinkers.

“Welcome to the first edition of Shore to Sea, the Australian Maritime College’s new-look research report. Research is not just about news-making breakthroughs, it’s about being part of a global community that works together to make change happen. For AMC, which has a traditional focus in seafarer training, it’s also about leading the research and development of that training at an international level, and looking at new areas. Research is about testing and more testing,

Our aim is to more than double our research candidate numbers by 2015 (Research Higher Degree, Doctoral and Masters), and we have invested money into a scholarship program that is specifically designed to encourage new candidates. This is open to both Australian and international applicants. We particularly welcome students who have a seafaring background and want to extend their careers into research in the discipline. We also understand the importance of providing top-class infrastructure for our candidates. Not just the best supervisors and research equipment, but also high quality space, such as our new RHD Hub, where candidates can reflect

on their work and collaborate with their peers. The Hub, which used to house the AMC library, has been redesigned to provide space and facilities for candidates not only from AMC, but from other faculties and schools across the northern campus of the university. It’s an ideal way to encourage cross-discipline research on the UTAS campus – to create a real learning community and a rich student experience. In this first edition of ‘Shore to Sea’ we showcase a snapshot of the diverse range of projects currently being undertaken at AMC: from stories on the creation of the perfect neverending wave, to fostering fish health and prawn nutrition. We look forward to discussing future opportunities with potential research candidates, and to establishing alliances and partnerships with national and international leaders in maritime research, learning and teaching, and ocean technology.”

Neil Bose Acting Principal, Australian Maritime College

04 AMC areas of research 06 Optimising prawn nutrition 08 Submarine investigations 10 Digital futures 12 Southern Bluefin Tuna health 14 Prawn trawler energy audit and novel net design 16 By-catch reduction devices 18 Powering optimisation of energy-efficient multihulls 20 Marine phytoplankton bacterial interactions 22 Underwater explosions and cavitation dynamics 24 Australian national ship exhaust emissions inventory 26 Sailing simulator 28 Harvest methodologies in the Barramundi industry 30 The analysis of breaking waves utilising circular track pressure disturbances 32 A novel propeller for autonomous underwater vehicles 34 Performance optimisation of ocean wave energy converters 36 Tropical cyclone wave modelling 38 AMC facilities 46 AMC Search

48 51

AMC researchers Message from the Vice-Chancellor

AMC IS A SPECIALIST INSTITUTE OF THE UNIVERSITY OF TASMANIA

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National Centre for Marine Conservation and Resource Sustainability

• •

Areas of research interest

•

Sustainable marine production and aquaculture • • • • • • • • • •

Aquatic animal health and welfare Aquatic animal nutrition and physiology Aquaculture production and technology Harvest and post-harvest technology Ecosystem-based management Fisheries management Fisheries biology Fisheries gear technology Bycatch reduction Resource economics

• •

Marine conservation and environment • • • • • •

Impacts of climate change Human impacts on marine environments Marine and coastal ecology Algal and microbial ecology/biology Remote-sensing in coastal environments Invasive and introduced species

Areas of research interest Defence industry and operations • •

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Energy-efficient trawl gear, improved selectivity and reduction of bycatch Scaling of underwater equipment tests in flume tank Energy and fuel usage

Cavitation and noise signatures Seakeeping and manoeuvring of surface craft and submarines

• •

Structural response, including fluid-structure interaction Resistance and propulsion, including waterjets, propellers, vessel-generated waves and environmental impact Vessel safety and damaged stability Structural integrity, including composites

• • • • • •

Areas of research interest Ports management

High speed craft and shipbuilding (including some aspects of large shipbuilding)

National Centre for Maritime Engineering and Hydrodynamics

National Centre for Ports and Shipping

Fisheries engineering

Marine engines • •

Diesel spray dynamics, including CFD and EFD of marine diesel engine combustion and emissions Alternative fuels

• • • • • • • •

Maritime policy and port governance Strategic management of ports Port development management Port and shipping economics Port performance and efficiency measures Port pricing and competition Port marketing strategies Regional ports and innovation

Maritime industry • • • • • •

Ocean engineering

Shipping and seafaring

•

• • •

• • • •

Missions, propulsion and control of autonomous underwater vehicles Hydrodynamic performance of platforms, risers and pipelines Modelling of tropical cyclones and their extreme winds, waves and water levels Ocean renewable energy Wave energy and energy generation from tidal currents waves

Ports • • • • •

Ship handling simulation and control Behaviour of berthed ships Recreational craft Hydrodynamics of high performance craft including sailing yachts Surfing wave pool design

Knowledge and skill requirements of logistics managers Value chain systems Intermodal transport connectivity Path dependency in regional networks Strategic capabilities and the digital economy E-readiness and audit tools

• • •

Strategic co-operations in shipping Maritime emergency and crisis management Knowledge creation and transfer, IT and management Seafarer recruitment, retention and human capital Ship and maritime operations Coastal shipping

Supply chain and logistics management • • •

Global supply chain strategies, distribution, collaborations and risk Quality management in supply chain and ports Supply chain performance, including information and communication technologies (ICT) and tracking and tracing

Human factors and maritime safety Planning, policy and maritime industry economics Workforce planning and forecasting Maritime law Policy and governance Maritime disruptions in supply chains

areas of research

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project: Optimising prawn nutrition for growth performance under suboptimal conditions Funding: Australian Seafood Cooperative Research Centre Partners: Fisheries Research Development Council, University of Tasmania, Marinova, Ridley Aquafeeds and the Australian Prawn Farmers Association TEAM: Dr L. Adams, Prof. B. Nowak, D. Pountney

ustralians love good quality seafood and, if Paul Hogan is to be believed, there is none more iconic than the prawn.

The Australian prawn farming industry now produces in excess of 4000 tonnes (2009) of product annually, with a farm gate value estimated to be in excess of $75 million. According to Dr Louise Adams, of AMC’s National Centre for Marine Conservation and Resource Sustainability, Australia’s insatiable appetite for this much-loved marine delicacy sees us consume more than the industry can generate. Dr Adams is the lead supervisor on a PhD project that is looking to find new feed ingredients for commercial prawn pellets. The study hopes to find not only locally available produce for inclusion, but also ingredients with the potential to improve the health of prawns in commercial culture conditions. “The industry is continually focussed on trying

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marine environment

co-supervisor: prof. barbara nowak

researcher profile

to improve prawn nutrition. Not only to improve growth rates, but also improve the ability of prawns to grow through the colder months and challenging growing conditions,’’ Dr Adams says.

“All of our prawns are held in isolated quarantine areas. We can run nutrition experiments with no risk of contamination or complication of experiments.”

Australia’s isolation has put the industry in a unique global position. In contrast, prawn industries in other countries have been affected by a number of serious viruses. “In Australia we don’t have those viruses present; we have a very healthy prawn population and we have fast growing animals,’’ Dr Adams says.

<< “It’s important from a research point of view to understand how prawn immune systems can be manipulated, particularly when we are looking at ingredients of local importance. Studying the antiviral and antibacterial properties of seaweeds, algal products and other new ingredients all have the potential to open up new nutraceutical or pharmaceutical fields in other spin-off industries,’’ Dr Adams says.

“We do get the Gill-associated virus (GAV) disease, which is endemic to Australia. It is often expressed after high rainfall events which lead to low water temperatures and salinities. “It is not necessarily responsible for mass mortality and the prawns are still safe to eat, but it slows production. While prawns are affected they feed less and grow slowly.”

Prawns are traditionally farmed in Queensland in one hectare brackish water ponds. Australia’s production volume is considered a speck in the ocean on a global scale with an industry average yield of about 8 tonnes per hectare. Selective breeding has increased yields to 12.8 tonnes.

“This PhD project will allow us to screen a really broad range of different ingredients that can potentially be used as immuno-stimulants in this situation. “Humans use nutritional supplements and vitamins to boost low immune systems, why shouldn’t the same premise be applied to prawns?”

“Traditionally the grow-out cycle of prawns is about 8 months, but with improvements in growth, genetics and nutrition the cycle could be reduced to below six months,’’ Dr Adams says.

Dr Adams applauds the prawn industry for its willingness to invest in high quality research. “The project is directly funded by industry for industry. It will help improve their management tools and it will provide another product in their arsenal to help deal with disease and challenging culture conditions. >>

dr louise adams says amc is a great place to do this type of research

“There are still a lot of prawns imported so the more freshly produced seafood that we can generate, in a clean manner with no use of antibiotics or chemicals throughout their production, the better. It is a very sustainable grow-out cycle.”

As in many other production industries, Australian consumers are becoming increasingly interested in where their food is from and how it is produced. On the question of why Queensland prawns are being studied in Tasmania, Dr Adams laughs and says, “all you need is a good water heater”. “The AMC is a great place to do this type of research because we are isolated from endemic diseases,’’ she says. “All of our prawns are held in isolated quarantine areas. We can run nutrition experiments with no risk of contamination or complication of experiments.” Australian Seafood CRC PhD student Daniel Pountney is working on the project under the supervision of Dr Adams. “Daniel is in charge of the experiments, which can be quite intensive. Often the sampling is immediate and blood parameters are done on the spot. There is also quite a lot of laboratory work involved at this stage,’’ she says.

Daniel Pountney PhD Candidate

Daniel completed his honours degree at AMC in 2009. In October 2010, he commenced his PhD research on ingredients in prawn feeds with Dr Adams. What led you to undertake this research? I have a background in aquaculture and have always wanted to research crustaceans as I find them very challenging to work with. Plus, researching issues of economic importance, such as improving animal health and welfare in aquaculture via optimum nutrition, will be important for producing sustainable produce into the future. What is the most rewarding part of your work? My research is industry funded. It’s really rewarding working with a large number of professionals in their fields, such as research professionals, aqua-feed producers, prawn farming industry and biotechnology companies. It is also great to be constantly learning new techniques and expanding my knowledge in this field.

“He will also spend quite a lot of time on farms in Queensland running experiments in conjunction with industry.” shore to sea

project:

maritime engineering << They are also looking at optimum length to diameter ratios for vessels of different shapes operating both at depth and near surface.

Investigation into the length and diameter ratio of submarines operating near the free surface FUNDING: Defence Science and Technology Organisation (DSTO)

supervisor: assoc. prof. d. ranmuthugala

TEAM: Assoc. Prof. D. Ranmuthugala, Dr J. Binns

recharge their batteries using their diesel engines. However, unlike older submarines they do not need to surface to run their engines. “A diesel engine has to breathe and the exhaust has to be removed. Modern subs come within snorkelling distance of the surface to perform these functions. Unfortunately this can be very close to the surface, which makes a sub vulnerable because it can be detected. In addition, its operation will be influenced by the surface effects,” Prof. Ranmuthugala says. “The next generation of submarines may have air independent propulsion systems, which allow them to charge their batteries at depth, but they are yet not capable of fully replacing the diesels.” When submarines approach the surface they create waves which increase the drag and therefore more power is used. It also causes the vessel to behave unpredictably,’’ he says. “Submarines operate within very tight margins and slight variations can have multiple ramifications.” Prof. Ranmuthugala and his team are doing experimental work in the AMC’s towing tank facility and also creating computer simulations, utilising the National Hydrodynamic Research Centre’s computer cluster. These will categorise the effects on submarines at different speeds, configurations and depths.

Computational fluid dynamics simulation and captive model testing of underwater vehicles FUNDING: Defence Science and Technology Organisation (DSTO) TEAM: Assoc. Prof. D. Ranmuthugala, Dr J. Binns

ccording to Associate Professor Dev Ranmuthugala of the National Centre for Maritime Engineering and Hydrodynamics, the picture that most people have in their heads of a submarine, is of something that lurks deep below the surface for long periods of time. But this is not strictly correct. “While there are some submarines that are specifically designed for deep work, the average submarine is only designed to work 400-600m below the surface,’’ Prof. Ranmuthugala says. While submarines may be classed as one of the best defensive weapons that a country can have, they are also one of the hardest vehicles to design and get right. Unlike the larger nuclear submarines that can stay underwater for long periods of time, Australia’s conventional submarines currently need to

“We get to see what kind of wave patterns the subs create and, more importantly, what effects they have on the submarine hull.”

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“A submarine’s vertical stability near the surface is always an issue. As speeds change the vessel can experience heave (up and down) or pitch (rotational) motion that can affect its behaviour,’’ Prof Ranmuthugala says. “We are also developing computational models that can use be used to predict the motions and forces in these conditions. They enable us to simulate a larger range of conditions and configurations than in the rather expensive experimental processes. This can assist with the submarine design process as well as giving operators ways of predicting submarine reaction in various situations. ”The problem with computational work is that you are never sure if your answer is correct which, by the way, is also a problem with experimental work. But by using both techniques and comparing against work carried out by other researchers, it is possible to create validated simulation models and relevant computational and experimental data to assist with analysis and design work,” Prof Ranmuthugala explains.

They are also looking at optimum length to diameter ratios for vessels of different shapes operating both at depth and near surface. “We get to see what kind of wave patterns the subs create and, more importantly, what effects

In the towing tank, a Horizontal Plane Motion Mechanic (HPPM) allows for submarine models to be “wriggled around” in a horizontal plane under the water to obtain the various forces and movements acting on the hull.

zhi quan leong

researcher profile different length to diameter ratios. A lot of work goes into designing and maintaining underwater vehicles and Prof. Ranmuthugala says that AMC is justifiably proud of the part that it plays. “Australia is in the capability building phase at the moment. When new subs do come in, it is important to have the ability to test and understand them better. A number of projects carried out across AMC are making contributions to these areas mainly in collaboration with the Defence, Science and Technology Organisation (DSTO). “While DSTO have their own people involved in this, we are working with them to develop computer simulations and conduct relevant experimental work to build capability in underwater vehicle design and operations,’’ Prof. Ranmuthugala says.

Understandably, a lot of the information in this area is not available in the public domain, so most projects are often forced to cover the same ground.

“Our work will provide information on the hydrodynamic characteristics of these vehicles when operating at depth as well as near the surface.

“At AMC we can put a lot of our research in the public domain, as we use generic submarine models. This allows us to look at all sorts of different shapes and sizes, including some that can be applied to Autonomous Underwater Vehicles (AUV),” he says.

“While working with DSTO and providing them with information and data, we are constantly building on our own capabilities.

AMC has access to a number of generic submarine and AUV models for testing in the towing tank, including models that can have

“And it is important to get it right because bad designs or operational errors can result in serious consequences.”

“There are a lot of countries that use submarine and underwater vehicle technology, but there are very few who advance it.

Zhi Quan Leong

PhD Candidate

Originally from Malaysia, Leong completed a degree in Maritime Engineering (Ocean Engineering) through the National Centre for Maritime Engineering and Hydrodynamics before commencing his PhD at AMC. What wider implications will your research have? The developed underwater vehicle simulation model we’re working on can also be used by designers to evaluate the implications of different design options and manoeuvers without the need of the physical vehicle and pilot. This provides a safer and more cost effective means of testing. Where to next for you? The skills and knowledge gained through my postgraduate research and experience here at AMC will open a wide diversity of careers options in both academia and industry. For the moment though, my immediate goal is to finish my PhD! shore to sea

project: Development of a digital futures capability or competency framework Funding: Optus Systems Pty Ltd team: DR M. Bowles

Closed loop electronic medication management Funding: Enterprise Connect Researcher in Business PARTNERS: SVIDA and Phoenix Corporation team: DR M. Bowles

he time has come, according to Dr Marcus Bowles, when all businesses, including those in the maritime industry, need to embrace the digital age. Dr Bowles, of AMC’s National Centre for Ports and Shipping, is the Principal Research Fellow of the Digital Economy and Regional Futures (DERF) project. DERF looks at the impact of future technology, particularly in relation to local and global supply chains. In essence, it considers how a product moves from where it is produced to the point where it is consumed. “We are moving away from an employment base where everything was manufactured and produced. Most jobs are in service industries now,’’ Dr Bowles says. “The future lies with digital employment. People want to be able to communicate with, and distribute to, customers anywhere around the globe. Most of that can be digitally enabled.”

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ports and shipping Much of Dr Bowles’ research centres on the world’s progress towards a digital, or advanced, economy. It focuses on everything from microsupply chains right through to global export chains. It concentrates on the changes that a digital economy will force on all industries, not just those in the maritime arena. Dr Bowles cites Optus SingTel as an example of a company that recognises that the future is in its hands. “Optus engaged me to look at the company’s digital future, using Optus Australia as an example,’’ Dr Bowles says. “We worked with senior executives and clients to discover what the company would need to do better in the digital age, and what that would mean for the capabilities of the people in their organisation. “We told them that they should no longer class themselves as a telco, but a service organisation that sells products over a digital network.” As a result of the research, Optus has recently gone through a restructure which included the establishment of a new division called Group Digital Life. Dr Bowles says that Optus is a prime example of a company that is moving closer to its customers down a value chain. “The way that they manage supply and distribute product is changing. Everyone should be prepared to look at ways to improve their business processes, supply chains and complex systems. “There are common solutions that affect everybody during the deployment of technology across industries. We need to avoid looking at them from an individual discipline point of view.” Another DERF research project that has universal applications, this time with Tasmanian origins, was centred on a company that has developed a Closed Loop Electronic Medication Management System (CLEMM). CLEMM is an innovative hardware and software bundle that has been designed to improve patient medication compliance. >>

<< “It is a supply chain for medication from the point of prescription until it gets to the patient,’’ Dr Bowles says.

The time has come, according to Dr Marcus Bowles, when all businesses, including those in the maritime industry, need to embrace the digital age. “We can track a drug all the way from the point of production right through to its prescription and keep an electronic record. This means that any health provider can check to see what drugs an individual patient is taking, and how they will all interact. “Project partner SVIDA have also come up with an alert system designed to tell the prescriber not to give certain drugs because of potential adverse reactions.” Dr Bowles says that current health systems worldwide do not tend to operate in a closed loop system and, as a result, medication mismanagement costs around $77 billion dollars a year. “In Australia alone it is estimated to cost $1.9 billion annually. A startling 13 per cent of the errors that occur in the aged care industry are estimated to stem from medication mismanagement and three per cent of these result in deaths.

dr marcus bowles

“We did a research project on the market potential and support systems for a closed loop trial in Hong Kong. The Tasmanian innovator now has a project with a capitalisation that has risen from around $12 million to around $30 million. All this on the back of research that cost the company no more than $60,000. Half of this was Commonwealth funded, and nearly half of their own contribution was able to be seen as an R&D tax write off.”

Dr Bowles says that it was satisfying to see a Tasmanian company growing its export opportunities in a global context. “But it’s still just a microcosm of the opportunities.” Although the potential of new economic opportunity is endless, Dr Bowles says that digital literacy is not advancing at the same rate. “We can create solutions that will work, but we have to assume that digital technologies have to be smart, so smart people using the solutions no longer need to be IT experts.” “Technology can underpin a lot of things, but it’s not just about that. It’s about the efficiencies that we are trying to put into any value chain, whether it is in medicines, telecommunications or the maritime industry.” He points to the bulk grain and coal industries as tangible examples of how the digital age can affect the maritime industry. “These are among Australia’s biggest export industries. All of their buying and selling is now digitised and the process is going to become increasingly more automated,’’ he says “These are real changes, and they are happening now, and we need to be on board. The movement of knowledge, and the sharing of knowledge, increases the agility of any organisation.” Dr Bowles says that while the collection of DERF research projects might look completely random, the Futures Project put up research themes and found industry clients with a real need in the area. The approach ensures early wins and benefits that all participants can enjoy. “By looking at future technologies you are actually engaging in conversations about the future, forming a vision as to what lies ahead, and then initiating actions that make the vision real. “DERF can help people who are looking at business solutions that allow them to successfully participate in the local and global opportunities provided by the digital economy.”

researcher profile

Jianjun Lu

Visiting Researcher Professor Lu is visiting AMC from China Agricultural University where he is an Associate Professor in the College of Economics and Management. What wider implications will your research have? Our research about applying nanotechnology to supply chain management is expected to improve the efficiency and to reduce the costs of supply chain management. Where to next? Next we will research the potential of using intelligent agents to improve food supply chains. What would you say to someone considering undertaking a research project at AMC? In addition to the beautiful work environment, AMC has outstanding researchers, and a loose, free and vibrant research atmosphere. You can feel freedom, convenience and respect here.

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project: Understanding Southern Bluefin Tuna parasites and investigating ways to mitigate their influence on production Funding: Fisheries Research and Development Corporation Partners: Australian Southern Bluefin Tuna Aquaculture Industry Association, South Australian Research and Development Institute, Flinders University, University of Queensland, Queensland Museum TEAM: Prof B. Nowak, Prof. C. Carter, D. Ellis, Dr C. Hayward, Dr Trent D’Antignana, Assoc Prof T. Cribb, Dr R. Adlard, Dr N. Bott

rom little things big things grow, and it was a chance encounter with a small benthic marine worm that led to a discovery of worldwide acclaim. For Professor Barbara Nowak it also cemented a decade long relationship with the Australian tuna industry. Prof. Nowak, of the National Centre for Marine Conservation and Resource Sustainability, has many strings to her bow. She lists her research interests as fish health and immunology, and fish histopathology. She’s probably best known for leading research into Amoebic Gill Disease (AGD) and heads a large team of researchers on this topic. But it was the discovery of the intermediate host of a Southern Bluefin Tuna blood fluke that she credits as being “one of the most amazing scientific discoveries” that she’s been a part of. Southern Bluefin Tuna are ‘ranched’ off the coast of

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marine environment << “In the end he proved that it was on the Leatherjacket, which were coming in to eat leftover tuna feed. He proposed a strategy of reducing feed to reduce leftovers and also raising the nets further away from the bottom to reduce the infection. We haven’t seen any major sea lice infections for the last three years.” Blood fluke (Cardicola forsteri) are flatworms that live within the heart of a fish. The parasite has a complex life, which means that to complete a full cycle it needs two hosts. In this case tuna is the final host.

supervisor: prof. barbara nowak

“When we started our research no-one knew what the intermediate host was. There was only one life cycle known for the marine fish blood fluke worldwide. This life cycle was discovered via tank experiments,’’ Prof. Nowak says.

Port Lincoln in South Australia. Wild fish, between the ages of two and four, are caught in the Great Australian Bight and towed, in big pontoons, back to the ranching zone near Port Lincoln where they remain, in static pontoons, for up to six months. Almost the entire quota is sold to the Japanese sashimi market.

“We can get buckets of blood, we can get gills and guts, but due to the high value of the fish we can’t really take muscle tissue, nor can we get brain samples... it’s quite limited really.”

“Because the fish are very expensive, a lot of the research needs to be done opportunistically. We can’t do experiments in tanks so we very often collect samples at harvest,’’ Prof. Nowak says. “We can get buckets of blood, we can get gills and guts, but due to the high value of the fish we can’t really take muscle tissue, nor can we get brain samples... it’s quite limited really.”

“Obviously tank experiments weren’t an option for us, so we had to look for the infected host in other ways. We sorted through lots of benthic materials for anything that might live in the sediment. Some of it was taken by divers and others using benthic corers.

Prof. Nowak’s work began with the tuna industry more than 10 years ago. Her first project involved desktop research on the baseline parasites that exist on normal tuna. “We looked at a lot of gill parasites and we also considered a ciliate, which can affect the brain of the tuna,’’ she says.

The group looked through more than 10,000 little organisms during five trips to the Port Lincoln area. It was only on their last trip when they struck gold.

“But in the end we discovered that there are only two significant parasitic conditions that may have some impact in tuna – the blood fluke and sea lice.”

“That was when we found a little polychaete, a little worm, infected with something that appeared to be the life stage of blood fluke that we were looking for,’’ Prof. Nowak says.

Southern Bluefin Tuna (Thunnus maccoyii) are only ever infected with adult sea lice, so the species was identified and the host of the early life stage was tracked down. “My colleague Dr Craig Heywood suspected that early stages were being carried to the pontoons via another fish species,’’ Prof. Nowak says. >>

When one of the group’s collaborative researchers came to pick up the samples he was told to “make himself useful” while things were being wrapped up.

nicole kirchhoff with a giant southern bluefin tuna

“He also found an infected polychaete but it had a different parasitic infection to the one that we had found in our other four samples,’’ Prof. Nowak says.

After dissecting the blood flukes that had been found, molecular methods were used to identify which one was Cardicola forsteri. “Because there is so much tuna in the Port Lincoln area we all expected that the final sample would be discounted, but it turned out to be the other way around.” The findings were published in the International Journal for Parasitology. This was the first molecular confirmation of the lifecycle of the marine fish blood fluke in the world and only the second lifecycle confirmed.

researcher profile

“We have now shown that this species of blood fluke is present in other species of tuna worldwide. We don’t know that the intermediate host is exactly the same, but it will always be something very closely related.’’ Prof. Nowak says.

Nicole Kirchhoff PhD Candidate

Originally from Florida, USA, Nicole received her B.S. from University of Miami in 2005 and a M.S. from the University of Maine in 2007. In July 2008, she began her PhD at AMC, researching the health and performance of Australian ranched Southern Bluefin Tuna.

She says that while blood fluke does not affect fish product quality and is no threat to consumers, it can affect fish physiology, and thus fish growth performance. “While it has been implicated as a contributing factor in tuna mortality, I personally have not seen any pathology that would suggest that this is the case.” These days Prof. Nowak’s initial collaboration has expanded into a myriad of tuna-related projects, all of which have the potential to provide either long or short-term benefits to the industry. PhD candidate Nicole Kirchhoff, undertook a project with a company that ranched tuna further away from Port Lincoln. These were at offshore sites with a depth closer to 40m rather than around 20m.

gills and guts form the basis of much of the tuna research Australian tuna, both wild and ranched, have the lowest level of chemical contamination worldwide. “Studies like this help our tuna get into markets that they had never been in before,’’ Prof. Nowak says.

“We were hoping that the distance between the water column and the bottom of the pontoon nets would take the fish away from the intermediate host.

At the last count she is supervising 14 PhD candidates, with at least three more coming this year, along with two Masters students.

“And in this case, it did. These particular fish were not infected at all.” Other projects looked at chronic and acute stress effects on fish, and managing parasitic infections.

“We are the only group in Australia that does research on tuna health, but we also provide training. This includes the production of a CD-Rom on tuna health, and involves a number of PhD candidates and honours students.”

“We discovered how to determine which groups of fish were under stress at harvest and which weren’t.”

She says that working with the tuna industry has been a “very satisfying experience”.

AMC PhD candidate Mark Polinski, is working on a long-term project on tuna gene expression that looks at a number of different factors in vitro and in vivo.

“The tuna industry is very educated, very switched on and always looking to improve their practices. In the last decade there has been quite amazing progress.”

PhD candidate David Padula, who graduated in 2011 winning the Rob Lewis Medal, showed that

What led you to undertake this research? I have a deep passion for aquaculture, fisheries, and conservation. What was the most rewarding part of your research? Watching my research instantly come to life as increased fish welfare and survival, changes in industry management, and recognition through publications and conference presentations. What would you say to someone considering undertaking a research project at AMC? If you are looking for international recognition of your studies, world class facilities, countless opportunities to follow your passions and to be part of a close-knit community of like-minded people, then you could not find a better place than AMC.

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project:

maritime engineering

“The industry has evolved over the years, but nobody has really done much work in terms of understanding the physics of the problem: learning to understand what the key drivers of drag are.”

Empowering industry: energy audit of prawn trawler with auxiliary sail power Funding: Fisheries Research & Development Corporation INDUSTRY PARTNER: FV Sea Lion

Prof. Thomas points out that it’s only when you get to look at something in a lot of detail, such as a sail on board, that you can really work out what kind of cost savings you can make.

supervisor: assoc. prof. giles thomas

TEAM: Assoc. Prof. G. Thomas, R.Frost

Optimising a novel prawn trawl design for minimum drag and maximum eco-efficiency Funding: Fisheries Research & Development Corporation INDUSTRY PARTNERS: David Sterling, of Sterling Trawl Gear Services, Dr Matt Broadhurst, of the Fisheries Conservation Technology Unit in NSW TEAM: Assoc. Prof. G. Thomas, Dr J. Binns, C. Balash, Prof. N. Bose

ighty-two Olympic swimming pools. That’s equivalent to the amount of diesel fuel the Australian commercial fishing industry uses in a year.

205 megalitres. That’s a lot of diesel fuel. And that’s definitely a lot of money. By anyone’s standards commercial fishing could be considered an energy intensive food production method, and trawling amongst the most intensive. Fuel costs eat up around 35 percent of the average

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prawn trawler’s production costs, and Associate Professor Giles Thomas, of the National Centre for Maritime Engineering and Hydrodynamics, says this can be improved. “The fishing industry as a whole wants to radically improve the energy efficiency of its operations, primarily due to the rising cost of fuel. This has flow-on effects down the whole supply chain,’’ he says.

He says the consumer is becoming increasingly aware of the long-term ramifications of issues such as greenhouse gas emissions, and that the European trend of tracking the carbon output of supermarket products is about to hit our shores.

“The industry has evolved over the years, but nobody has really done much work in terms of understanding the physics of the problem: learning to understand what the key drivers of drag are,’’ Prof. Thomas says.

But, like every business or building in a land-based audit system, every fishery and vessel is different. Prof. Thomas warns that there is no broad solution.

The two main drivers of drag are the netting, or twine size, and the actual shape of the net.

“There is such a wide variety of operations. It’s very hard to make assumptions about what people ought to do. That’s why energy audits need to be done on a series of vessels.”

“It’s all about the way that you cut the item and join it together to get the shape that you want.

“This is where most of the energy goes on a prawn trawler,’’ he says. “The biggest cost comes from fuel. There’s wages, insurance, boat maintenance and all that, but it all pales in comparison to fuel.

The first highlights the potential of alternative auxiliary powering systems, such as sails, to radically reduce fuel consumption onboard fishing vessels. The second looks at one of the main drivers of drag, and therefore fuel consumption on prawn trawlers, the net. Prof. Thomas recently attended a United Nations Food and Agriculture Organisation (UN FAO) forum on renewable energy in Rome, and says that the economic productivity of the world’s marine environment can be boosted by a taking a more sustainable and environmentally-friendly approach to maritime activities.

“The results from an energy audit on a commercial vessel will provide valuable information to other fishers on the benefits, or otherwise, of fitting such a system,’’ he says.

There’s no doubt that Prof. Thomas’ prawn trawl net project is a direct result of his energy audit work.

Prof. Thomas is currently working on two innovative research projects with the aim of helping to alleviate this problem.

“The biggest period of fuel consumption is when they are trawling – dragging the nets through the water. So, what we are doing is looking systematically, and quite innovatively, at net design to try and come up with a radically improved version of what is currently being used.” “Fuel usage is the biggest cost outlay, and the biggest carbon contributor, for most fishing vessels, even taking into account the building process and transporting produce to market. So anything that we can do to reduce that is not only good for the fishermen, but it also contributes to a certain amount of greenhouse gas reduction,’’ Prof. Thomas said. “There are an estimated 2.3 million fishing vessels worldwide. In terms of global impact it may not seem like much, but in terms of the

fishing industry it’s a big deal. The global fisheries industries annually emit more than 130 million tonnes of CO2 into the atmosphere. “People are going out of business because they can no longer do it efficiently.” Prof. Thomas says that while several fishers in Australia have installed sails onto their vessels, with the aim of reducing fuel consumption, no investigations have been conducted to test the effects on performance and costs.

The energy audit will use a “marinised” version of the traditional land-based energy audit systems. “Firstly we look at the business as a whole. Then work out what the operational profile of the boat is, honing in on what might be best for that particular vessel,’’ Prof. Thomas says. “The best options might include retrofitting a bulbous bow, perhaps changing the lighting system on board, or even recommending a different operational speed.”

challenges over the last three decades in respect to the need for improved energy efficiency and environmental performance of its trawl gear.

For the uninitiated, prawn trawl nets are different from traditional fishing nets. Instead of one big net being dragged behind the boat, prawn trawlers use a series of up to five smaller nets. Trawl net design is considered a difficult research area because of the way the net reacts in the water. Due to the complexity of the design space, a trial and error approach isn’t ideal. As a consequence, the prawn trawling industry has not been able to deal quickly and effectively with the mounting

“A net is like an item of clothing,’’ Prof. Thomas says.

“When you then drag that through the water, the angle that you drag that on is also going to have considerable effect.” Prof. Thomas says that the first stage of design involves model nets using full-scale materials in the AMC’s circulating water channel. “Then we systematically look through design changes that we can test at model scale. We can measure drag, but we can also monitor water velocities around it, to help to determine what is happening,’’ he says. “Then we can go out to full scale. You can do work at full scale with instrumentation and load cells, but you can also use underwater video cameras to check how it is behaving as well.” Final full scale tests are due for completion by early 2013. The goal is to come up with a better net design that will contribute to a significant drag reduction. “The outcome of the project could provide a typical operator with a $30,000 cost reduction a year, based on estimated drag saving, which equates to millions of dollars for the Australian industry.’’

researcher profile

Cheslav Balash

Post-Doctoral Researcher Cheslav Balash was raised on the Russian coast of the Baltic Sea; he completed his undergraduate degree in Russia, his masters degree in Canada, and his PhD at AMC. Cheslav is now a Post-Doctoral Research Fellow with AMC’s National Centre for Marine Engineering and Hydrodynamics. What is your role in this project? I am responsible for the design, conduct and analysis of flume tank tests and sea trials. I also lead dissemination of the outcomes to industry through workshops and publications. What is the most rewarding part of this research? It is a very rewarding feeling to provide tools which directly benefit industry and maximise eco-efficiency. What would you say to someone considering a research project at AMC? Tasmania is a very inspiring island – with a diverse landscape and a rich number of outdoor and social opportunities. I find AMC an excellent base for ocean engineering research. shore to sea

project: Application of light systems as by-catch reduction devices FUNDING: Department of Innovation, Industry, Science, Research and Tertiary Education, Energy Options International Pty Ltd TEAM: N. Rawlinson, Dr T. Gaston, Assoc. Prof. G. Thomas, R. Frost

ext time you admire the piles of trawled prawns at your local fish market, consider the fact that for every kilogram of the orange delicacy that you see, between 3 and 20 kilograms of unwanted sea life have been caught at the same time as by-catch. While by-catch is a problem across a range of fisheries, the proportions of non-target to target species in prawn fisheries is quite high. A prawn trawl net is traditionally fairly indiscriminate about what it takes. When it is being dragged across the ocean floor, for species like tiger prawn, the odds of unwanted fish are even higher. In the worst areas of the tropical Northern prawn fisheries up to 90 per cent bycatch has been recorded. Globally around 2 million tonnes of unwanted fish are discarded each year by prawn trawlers. New AMC by-catch research team head Nick Rawlinson, of the National Centre for Marine Conservation and Resource Sustainability, says that an AMC research project is aiming to shine a light on this age old problem.

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marine environment

supervisor: nick rawlinson

researcher profile

Darcie Hunt

Mr Rawlinson is all too familiar with the nature of the by-catch issue in Australia.

PhD Candidate

“Prior to joining AMC nearly 20 years ago, I was working with the CSIRO when this issue first came up,’’ Mr Rawlinson says.

Globally around 2 million tonnes of unwanted fish are discarded each year by prawn trawlers.

“In those days turtle by-catch was the biggest issue. We tested net grids and came up with a design that was well accepted by industry.” He says that while a lot of positive things have come out of studies into the problem, the issue has evolved over the years and small fish by-catch is the problem that is proving the hardest to solve.

<< The by-catch project has now been underway for three years, trialling custom underwater lights adapted to a trawl net. In the first two trials alone, by-catch was reduced by 30 and 20 per cent and prawn catch increased by 30 and 5.5 per cent, respectively.

“There is not one solution that fits all scenarios, that’s the problem.”

AMC’s training vessel Bluefin has been utilised during the trials.

Over the past two decades a variety of by-catch reduction devices have been developed, involving things like fish eyes and square panels of largersized mesh placed at the top of the nets to encourage fish to turn around before they get too far in. While some things do let smaller by-catch escape, they also run the risk of letting prawns out too.

“While trials were also conducted in the Northern Prawn Fishery, the Bluefin trips were a chance to test the light reaction of non-tropical species,’’ Mr Rawlinson says. “Results so far have been promising, but now we need to try different things like alternative orientations, power and colour. And all these things need to be tested to see if reaction varies in different species,’’ Mr Rawlinson says.

Mr Rawlinson says that while the prawn industry realises that something clearly needs to be done about the issue, like any business, they don’t want to see a loss of income. Team Bycatch has found a way of exploiting the natural fish aversion to artificial lights. By placing LED lights on the front of a trawl net they have seen a reduction in the amount of unwanted fish netted. Prawns, on the other hand are attracted to the lights. >>

Team Bycatch has recently been boosted by a new collaborative research agreement with a Hobart-based company that creates high-end LED lighting systems.

phd candidate darcie hunt onboard amc’s training and research vessel bluefin

Energy Options International Pty Ltd and AMC now aim to further develop the technology.

The next phase of the project will concentrate on how the lights are positioned. Because of the wide variety of by-catch within the Northern Prawn Fishery it is hoped that light orientation will provide a viable solution. While LED are low energy output there are also plans in place to develop a light that can be automatically charged via the trawling process. The stakes are high. Market research has identified a $500 million market for a successful light emitting by-catch reduction device. “If we get this right it’s not only environmentally beneficial, it helps the industry as well,’’ Mr Rawlinson says. “They don’t want the extra catch. It takes time to sort target from non-target species. And if we can reduce the extent of the by-catch in a trawl there will be less weight to drag and therefore less fuel usage. “If prawn catch rates can be increased as well, it potentially means that fishers will be able to catch the same amount of prawn in less time, meaning less labour costs, less expenditure of fossil fuels and less of a carbon footprint.”

Darcie completed a Bachelor of Applied Science (Marine Environment) majoring in Fisheries Management and a year of Honours research, before commencing her PhD studies at AMC. What is your role in this project? My role in this project is to research the effect of light on individual species and investigate the reasons for finding these differences, whether it is due to the physiology of the animal or its habitat preferences. What led you to undertake this research? What started as a general interest in the marine environment and a love of fishing developed into a passion for ensuring that we have fish for the future by further increasing the sustainability of fisheries. What wider implications will your research have? It is possible that this kind of research can extend to other fisheries and maybe even other countries as I hope to provide the underlying biological reasons to a fish’s reaction to light. What would you say to someone considering undertaking a research project at AMC? I would highly recommend it. AMC has provided me with the experts and specialised facilities I need to complete my research.

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project: Powering optimisation of large energyefficient multihulls operating at critical speeds Funding: Australian Research Council Linkage Project industry partners: Incat Tasmania Pty Ltd, Revolution Design Pty Ltd, Wartsila Netherlands BV, Maritime Research Institute Netherlands

“Incat is working on the design of its larger ferries. The new transport ships are designed for 25-30 knots. They are also planning on increasing the size to between 130-160m,’’ Prof Bose says.

obart-based shipbuilder Incat is currently a world leader in wave-piercing catamaran technology. Thanks to its innovative design and construction techniques its multi-hulled vessels currently operate in more than 20 countries. This kind of innovation takes an open mind and a willingness to experiment, according to AMC’s Prof. Neil Bose, of the National Centre for Maritime Engineering and Hydrodynamics. The project combines teams from AMC, Incat’s Revolution Design Pty Ltd, Wartsila Netherlands BV (a propeller and water-jet designer) and the Maritime Research Institute Netherlands (a hydrodynamic research facility). This project is designed to keep Incat at the cutting edge of

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“The Incat vessels are not designed for propellers. The hulls are uniquely shaped to encompass water jets.”

innovation. Incat’s current multi-hulled vessels are traditionally propelled by four water jets, travel at a high speed of 40-50 knots and range in size up to 112m.

TEAM: Prof. N. Bose, Assoc. Prof. G. Thomas, Prof. M. Davis, Dr J. Binns, T.J. Roberts, R. Verbeek, S. Carter, F. van Walree, G. Davidson

maritime engineering

<< “Resistance doesn’t increase linearly. As speed increases a vessel goes through a point where the drag of the vessel is relatively high. This sets in at about medium speed with water jets. “This is another reason for considering propellers.”

“And that is considerably bigger because the size, in naval architecture terms, is really the cube of the dimensions.”

Prof. Bose says that although a technical solution is the end goal, the team also has to keep cost-effectiveness in mind when considering options.

The team, with the assistance of an Australian Research Council Linkage Project grant, have to concentrate on three aspects of new design. The first is to work out how to best propel the proposed vessels.

“Cost must underpin everything. While we might uncover a way to do something really efficiently, if the expense outweighs the benefit, it’s pointless.

“Water jets are fine at high speeds, but at medium speed (25-30 knots) they are not necessarily the best option,’’ Prof. Bose says.

“The Incat vessels are not designed for propellers. The hulls are uniquely shaped to encompass water jets.”

“Our job is to work out whether a propeller system or a water-jet propelled system is the better of the two for this kind of operation. A project aim is to accurately predict the powering requirements of these medium-speed multihulls.

“Propellers, envisaged at around 3m in diameter, currently would need to extend at least a metre out of the sides of the vessel. They would be very exposed there.”

“We also need to try and uncover whether there are any other propulsion alternatives.”

The team will also look at the computational side of the project, creating a computer simulation of both the propulsion and powering systems.

Much of the propulsion testing will take place in the AMC’s towing tank facility. “At medium operating speed, water-jet propelled vessels hit what is known as the drag hump,’’ Prof. Bose says. >>

prof. neil bose onsite at incat

Prof. Bose says that finding the right solution, and accurate marine powering prediction methods, would be in the best interests of the industry as a whole.

“We need to keep an open mind on how best to make the transition to the era where speed takes a back seat to fuel efficiency and environmental requirements.” An AMC Masters project, not part of the current ARC Linkage Project, illustrates even more alternatives that could be available in the future. “Robert Clifford is very interested in paddle propulsion. He has a paddle-propelled vessel that he has tested. Masters candidate Dave Harte will take a model of that paddle design and test it at high speed in our towing tank,’’ Prof Bose says. “While it might be considered a bit ‘out there’ in some engineering circles, it really does have some potential. “Traditionally paddles have only been considered for slow speeds, but when the paddle propelled vessel was first tested it achieved 32 knots. At this stage it’s only about 35-40 per cent efficient, but that’s not bad for a high speed device.” “So we are continuing the spirit of innovation with this, even if it is only in a peripheral way.” The project team aims to have achieved a successful outcome by 2014, and Prof. Bose says that it will be crucial to ensuring Australia continues to lead the world with its shipbuilding. “Incat is a huge success story for Tasmania and AMC is pleased to play a continuing part in that.”

researcher profile

Max Haase

PhD Candidate

Max studied mechanical engineering and specialised in naval architecture at the University of Rostock in Germany. He worked on an interdisciplinary research project on autonomously acting rescue boats at the University of Rostock with a focus on manoeuvring of small craft in heavy sea, before commencing his study at AMC. What led you to undertake this research? After finishing a research project at the University of Rostock, Germany, I was looking for a new challenge in naval architecture. The great facilities, the experienced staff and the innovative topic convinced me that this project would be the perfect option for me to progress my career in maritime hydrodynamics. What is the most rewarding part of this research? Working at an internationally recognised university together with a world-leading ship yard (Incat) and their engineers and to see how this research actually influences new designs of a new class of highly efficient catamarans.

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project:

marine environment << Putting it into a local context, Dr Bolch explains that he has particular interest in an alga that creates widespread toxic blooms in southern Tasmania.

Marine phytoplanktonbacterial interactions Funding: University of Tasmania internal funding grant, Australian Research Council TEAM: Dr C. Bolch

t’s the little things that matter to Dr Chris Bolch, of the National Centre for Marine Conservation and Resource Sustainability.

Dr Bolch studies the relationship between phytoplankton, the ‘microscopic plants’ that are the basis of the marine food chain, and the bacteria that live in close association with them. His specific research interests include harmful and toxic algae, algal systematics and biogeography, and marine microbial interactions. “My research combines traditional laboratory culture and field studies with molecular and more recently genomic techniques to tackle questions in algal and microbial ecology/biology,’’ he says. Like every other living organism on the planet, including humans, phytoplankton live with a distinct community of bacteria that affect it one way or the other. Just like in humans, bacteria can cause disease and death, or their bacterial community can throw their systems out of whack. “The nature and type of bacteria that live with the algae cells themselves have a huge impact on how they respond and how they grow. They can attack them directly and kill them or, like

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“I call it my favourite dinoflagellate,’’ he says. ”There is evidence that a particular microbial community develops early on in the algal bloom formation, which is integral to that species coming to dominate the phytoplankton of the area. In turn, a different bacterial population develops when the bloom is running out of nutrients that suddenly turns nasty and attacks the bloom. It dies much more quickly than we can model or understand,’’ he says. A lot of Dr Bolch’s work involves the creation of experimental models.

probiotics in humans, they can support their health and growth. “That, in turn, has a huge influence on how phytoplankton populations behave and the level of primary production in the oceans.”

“Without understanding how a complex system is going to respond we can’t predict it.”

Dr Bolch says that the link between the phytoplankton and bacteria communities is currently very poorly understood. The areas are typically dealt with by different scientific disciplines who consider the populations independently, but he says they are actually intimately linked in the ocean.

“This involves bringing the organism into culture and seeing how it responds to different bacteria. Rather than dealing with a culture that might have 50 to 100 different bacteria in the algal cell, we have some techniques here that allow us to construct a simple community with only a few types of bacteria.”

“What interests me is how they are linked and what effect that interaction has on things as diverse as algal blooms, right through to how they influence things like long-term climate change.”

“Models are a crucial part of any science. They are all simplifications of reality/nature which allow you to understand how things interact. You can affect the growth of algal species purely by changing the microbial community and nothing else. That is something quite new for phytoplankton ecologists to consider.”

Dr Bolch says that the aim of his research is to provide a greater understanding of why particular organisms and species dominate at particular times of the year. “Certain groups of phytoplankton appear at particular times of year, based on the supply of nutrients such as nitrates and phosphates, but we have limited understanding as to why particular species, particularly harmful ones, may dominate at any particular point in time. “It can’t be explained purely by physical or seasonable variables. There is a biological or interactive element in the community, which includes the bacteria.” >>

Dr Bolch says that if we better understand these interactive dynamics, scientists will be able to better predict phytoplankton blooms and what’s going to happen in response to change, including climate change.

dr chris bolch studies the relationship between phytoplankton and bacteria

“Large scale changes in temperature and ocean acidity will all have unpredictable effects because the ocean is such a complex system, driven by interactions among many different

organisms. The interaction between bacteria and algal cells is only one component of that. A missing component.” He says that while we understand how the physical variables effect various compartments of the marine community, we actually don’t understand the interactive components. “If ocean acidity goes up, there are predictions about what will happen to organisms in those situations. But, we might find that the interactive effects among the microbial community either completely mitigate the effect, or might act synergistically to make it even worse. “Without understanding how a complex system is going to respond we can’t predict it.” Bringing it back to a local scale, Dr Bolch says that research like his also has the potential to be beneficial to marine industries like the shellfish industry. “When blooms appear, the toxin produced can have negative impacts on the rest of the ecology in the area. The toxin can accumulate in shellfish and the industry has to close down for anywhere from six weeks to six months at a time, until the toxins go away. “If we can predict where and when those blooms are going to happen they can manage their stock effectively.” Dr Bolch says that it has been a long slow road to prove to the scientific community that microbial interactions are relevant. “As ecologists, we have known these interactions are important for over 25-30 years, but we have made so little progress on understanding how they work.’’ He says that the devil is in the detail. “You can’t ignore the detail because complex systems will respond completely unexpectedly, and even chaotically. The interactive links can very quickly turn an expected positive to a negative. “It’s the smallest things that can have the furthest reaching effects.”

researcher profile

Maria Albinsson

PhD

Originally from Sweden, Maria Albinsson studied the interactions between Perch and toxic microalgae in the Baltic Sea, and the interactions between microalgae and parasites in Chesapeake Bay, USA, before coming to AMC to complete her PhD in Marine Ecology. What is the most rewarding part of your research? The concept of algae and bacteria interacting with one another is still fairly new, and there are lots of questions out there still waiting to be answered. I think this is what makes it such a rewarding field of research; there are still so many aspects that are unknown and even the slightest discoveries are worthy of attention. Where to next for you? After finishing my PhD I got a short-term research position with the CSIRO Marine and Atmospheric Laboratories, and, I am still there today, but now as a postdoctoral fellow. What would you say to someone considering undertaking a research project at AMC? Go for it! I learnt so much during my PhD years. It’s worth all the blood, sweat and tears in the end. shore to sea

project: Underwater explosions (UNDEX) and cavitation dynamics adjacent to an elastic plate Funding: Defence Science & Technology Organisation TEAM: Dr I. Penesis; Assoc. Prof. P. Brandner, S. Cannon (DSTO), W. Reid (DSTO), K. de Graaf

ir guns and seismic explosions. Sounds like props for a Boy’s Own adventure doesn’t it?

Dr Irene Penesis and PhD candidate Katrina de Graaf, of the National Centre for Maritime Engineering and Hydrodynamics would beg to differ. These are the scientific tools used to ensure that the Royal Australian Navy (RAN) can safely test its vessels in an environmentally friendly manner. During commissioning, all naval ships need to be shock tested. Vessels are currently taken miles off shore where an explosion, usually TNT, is set off next to them. This is designed to test structural integrity and vessel response. “But this is obviously quite expensive, time consuming and not considered to be environmentally friendly,’’ Miss de Graaf says. An underwater explosion forms a gas bubble that, firstly, creates a shock wave and secondly, creates pulses in the water as the gas in the bubble expands and contracts. Both of these can cause serious damage to surrounding structures.

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maritime engineering “We are trying to model the underwater explosion, the behaviour of the explosion and how that explosion affects the structure when it impacts. It’s all about the fluid/structure interaction.” An underwater explosion can have a significant impact if it occurs close to a structure like a submarine or ship hull. “It can go from just damaging the external structure, right through to actually being sucked into the structure and exploding inwards rather than outwards. That’s where the major damage can happen and that is why the RAN is very interested in investigating this,’’ Dr Penesis says.

co-supervisor: dr irene penesis

Seismic airguns, which are commonly used for underwater geophysical exploration surveys, are now being used by the US and UK navies as an alternative to underwater explosions for shock testing ships. Seismic air guns fire a ball of compressed gas into the water. This highly pressured bubble, which rapidly expands and then pulses, is very similar to a traditional underwater explosion.

“This project looks at the replication of the shockwave that happens underwater when an explosion goes off near a vessel or a structure.” “It allows them to build better ships and better structures, but it also allows them to gain an understanding of the best place to release these explosions and the best way to go about positioning the explosions.

“But these are more easily repeated, more environmentally friendly and easier to use and test alongside or in harbour,’’ Miss de Graaf says. The Defence Science and Technology Organisation (DSTO) and AMC are now investigating the viability of using seismic airguns for RAN vessel testing.

“It also helps them to understand the modelling and the behaviour of an explosion so that they know the risks and the liabilities involved because usually it’s people who are detonating these type of structures.”

Dr Penesis says that the research is an integral part of the Australian Maritime College’s on-going relationship with DSTO and is being conducted in collaboration with the Maritime Platforms Division.

Miss de Graaf’s particular niche in the project is to model the airguns and the dynamics of the bubbles that they produce.

“It will provide a greater understanding of the dynamics of an airgun-produced bubble through a series of laboratory scale airgun experiments and the development of a Smooth Particle Hydrodynamics (SPH) simulation tool,’’ Dr Penesis says. “This project looks at the replication of the shockwave that happens underwater when an explosion goes off near a vessel or a structure. >>

phd candidate katrina de graaf in amc’s cavitation research lab

The airguns DSTO own are traditionally cylindrical, about ½m long, about 30cm wide, and have 4 holes for air release. A moving shuttle inside the cylinder forces out the air. Miss de Graaf is conducting laboratory scale model experiments to simulate firing in an infinite domain and near a vertical, surfacepiercing, flat, rigid plate. The airgun model will be fired at a range of depths and stand-off distances from the plate.

The dynamics of the bubble will be captured using a high speed camera through both an underwater viewing window and above the surface (to view the plume). The shockwave and pressure field will be measured using an array of pressure transducers. “Several airguns will need to be used in an array because they aren’t as strong as TNT explosions. But if you put them together you can effectively do sections of the ship at a time,’’ Miss de Graaf says. “Because the airguns aren’t as strong, TNT might still be required for initial testing, but they are still safer, more effective and more repeatable so the RAN should be able to do additional testing more often.” To further increase the efficiency of shock trials Miss de Graaf is also doing numerical modelling of explosions, using SPH. A numerical model creates a computer simulation of the event so that physical experiments aren’t always required. SPH is a meshless particle approximation that is considered ideal for simulating the dynamics of an underwater explosion. This is due to its inherent ability to model large deformations and inhomogeneous effects. The model will be capable of simulating the shockwave and pressure field of the bubble in the presence of a free surface and rigid plate. “Modelling saves trial and error. Setting up an experiment still takes more time than running models,’’ Miss de Graaf says. “A computer model allows for better planning of experiments. As the models get validated and developed they can be used more often than experiments, and to determine the most effective experiments to perform.”

researcher profile

Katrina de Graaf PhD Candidate

Katrina completed a Bachelor of Engineering (Naval Architecture) at AMC in 2007. She is now completing her PhD investigating the bubble dynamics, shock wave and pressure field produced by seismic airguns. What is your background? After completing my undergraduate degree I worked with the Defence Materiel Organisation for 2.5 years, mainly working with the Collins Class Submarines in Adelaide. I then returned to AMC to begin my PhD in August 2010. What is the most rewarding part of your research? The opportunity to work with both numerical and experimental models - and to contribute something novel to the field I am researching.

Dr Penesis says that the project’s methodology is going to give the RAN confidence and help support what they are trying to do full scale. “To be able to test on a small scale in an area like AMC’s Cavitation Research Lab allows for greater understanding of the mechanics of the problem.”

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project: Australian national ship exhaust emissions inventory Funding: Australian Shipowners Association; Fremantle Ports; Newcastle Port Corporation; North Queensland Bulk Ports Corporation Limited; Port Hedland Port Authority; Port Kembla Port Corporation; Port of Melbourne Corporation; Port of Townsville Ltd. TEAM: Dr L. Goldsworthy, B. Goldsworthy

ore than 90 percent of the world’s goods are carried by sea. More than $202 billion of international exports passed through Australian ports in 2008-2009 alone. That’s about 10 per cent of the world’s tonnage. It’s big business. But, in this era of environmental awareness and emissions trading schemes, like all other big businesses, the shipping industry recognises the need to be a good global citizen and play its part in reducing emissions to the atmosphere. However, unlike land-based industries, there is currently limited knowledge about both the emissions from ships in coastal regions and ports in Australia, and the effects of these emissions on air quality and the atmosphere in coastal urban regions. As part of the Australian National Ship Exhaust Emissions Inventory, Dr Laurie Goldsworthy, of the National Centre for Maritime Engineering and Hydrodynamics (NCMEH), will look at ways to quantify and potentially reduce the emissions

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maritime engineering << Market based measures for reducing ship greenhouse gas emissions are under active consideration. A number of other emissionreducing initiatives, involving individual ports and ship operators, have also been put in place or are under development.

from ship exhausts in Australia. Australian ports and shipowners are actively participating in this research to obtain better information regarding ship emissions in ports and on the coast, to assist with planning for future growth and development.

Dr Goldsworthy, along with his son Brett, also from NCMEH, will quantify the emissions that are coming from ships in Australia using a year’s worth of ship movement data from the Australian Maritime Safety Authority (AMSA).

“The first area to study is the impact of ship emissions on air quality. Global studies have shown that in places where there is a concentration of shipping along the coast, ship emissions have the potential to impact on human health.”

Each ship possesses an automatic identification system. Ships automatically report their speed, position and heading. These signals are picked up by ground stations and then AMSA collates the data.

The second area to focus on, he says, is the shipping industry’s longer term contribution to greenhouse gas emissions.

“Australia runs a high standard of ships. The more of those high-standard ships out there serving the coast, or even running internationally, the better.”

“Greenhouse gas emissions from the global shipping industry are the equivalent to that of a developed country like Germany. Just as developed countries are under pressure to bring their contribution down, shipping is also required to do the same,’’ Dr Goldsworthy says.

“From those individual data records we can identify the ship, its speed, location, characteristics, size, types of engines, etc. Using that information we can work out at what rate it is putting emissions out into the atmosphere.

But the industry shouldn’t be demonised. “Even though I am talking about potentially significant emissions and the need to reduce them, the fact of the matter is that shipping, from a greenhouse gas point of view, is the best option that we have for transporting goods over large distances.

“After quantifying and mathematically modelling those very large data sets we can use atmospheric models to look at how those emissions are transported through the atmosphere.”

“Australia runs a high standard of ships. The more of those high-standard ships out there serving the coast, or even running internationally, the better.”

Dr Goldsworthy says that contribution made by ship emissions to total pollution loads in urban areas is calculated as a percentage of existing emissions from road, rail, industry and other polluters. The total potential health effects are also apportioned.

The global shipping industry, through the International Maritime Organisation, is implementing measures to reduce ship engine exhaust emissions. These include the progressive reduction of allowable global fuel sulphur levels and the introduction of the Ship Energy Efficiency Management Plan and Energy Efficiency Design Index to moderate greenhouse gas emissions. >>

brett and dr laurie goldsworthy

INSET: SO 2 emissions from shipping around Australia in 2001 (total emissions in each 0.1x0.1 deg grid cell over 1 year). Data derived from Wang et al (2008): http://coast.cms.udel.edu/ GlobalShipEmissions/Inventories/

The national inventory not only calculates the emissions from each ship, it also locates them. A colourful map on Dr Goldsworthy’s wall highlights the extent of sulphur dioxide emissions along the major shipping and trading routes around Australia and to Asia and New Zealand.

There are three different sources of emissions generated by fossil fuel combustion on board vessels. The primary source is the main engine(s) of the ship. The other sources are the auxiliary engines and boilers used to provide electrical power and heat. The main propulsion engines consume the most fuel while vessels are at sea. Auxiliary engines and boilers run both while vessels are at sea and also at berth. Dr Goldsworthy says that there are numerous options available to assist the shipping industry in its quest to lower emissions, but the crucial factor was economics. “To be economical, the shipping industry needs cheap fuel, but cheap fuel has a lot of sulphur in it compared to what is being used in other forms of transport. Sulphur emissions are one of the biggest causes of health problems,’’ he says. “That’s partly where renewable fuels come in. They are generally very low sulphur, so they’ve got the potential to reduce those emissions. They could also reduce net lifecycle greenhouse gas emissions.” Dr Goldsworthy believes that the biofuels industry has evolved past the use of edible oils as a source of energy. The second and third generation technology is now focusing on the use of very low grade biomass, which is sourced from fibre. “But whether we will ever be capable of producing enough biomass sustainably to satisfy shippings needs and to seriously impact on fossil fuel usage is the question,’’ he says. “The International Maritime Organisation (IMO) is trying to bring the sulphur content of fuel down via various UN conventions, but that might be achieved by going to alternative fuels, not necessarily renewable fuels. There are low sulphur petroleum fuels and also liquefied natural gas.” Liquefied natural gas (LNG) presents itself as one of the most viable alternatives. LNG fuel used in shipping is indistinguishable from that used on land. The fuel contains negligible

sulphur and a lower carbon content than diesel fuel. Natural gas engines also produce greatly reduced quantities of nitrogen oxide and particles compared with diesel engines.” But, according to Dr Goldsworthy, it’s not just a matter of providing alternatives. It’s about setting the legislative frameworks that encourage the technological developments. “In Australia we have options under the IMO conventions to implement more stringent requirements on ship emissions,’’ he says. “This includes special Emission Control Areas (ECA), where ships have to run on very low sulphur content fuel. Even though ships operating in any part of the world will be required to use lower sulphur content fuel, in ECAs the requirements are even more stringent. In ECAs, emissions of another pollutant, oxides of nitrogen, are required to be greatly reduced.” The US and Canada recently introduced an ECA that covers the Pacific and Atlantic coasts and eight main Hawaiian islands, 200 nautical miles out to sea. According to a report released by the US Environment Protection Agency in 2010, the ECA is “expected to yield significant health and welfare benefits, in 2020 annually preventing between 5,500 and 14,000 premature deaths, 3,800 emergency room visits, and 4,900,000 cases of acute respiratory symptoms… monetised health benefits are projected to range from $47 to $110 billion”. “We don’t know whether ship emissions in Australia have significant health impacts or whether introduction of an ECA is justified.’’ Dr Goldsworthy says. “We would need to develop a thorough quantification of all emissions and use public health models to clarify the health benefits, before considering an ECA. “The study that we are doing is one of the first steps. “It is a chance to be proactive and learn from the experiences of others.”

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project: Enhancing the fidelity of low-cost human-in-the-loop physical sailboat simulators Funding: Australian Research Council Grant-Linkage Project Industry Partners: Virtual Sailing, University of Melbourne TEAM: Dr J. Binns, Dr C. Manzie, Prof. M. Good, Prof. N. Bose, Prof. N. Saunders, Dr M. Habgood

t’s a big call for anyone to step off dry land and on to an ocean-going vessel. Imagine doing it directly from a wheelchair.

“We also moved one into Auckland in 2008 that has produced great results. One recent participant transferred from the simulator to on water sailing within 6 months and has recently qualified to represent New Zealand at the 2012 Paralympics.

Thanks to an Australian Research Council Linkage Project grant and other smaller research grants, the project has been functioning for more than a decade.

Due to demand, Sailability Auckland now offer sailing simulator classes twice weekly with several coaches available for novice sailors.

“We’ve always had a final year project that has revolved around it and last year we had two Masters students, Nic Clark at AMC and Graham Bennett at the University of Melbourne, who developed and compared the onboard measurements of the simulator to that of a full-scale vessel,’’ Dr Binns says.

“Therapists tend to like the sailing sim for spinal patients because the joystick used to control the boat can actually be quite challenging for someone with reduced mobility,’’ Dr Binns says.

“The disabled sailing fraternity is amazing - very engaged and proactive.

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“Sailing a real dinghy safely is related more to feel than it is to thinking. Therefore the limiting factor in simplifying the physics of a sailing dinghy is that the feel of the simulation must remain sufficiently close to a real dinghy, otherwise the illusion of sailing is lost to the user,’’ Dr Binns says.

rehabilitation clinics in Miami, Baltimore, Sydney, and Melbourne,’’ Dr Binns says.

“The real value in terms of human interaction with sailing has been shown in recent years to be in introducing novice sailors to sailing,’’ Dr Binns says.

“We have tried it at a number of different levels, including pre-teenage children and university students, and the feedback from coaches seems to be that kids who have used the simulator have less fear of capsizing.

The physical simulation was achieved through an explicit Euler time stepping procedure. This is considered to be a fairly clumsy, but none-the-less consistent method where advances in computing power are realised without the need for reprogramming.

supervisor: dr jonathan binns

“The motion that it requires presents both a mental and a physical challenge. They can also swap arms or vary positions to up the ante.

“We currently have sailing simulators in

show that people who have used the sim seem to have a higher level of confidence when they hit the water,’’ he says.

<< AMC’s involvement with the VSail-Trainer project began back in 2001, when the engineering department was approached to collaborate with VS by assisting with the software development for the simulator and to develop tools that would enable the system to be optimally and inexpensively reproduced.

Dr Jonathan Binns, of the Australian Maritime College’s National Centre for Maritime Engineering and Hydrodynamics, has witnessed first-hand the evolution of the VSail-Trainer – the world’s only ride-on sailing simulator that was initially designed for fitness training and physiological evaluation of elite athletes more than a decade ago.

The simulator is also finding extended use in the area of spinal injury rehabilitation. Currently Virtual Sailing (VS) sells two or three slightly modified simulators a year, mostly outside Australia.

maritime engineering

“This kind of data allows us to make proper qualitative and quantative assessments. You can start to make some real comparisons and it provides the tools to help fix problems.”

“The idea is that, after doing that for a few weeks, they are put in touch with local disabled sailing groups so that the impetus is there to go to the next level.”

Dr Binns says that the simulator had not only proved its worth around the world, but on campus as well – showing the kind of robustness that has permitted significant research and development and allowed retrofitting to existing simulators. “It has been a valuable learning tool for students, but it has also proved to us as an institution that you don’t have to spend hundreds of thousands of dollars to create a successful simulation tool.”

“These days they even have the technology to get full quadriplegics sailing, with the likes of puff and blow controls and chin supports. “That’s why I’ve always liked this project. It combines human factors with engineering in a lot of different ways.” >>

sailboat in action on the water

Dr Binns says that the project team needed to be careful to make sure that any extra added pieces of simulation fidelity were worthwhile. “Every time you add a part, you add cost and

“Maybe because they feel more in control of everything, they know what is going to happen.” Dr Binns says that he hopes that the simulator, while remaining cost-friendly, will keep advancing in terms of what it is used for.

“Therapists tend to like the sailing sim for spinal patients because the joystick used to control the boat can actually be quite challenging for someone with reduced mobility.” complexity to maintenance servicing. The more bits you add, the more bits there are to potentially fail. “Simulation is all about take-up. If you’ve got endless technical problems, or it’s cost prohibitive, people just give up. There’s always an alternative to simulation.” For example, he says that while the immersion in the simulator could be enhanced by variations in feedback systems, an increase in hardware would be cost prohibitive. “A full surround screen would probably triple the cost of the simulator and would remove its transportable nature.” Dr Binns says that the sailing simulator has proved to be a very reliable tool. “In general the feedback we have had, while it depends on the engagement of the user, seems to

“We would like to get a more formalised study underway in Baltimore on its effects on rehabilitation,’’ he says. There is also the potential to use the simulator to measure efficiency. “You can actually get a much better measurement of efficiency on a simulator than on a real boat,’’Dr Binns says. “This could assist elite sailors to be more energy efficient when competing.” He says that there are also opportunities for collaborative research within the University of Tasmania. “While the simulator can provide a perfect measure for useful power coming out, I can’t really get a measure for how much energy the person puts in. “The project could be extended to encompass human life sciences – a study of participants before and after they have been in the simulator.” But, in the long run it’s all about engagement to Dr Binns. “Actual sailing is a complex interaction of cognitive, motor and perceptual skills, so the simulator needed to find the correct balance of immersion and interaction to be effective,’’ he says. “Although its uses have varied, it continues to be an engaging tool and a valuable research project on many levels.”

researcher profile

Nic Clarke

MPhil Candidate

Nic Clark completed both his bachelor degree in Naval Architecture and his researched-based Masters degree with AMC’s NCMEH. What led you to undertake this research? My undergraduate thesis project was on sailing simulation. When the opportunity arose to undertake my Masters by research in the same area – I jumped at the opportunity. What is the most rewarding part of this research? One of the most rewarding parts of this research was conducting full-scale testing at Albert Park Lake in Melbourne. It was also great to participate in and present at Simtect (Simulation Australia) conferences in 2011 and 2012. These conferences have put me in touch with industry peers, both in the research and defence domains. What would you say to someone considering undertaking a research project at AMC? The value of a postgrad qualification, particularly from AMC, is extremely high. It will put you ahead of anyone with similar professional/academic experience. My Masters qualification has put me a step ahead of my peers. shore to sea

project: Benchmarking harvest methodologies in the Australian Barramundi aquaculture industry - impacts on stress, product quality and fish welfare Funding: Department of Agriculture, Fisheries and Forestry Industry Partners: The Australian Barramundi Farmers Association and Ridley Aquafeeds Pty Ltd TEAM: Dr R .Wilkinson

ree-range eggs are a marketer’s dream. Show people pictures of bald chickens in cages and the consensus is free-range produce will win hands down, and shoppers will pay for the privilege. But, what about fish? Wouldn’t you like to know that the fish you are eating, whether farmed or ocean-caught, were treated in an ethical manner right up to the point of harvest? Dr Ryan Wilkinson, of the National Centre for Marine Conservation and Resource Sustainability, says that if we did, the end result would be tastier and producers would be able to reap the rewards. He says that modern aquaculture places great emphasis on culture techniques with the aim of

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marine environment producing fast-growing fish. But the importance of the harvest stage of production is often overlooked. “My research focuses on the conditions fish experience during harvest. The way fish are handled during the harvesting and slaughter process not only has a direct impact on the quality of the product, it has an animal welfare aspect as well.” Dr Wilkinson says that fish farmers are under increasing pressure from supermarkets, animal welfare groups and consumers to improve and maintain fish welfare in aquaculture and that Europe was leading the charge. “But it’s increasingly becoming a significant factor in Australia as well.”

<< “I can measure aspects like traditional stress indicators such as cortisol, as well as a range of different flesh-quality indicators. Lactic acid build-up and pH of the flesh can also be measured,’’ he says.

Dr Wilkinson’s research will compare current harvest methods in commercial Barramundi farms and determine effects on the physiological stress response and flesh quality of individual fish. It will also identify critical control points in the harvest which may be contributing to reductions in product quality. It will then suggest cost-effective industry best-practice options.

“Typically, if you have a low pH (less than neutral), the fish enters rigor mortis faster, may have a shorter shelf life, and the flesh may start to gape and become mushy and soft.”

“Most harvest methods employ procedures where the fish are crowded at high density where they start competing for space and oxygen in the water. The crowding density and duration are often important factors to control during the harvest,’’ Dr Wilkinson says.

A lot of the physiological responses are directly linked to the product that you get on your plate. He also equates it with sport fishing. “If you play fish out for a long time, the fish is going to be exhausted by the time it’s reeled in. That fish is going to have worse eating qualities than if it was caught quickly and killed straight away,’’ Dr Wilkinson says.

“It is also necessary to limit how long the fish are actually exposed to air in harvest procedures. Minimising air exposure is looked upon favourably.

“This is one of the advantages of aquaculture. A lot of those variables can be controlled as much as possible.

“Fish should also be killed instantly, not die slowly.” Dr Wilkinson’s background is in biochemistry and although some of the behavioural changes in the Barramundi can be witnessed visually, he is also blood and tissue sampling the fish that have gone right through the farming process to harvest. >>

dr ryan wilkinson in the amc aquaculture centre

“The best quality fish, in theory, should come from aquaculture. The fish are right there, they can be harvested quickly, and you can get their body temperature down quickly once they are dead.”

“Some fish farms are now starting to use ethical accreditation standards to market their product as being welfare friendly.” Dr Wilkinson said that project partners, the Australian Barramundi Farmers Association (ABFA), were interested to learn about what was going on within the industry to ensure the competitiveness of an Australian-grown product. However, unlike big players such as the salmon industry, the Barramundi farming industry is still very much in its infancy, and contains a lot of smaller and family-owned businesses. “ABFA want to look at what people are doing on different farms and adopt the positive aspects so they can say: we’ve got an ethical product that is being produced in an ethical way,” he said. “Then, if the big players can change what they are doing, or have confidence in what they are doing, and can see the benefits in terms of quality product, then hopefully the small producers will follow suit.” Dr Wilkinson said that the majority of the Australian industry already have ethically sound harvest procedures.

“Some fish farms are now starting to use ethical accreditation standards to market their product as being welfare friendly. You’ve only got to do a quick internet search to find examples of all the fish welfare programs around the world and this has infiltrated the Australian fish farming industry as well,’’ he said. “In Australia we generally treat our animals well, but people are less connected to a plate of fish than they are a chicken or a steak. “Unfortunately we still import a lot of cheaper fish products from overseas and we can’t guarantee the origins of those products. The consumer needs to be less motivated by the price of products and more interested in how it is grown and treated. They need to embrace welfarefriendly fish the way that they have welcomed free-range eggs.”

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project: The novel production and analysis of breaking waves utilising circular track pressure disturbances Funding: Australian Research Council, Linkage Project, Liquid Time Pty. Ltd. Industry Partners: Liquid Time Pty Ltd, Webber Wavepools, Delft University of Technology Netherlands TEAM: Dr J. Binns, Prof. M Renilson, Assoc. Prof. GA. Thomas, G. Macfarlane

nderneath the veneer of laid-back beach culture where nothing material matters, surfing is big business.

The Australian industry generates $3.3 billion a year for the Gold Coast economy alone, and tourists come from around the world to revel in our surfing vibe. Then there are the days when the ocean’s as flat as a board, or the weather is dangerous, or even worse, the waves are as crowded as the beaches themselves. Where do all the dollars go then? Dr Jonathan Binns of AMC’s National Centre for Maritime Engineering and Hydrodynamics says that the answer is wave pools.

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maritime engineering

supervisor: dr jonathan binns

researcher profile

Mohammadreza Jarvanmardi

AMC, along with its partners, Webber Wavepools and Delft University of Technology in the Netherlands, are leading the charge to research, develop and create a revolutionary structure that will allow surfers to enjoy a continuous perfect wave.

PhD Candidate

The perfectly repeatable wave means that surfers won’t have to spend endless hours waiting for the perfect swell at the perfect angle.

“It’s not going to replace sitting up the back of a break waiting for the perfect wave. That is part of the surfing culture,’’ Dr Binns says

<< “But it turns out that surfers actually quite like these boat waves. They don’t necessarily need big waves, but they are fairly fussy about the waves they surf.”

“But, it does mean that when surfers do finally catch that perfect wave at the beach they are going to be a whole lot better at doing it.” While there are other wavepool designs on the market, Dr Binns says that the doughnut-shaped wave pool, proposed by Webber Wavepools, is a world-first.

The “boat shape” goes round the pool on a track, generating waves that break on to the large “island” in the centre. Dr Binns says that, while the initial concern was that all they were doing was creating a “giant washing machine”, the viscous dissipation involved in the process ensures the uniformity of the waves created.

“Because it is in a circle you can keep going forever. You could feasibly ride it for as long as you can stand, and this is unheard of in surfing ... anywhere. “The market for the unlimited ride certainly has the potential to add a whole new aspect to the industry.”

The unique design has both commercial and research applications. The perfectly repeatable wave means that surfers won’t have to spend endless hours waiting for the perfect swell at the perfect angle.

The design, which can range in diameter from 50 to 200m, adapts an existing device to create surfable waves. “That device is called a boat,” laughs Dr Binns, who has been a part of two America’s Cup campaigns. >>

“Practice time is guaranteed,’’ Dr Binns says.

marcus vanderharst and steven schmeid monitor the wavepool during testing

It is also proving to be an economically viable alternative. Tests reveal that a wave travelling at six metres per second would only require

around 60kW of power. The equivalent paddle-type wavemaker could use up to 500 kW. “While the final result still depends on how long it goes around and drive efficiencies based on those calculations, we could afford to double our energy output and still be more cost-effective than our closest competitors in the field,’’ he says. Now 4 that the ARC Linkage project has allowed the AMC to set up consumables, knowledge and capabilities in the area, Dr Binns says that research applications are far-reaching. “Traditionally researching breaking waves is difficult because they are very unstable, so having a repeatable one in a known location is extremely useful,’’ he says. “The wavepool device will be useful for studying many different areas, from what happens when a breaking wave hits an offshore structure, to the nature of sediment

As a PhD candidate, Mohmmadreza’s role in the research team includes optimising the wave pool system by numerical approach, and assisting in experimental investigations. What wider implications will your research have? The achievements of this research can be used for building artificial reefs for different goals such as coastal protection, diving, ecological restoration, fisheries enhancement and boating. This work also can be extended to vessel generated waves during manoeuvring and whilst operating in restricted waterways. What would you say to someone considering undertaking a research project at AMC? The people and facilities at AMC are great. It is one of the best maritime colleges in the world. In my opinion it is worth it to do research here, especially for people who like to live in a beautiful place like Tasmania.

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project: The performance of a cyclic pitch propeller for autonomous underwater vehicles Funding: Institutional Research Grant Scheme

co-supervisor: prof. neil bose

researcher profile

However, some traditional AUV designs encounter control issues when operating at low speed and are often not reliable over longer distances, which is an issue when collecting data. This is where the AMC’s research project comes in.

The Omni-Directional Thrust aims to apply a collective and cyclic pitch propeller (CCPP) to AUVs. It is a device that works well when stationary or moving forward at slow speeds.

There are two different types of underwater vehicles – manned (MUV) and unmanned (UUV). MUVs, the most common of which is the submarine, are not a new concept. In 1620 Dutch inventor Cornelius Van Drebbel constructed one that was propelled by oars. UUVs, on the other hand, are only now gaining popularity. As technology improves they are providing a more economical solution to tackling some of the mysteries of the underwater world. There are several types of UUVs, but the styles that are proving most useful to the scientific community are remotely operated vehicles (ROVs) and autonomous underwater vehicles (AUVs). AUVs, which can operate independently without

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Poowadol Niyomka

human support, are used for collecting a variety of ocean data. Multiple AUVs can be deployed and monitored at the same time, increasing the data collection ability.

TEAM: Prof. N. Bose, Dr H. Nguyen, Dr J Binns, P. Niyomka

novel research project with Canadian origins has the potential to revolutionise capabilities of underwater submersibles.

maritime engineering

PhD Candidate

We hope that AUVs of this type could eventually be constructed to meet the demands of the offshore oil and gas industries. << He says that while patents on similar designs were taken out in the 60s – practical applications have not yet been completely successful. While the heavy pre-production model currently being tested by PhD candidate Poowadol Niyomka did have some initial teething problems, the team involved are now happy with the progress that is being made.

Picture a helicopter and its ease of manoeuvrability. Now put it under water. Just like the main rotor blades on a helicopter, (which tilt in the direction that it moves), a component on the CCPP design, called a swash plate, will allow the propeller blade angle to be adjusted.

The tests will focus on the data communication and control of the model, as well as predicting propulsion forces and hydrodynamic interactions for later applications.

According to project co-supervisor Professor Neil Bose, the CCPP design originated as part of a Masters project at his former university in Newfoundland, Canada. “A Masters candidate by the name of Charles Humphrey began work on the original prototype and we have continued it here,’’ Prof. Bose says. >>

Co-supervisor Dr Hung Nguyen says that the team will also need to estimate the thrust of the propeller.

dr hung nguyen and phd candidate poowadol niyomka

“Because of its multidirectional characteristics we will need to estimate both its forward and sideways thrust.” Poowadol Niyomka, who has just completed a

round of testing in the AMC’s Circulating Water Channel facility, says his main objective is to develop an intelligent controller for the new propulsion system. “It would achieve maximum performance in manoeuvrability and propulsion.” Dr Nguyen says that the Omni-Directional Thrust project will provide a prototype for others to learn from and it could easily be commercialised in the future. “These are just preliminary tests, but it has endless potential,’’ he says. “We hope that AUVs of this type could eventually be constructed to meet the demands of the offshore oil and gas industries. “And, who knows, perhaps we could one day even see AUVs with the CCPP design being put to use in areas like Antarctica to observe underwater biodiversity.”

Poowadol’s research includes assessing the potential performance of the cyclic and collective pitch propeller and then completing the control system for the propeller. What is your background? I grew up in a marine propeller repairing shop in a small village in Thailand. I finished my first bachelor degree in Production Engineering at King Mongkut’s Institute of Technology North Bangkok. I then completed my second bachelor degree in Naval Architecture at AMC, before commencing my PhD. Your role in this project: To assess the potential performance of the cyclic and collective pitch propeller and then to complete the control system for the propeller. What is the most rewarding part of this research? To do and see the progress of the research, especially overcoming obstacles during the development of the novel propulsion system.

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project: Performance and design optimisation of oscillating water column ocean wave energy converters Funding: Australian Research Council Linkage Grant INDUSTRY PARTNER: Oceanlinx TEAM: Prof. N. Bose, G. Macfarlane, Dr L. Goldsworthy, Dr I. Penesis, S. Hunter, T. Denniss, A. Fleming

team of AMC researchers and its industry partner are making waves for renewable energies in Australia.

While progress has been made in the areas of solar and wind energy, the Federal Government has identified wave energy, as well as geothermal energy, as two of Australia’s vast untapped resources. However the technology in both areas is only in the initial stages of commercial development. Researchers from the National Centre for Maritime Engineering and Hydrodynamics (NCMEH) and Sydney-based international marine renewable energy company Oceanlinx are working together, thanks to an Australian Research Council Linkage Project grant, to

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maritime engineering

co-supervisor: prof. neil bose

Australia’s Atlas of Renewable Energies, produced in 2010, predicted that wave energy densities to the south of mainland Australia alone have the potential to substantially reduce reliance on other, less environmentally friendly, energy sources.

researcher profile Courtesy: Oceanlinx

perfect a unique and commercially efficient device for extracting wave energy and converting it to electricity or, alternatively, using it to desalinate sea water.

<< Project co-supervisor Gregor Macfarlane says that, in the short term, wave energy converters are ideal for remote areas that have a regular wave climate, and are not on the national energy grids.

Called an Oscillating Water Column (OWC), the device captures wave energy within a partially submerged chamber that extends from just below the surface of the water to a reasonable height above the surface. Wave-induced vertical oscillation of the water column inside the chamber displaces the air above, causing a bi-directional flow past a turbine that drives an electrical generator.

A series of physical scale model experiments and numerical predictions, using Computational Fluid Dynamics, will also be conducted to quantify the flow fields within and around the OWC geometry.

“They would be ideal for places like King Island, or the Hawaiian islands. Alternatively they could be extremely useful for companies located in coastal regions, that are medium to large consumers of energy,’’ he says.

Data processing methods will be developed to quantify both the magnitude and positions of energy losses in the OWC. It will provide benchmarking for the performance of the geometry being tested.

“In the longer term, large scale wave energy farms could take on base load energy demands.” Mr Macfarlane says that the Oceanlinx project was the result of a long-term relationship with the company.

Oceanlinx is currently developing marine renewable energy projects in Australia, US, UK, South Africa and Mexico. The company has trialled three prototypes at Port Kembla, New South Wales, one at full scale, and the subsequent two at one-third scale.

“Since 2003 AMC has undertaken a variety of tests in the model test basin and towing tank facilities on the hydrodynamic properties and performance of a wide range of ocean energy devices for Oceanlinx,’’ he says.

Its most recent project, the Mk3PC OWC, was one of the world’s first grid-connected generators of electricity from ocean waves. AMC has played a significant role in the development of all three of these devices. Australia’s Atlas of Renewable Energies, produced in 2010, predicted that wave energy densities to the south of mainland Australia alone have the potential to substantially reduce reliance on other, less environmentally friendly, energy sources. >>

Particle flow in and around the systems will be quantified by the use of a laser-based technique called Particle Image Velocimetry.

“This has involved investigations into OWC geometry and a variety of different multi-OWC arrays.” Project co-supervisor Professor Neil Bose says that this three-year AMC project will focus on trying to improve the efficiency of the next generation of near-shore OWCs.

phd candidate alan fleming with scott hunter, of oceanlinx

“The OWC is only capable of taking a certain amount of the energy out of the waves that hit it,’’ Prof. Bose says.

results from scale model experiments using particle imaging velocimetry “Some waves will hit the device and be reflected, others will pass right through. “You can never completely stop that from happening, but our job is to find a way improve the flow in and out of the device in an effort to maximise the amount of energy that can be taken out.” AMC’s hydrodynamic facilities have proved essential for conducting the proposed physical scale model experiments for optimising the OWC design.

“Experiments like this take time and they are essential to fully understand the features that could affect efficiency. It will also provide information to assist in the future prototype designs,’’ Mr Macfarlane says. Prof. Bose says that project outcomes have the potential to more broadly assist Australian industry, and also with the reduction of greenhouse gas production nationwide. “This project will have significant input to the development of wave energy technology, specifically OWCs, thereby contributing to the achievement of the Australian Government’s renewable energy targets of 20 per cent renewable energy before 2020,’’ he says.

Alan Fleming

PhD Candidate

Alan completed his undergraduate degree in Ocean Engineering at AMC. He is now conducting research on phase-averaged analysis of an oscillating water column wave energy converter. What led you to undertake this research? I am motivated by sustainability. After completing my undergraduate degree, I resisted finding employment in the oil and gas industry and instead commenced my PhD in the field of ocean renewable energy. I think that wave energy will be an important source of renewable energy in the future. What is the most rewarding part of this research? Seeing my results applied by industry. What wider implications will your research have? My findings will contribute to improvements in conversion performance of Oscillating Water Column wave energy converters, specifically those of my industry partner Oceanlinx.

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project:

Tropical cyclone wave modelling Funding: Swinburne University of Technology PARTNER: Swinburne University TEAM: L. Mason

hen Category 5 Cyclone Yasi hit mainland Australia in early February 2011, it had a front hundreds of kilometres wide and an eye that is believed to have measured about 35km in diameter. It brought with it driving rains, treacherous winds and a storm surge of more than five metres. It flattened many buildings, sugar cane and banana crops, huge areas of trees and caused extensive coastal damage. The cyclone was powerful and didn’t completely disperse until it reached Alice Springs. It’s estimated that Yasi cost $3.6 billion of damage. The Insurance Council of Australia estimated the initial insured losses to be around $868 million. The Bureau of Meteorology estimated that Yasi packed winds of up to 290 kmh but no equipment survived long enough to accurately measure it. So, how can we be better prepared for extreme weather events if this occurs? As with other engineering problems the answer comes by understanding the issues and good design.

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maritime engineering Enter Luciano Mason, a research engineer with AMC’s National Centre for Maritime Engineering and Hydrodynamics, specialist in the numerical modelling of tides, storm surges and other longwave motions and the statistical representation of tropical cyclone-induced extreme water and wave levels.

<< Although the Cape York region was even more sparsely populated in those days, hundreds of people died when the cyclone hit the area. “The pearling fleet used to anchor in Princess Charlotte Bay because it provided shelter from the tradewinds, and this attracted aborigines to camps nearby,’’ Mr Mason says.

“There isn’t much data on real cyclones, and hindcasting - trying to reproduce an event after it has occurred – is also hard to do because the data is usually less than immaculate,’’ he says.

During Mahina, the storm surge swept across Princess Charlotte Bay and then kilometres inland. More than 100 aboriginals are believed to have died, including some who were caught by the surge and swept into the sea while trying to help shipwrecked men.

“Additionally because cyclones are so rare, you don’t have many historical data points to extrapolate. The idea is to extend our data set with synthetic cyclones so that reasonable statistics on these extremes can be calculated.’’

“Many of these aborigines were drowned because Mahina blew in from the east and skimmed along the northward facing beaches of Princess Charlotte Bay.

Mr Mason aims to fill the gaps in cyclone statistics by the creation of synthetic cyclones, a simplified version of a real cyclone, some of which take months to create.

“Because cyclones in the southern hemisphere have a clockwise rotation, the initial pass of the winds were off-shore and this lowered the water. Aborigines at the water’s edge were caught as the winds returned from the opposite direction washing a wave of water over them.”

A mathematical model is used to generate synthetic cyclones with tracks and pressure variations that mimic the statistical characteristics of real storms. Each synthetic storm can be used, in conjunction with a separately developed wind field algorithm, to drive numerical models for computing waves and water levels (including storm surges).

“Many people in the industry only think in a one dimensional fashion. They only think in terms of the intensity of a cyclone, but there are lots of other factors that can combine to create unusual events,’’ Mr Mason says.

“We need to create the equivalent of say 100,000 years worth so that we can estimate a one in 10,000 year occurrence. Using this process we develop cyclones that other researchers might not think of as being important.”

“A population of synthetic cyclones can help model unexpected situations like this. No one could have thought Cyclone Mahina would have had the outcome that it did,’’ Mr Mason says.

He says that it is not necessarily the most intense cyclones that wreak the most havoc. “Take Cyclone Katrina in New Orleans, for example. Although direct impact was severe, a greater portion of the damage was done later by the failure of the levee that allowed the inundation to occur.” At a national level Mr Mason cites Cyclone Mahina, another Category 5, which hit Northern Australia in 1899. >>

The Bureau of Meteorology estimated that Yasi packed winds of up to 290 kmh but no equipment survived long enough to accurately measure it.

luciano mason aims to fill the gaps in cyclone statistics by the creation of synthetic cyclones

The most extreme coastal sea level anomalies arise from the impact of tropical cyclones. The storm surges from these events are generally localized close to the cyclones centre but are never the same in extent and timing with tide. The understanding of storm surge risk under current and future climate conditions therefore must be obtained using modelling approaches. He says that his synthetic cyclone modelling had multiple applications and multiple spin-offs. The

models predicting wave heights for Cyclone Yasi

data he produces assists the likes of the offshore oil and gas industries, government planning and, one of the biggest drivers, the insurance industry. “In design for extreme events, nothing is determinate and we design to a particular level of risk. That level of risk is determined by, and depends on, what the facility is being built for.” “While you might design a house to a higher level of risk – generally controlled by local councils - if you are an oil and gas company and are building a $3 billion dollar platform, you are going to design to much lower levels of risk,’’ Mr Mason says. “There is no worse case scenario. They need to design to a particular level of risk that they and their insurers find acceptable. They can use the results to assist with, for example, building a platform, a floating facility or a pipeline, or even use it to decide how and when they need to evacuate a facility.” “A common way to express the risk of extreme events is through the concept of return period where design is done to withstand the say 1 in 100 years, or the 100 year return period event.” “This means that an event of this size or greater will on average only occur once every 100 years if the climate remains constant.” However, Mr Mason cautions that the community often misinterprets the concept of the return period. For example, if a 100 year event occurs this year many people believe that a similar event cannot occur for the next 100 years. However there is a one per cent probability that it will occur next year or any following year. In fact there is a 64 per cent chance that it will occur in the next 100 years. “The return period concept is a convenient way to talk about probabilities or the risk that an event will happen in the near future. Nothing is guaranteed, we just need to prepare appropriately.”

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AUSTRALIAN MARITIME COLLEGE

KEY FACILITIES Our multi-million dollar suite of specialist research and learning facilities are internationally acclaimed and are utilised by government bodies and maritime-related businesses world-wide.

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centre for maritime simulations This state-of-the art suite of facilities offers real-time maritime simulation technology that includes a full-scale shipâ&#x20AC;&#x2122;s bridge, a tug simulator, a dynamic positioning simulator unit and six operations bridges. It is used for investigation into port development, ship manoeuvring and improving ship and port safety and efficiency.

Sea and swell conditions can be customised for amplitude, wavelength and period.

AMCâ&#x20AC;&#x2122;s Centre for Maritime Simulations bridges the gap between practical and theory as an effective aid for training and competency assessment of shipmasters and deck officers. If necessary, all eight bridges can be made interactive. Ships are modelled to a full six degrees of freedom, and the area models have greater representative fidelity.

The simulator database includes most Australian and New Zealand ports, as well as areas of Europe, Malaysia, and Indonesia. AMC also provides regular pilot simulation training to maritime organisations like TasPorts, the Newcastle Ports Corporation, Rio Tinto and Port Kembla, along with Napier and Tauranga (New Zealand).

The Centre has been used for research into Human Factors and Human Systems Integration. It can also implement research from other AMC facilities such as the Towing Tank, Model Test Basin and Cavitation Research Laboratory.

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emergency response centre

amc’s training vessels

ftv bluefin AMC’s 35m flagship research and training vessel cruises Australian waters with up to 20 students and staff on voyages from two days to two weeks. Educational and research activities conducted on board include habitat monitoring, fish sampling, fishing technology, navigation and ship handling, machinery operation and maintenance, environmental assessment, oceanographic instrument mooring, ship manoeuvring, speed trials and energy audits. The vessel underwent a major refurbishment in 2011 when she was fitted with a new Caterpillar 40

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reviresco 3512B, V12 diesel engine and a rebuilt gearbox.

This 14m steel-hulled prawn trawler is used for training and research into trawling techniques, Bluefin is capable of carrying out a variety of navigation and vessel handling, and machinery fishing methods including stern trawling, both bottom and mid-water, purse seining, long lining operations. The vessel provides a platform for research and development of fishing gear and prawn trawling. It has been an integral part technology, towed equipment and sensors, and of research trials on the effects of LED lights on coastal surveying and operations. The vessel can fishing by-catch. Bluefin is also available for collaborative research carry up to 11 passengers and two crew members on day voyages in the Tamar River region. projects and commercial charter and has been used extensively by the offshore industry for underwater pipeline work and hydrographic surveying.

stephen brown This former collier is moored permanently and has been renovated for use as a stationary training ship. A damage control unit, comprising three floodable compartments, is used to train students and Department of Defence Pacific Patrol Boat personnel. An R5 fast rescue boat and davit are also located on board.

the survival centre

damage control unit

This facility includes a heated pool and mock ship’s superstructure, for simulated survival and rescue exercises in conditions such as night operations, storm conditions, and waves. The centre provides essential survival and rescue training for a range of personnel within the maritime industry, whilst also being a testing facility for new equipment, techniques and procedures. The pool is also used for captive model testing of offshore structures, equipment and underwater marine vehicles.

Located within the superstructure of AMC’s permanently moored training vessel, Stephen Brown, this facility comprises three floodable compartments that can simulate various damaged marine structures and systems under extreme conditions. A number of surrounding compartments and systems provide a realistic shipboard experience. The unit provides damage control training for civil and military maritime personnel, while providing a venue to investigate and research damage control techniques and the human interface.

marine fire fighting training centre Staffed by experienced officers, this facility specialises in practical training including the control of liquid and gas fires, plus the use of self-contained breathing apparatus to fight fires in a mock ship structure. A fire investigation unit provides seafarers with the knowledge and skills to determine the cause of fires on board ships. Personnel from the shipping industry, offshore industry, and from national and international ports and terminals, in Australia and overseas, access courses at this centre.

fast rescue and survival craft training AMC’s range of davit-launched survival craft are primarily used for survival and rescue training of seafarers in launching, handling and recovery of the craft, as well as planning and execution of rescue operations. The facilities and craft also enable the testing and proving of new equipment and techniques.

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national hydrodynamics research centre

towing tank Australia’s largest hydrodynamic towing tank has been designed to investigate the behaviour of ships hulls in different conditions, and to find ways to reduce fuel costs and environmental damage. This 100m-long tank has been used by students and researchers to undertake tests on over 500 models of ships and other ocean structures, such as semi-submersibles, offshore oil rigs, ocean wave energy converters, submarines and special purpose buoys. The tank is 3.55m wide and has a maximum water depth of 1.5m. The length of typical ship models is in the order of 1.5 to 2.0m and they can be towed at speeds up to 4.6m/s. The facility is regularly used for commercial consultancy projects for a wide range of 42

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companies in the Australian and international maritime industry. Regular users include: Sea Transport Solutions, Incat Tasmania, Oceanlinx Limited, Revolution Design, DSTO, Austal Ships, LOMOcean Design, Department of Defence, Norman R Wright & Sons and Incat Crowther. Industry and research projects conducted in the towing tank have involved experiments on defence vessels, patrol and police boats, catamarans, frigates, bulk carriers, container ships, high performance racing yachts, landing craft, barges, trimarans, submarines, wave energy structures, tidal energy converters, sonar equipment and semi-submersibles.

model test basin The model test basin is used by students, national research organisations and industry to conduct hydrodynamic experiments into maritime operations in shallow-water environments like ports, harbours, rivers and coastal regions. The facility is 35m long and 12m wide, with a flat floor and an adjustable water depth up to 1m. It is equipped with a multidirectional wave maker, with sixteen computer-controlled paddles, capable of generating a wide array of wave spectra. The basin has a fixed Qualisys video motion capture system consisting of eight digital cameras which provide the capability to track a model’s motion under different wave conditions. Ship models can either be free-running or towed at varying speeds, up to 4.0m/s.

The basin has been used to test cutting-edge wave energy technology, including research into the development of a novel circular surfing continuous wave pool, as well as studies into damage stability and time to flood experiments on several different surface craft. The facility is used by industry for a variety of experiments. Organisations involved include the Defence Science & Technology Organisation (DSTO), Oceanlinx, Rio Tinto, the UK Ministry of Defence, Austal Ships, Newcastle Port Corporation, Kobe University (Japan), Memorial University (Canada), and Incat Tasmania.

cavitation research laboratory Internationally unique, this is one of the few experimental laboratories in the world used to test hydrodynamic behaviour of submerged structures such as submarines and ship hulls. Featuring a variable pressure water tunnel and a bubble dynamics chamber, this facility also has additional capabilities for investigating bubbly flows or flows containing gaseous or vaporous cavities. Cavitation can interfere with the operation of hydrographic and acoustic research ships, and cause discomfort for cruise ship passengers. It can also rapidly erode the surface of concrete, metal other hard materials. This facility plays a key role in providing

research and advice on the development of destroyers, patrol boats and other defence vessels. While cavitation research projects have traditionally centred on hydro-electric machinery, nuclear plant and rocket propulsion, the lab also has applications in the areas of modern medicine, biomedical engineering and biology. The Cavitation Research Laboratory facilities are used for undergraduate teaching and research programs, postgraduate research, and industry and government-sponsored research projects.

computing cluster The cluster is the perfect complement to AMC’s experimentally based facilities. It consists of

a Linux cluster of 176 cores on 44 nodes and one server. The computing power of the cluster allows it to complete more jobs of greater complexity in one year than one CPU could do in 40 years. It has been used for collaborative projects across the University of Tasmania.

circulating water channel Situated at Beauty Point, this facility can test the behaviour of equipment and structures in currents, such as fishing gear and oil and gas pipelines. The test channel (11m x 5m x 2.5m) has a large viewing window so that objects can be observed from side on. It is also possible to view items being tested from overhead through

a Perspex-bottomed boat. Ground forces can be simulated by manipulating the speed of the conveyor belt floor that runs the full length of the test section. This facility houses a range of sophisticated instruments (3D velocity probe, tension gauges, flow visualisation equipment and video cameras) to enable researchers to acquire highly accurate data. The facility has recently been utilised by the likes of the Australian Antarctic Division (AAD) and the Australian Fisheries Management Authority (AFMA) for projects including seal excluder devices and equipment to minimise sea bird by-catch. Other research projects have included the testing of autonomous underwater vehicle propeller designs and the observation of prawn trawl net behaviour. shore to sea

marine environment research laboratories

aquaculture nutrition laboratory This laboratory supports research to improve sustainable aquafeed production and refine nutritional requirements of tropical and temperature finfish and invertebrates. Processing (freeze drier) and analytical equipment (kjeldahl protein, soxhlett lipid, ash furnace and bomb calorimeter) provide all major chemical analyses of ingredients, feeds and tissues. An on-site x-ray and radioactive laboratory allow detailed studies of protein synthesis and other growth processes. The associated Feed Production Laboratory houses a hammermill to prepare ingredients and Californian pellet mill and commercial pasta maker to produce pressed pellets for different fish sizes and species. Several tank systems are 44

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In addition to a large open-plan general research lab, AMC has the following specialist laboratories at the Newnham Campus Science Building, and a seafood processing laboratory at the Beauty Point campus.

used, the largest of which consists of 28 conical 360 litre tanks for rainbow trout and Atlantic salmon. The systems are fitted with computer controlled self-feeders and cameras to allow fish feeding patterns and behaviour to be recorded.

with digital cameras are also available for image analysis purposes.

the fish health laboratory

This lab is currently the only aquatic animal focussed facility in Australia that maintains both radioimmunoassay (RIA) and enzyme-linked immunosorbent-assay (ELISA) technology for the measurement of various hormones in fish. Research projects conducted in this facility are industry focussed and aim to better understand reproductive development, stress physiology and growth performance of cultured fish species. These techniques are being applied to study environmental control of reproduction in fish, impacts of husbandry and environmental stressors in aquaculture, photoperiod

The fish health lab is dedicated to aquatic animal health research and disease investigations. It provides users with specialized and automated histology equipment for all their pathology or health research needs. The laboratory offers an automated Shandon Duplex tissue processor, Shandon Histocentres II and III, two Microm HM340 microtomes, a Hestion TEC29000 Histo-Trimmer and an automated Shandon Linistain GLX. Microscopes combined

the endocrine laboratory

manipulation for improved aquaculture production, harvest impacts on post-harvest flesh quality, fish behaviour and fish welfare.

the molecular biology laboratory Supporting a wide range of molecular-based research this lab is used for major projects on aquatic animal health and disease, aquaculture nutrition and metabolism, algal and microbial ecology, detection and tracking of introduced and harmful marine pests, fisheries genetics and biology. It is equipped for the analysis of PCRbased molecular markers, DNA-hybridisation and DNA/RNA extraction, quantification and electrophoresis, and includes a gel-imaging and analysis suite.

the marine biosecurity laboratory Dedicated to research on biology and ecology of introduced species this lab offers the opportunity to broaden general knowledge on biological invasions the threat to marine and coastal ecosystems. Its facilities include a drying oven and muffle furnace, a fume extraction system, stereo and optical microscopes, an underwater digital camera, fridge and freezer. The lab has been recently used for research on community ecology and space utilisation of native and introduced fouling communities and research on biotic and abiotic factors determining distribution and abundance of Petrolisthes elongates in Tasmania.

the marine ecology laboratory In this lab there is a focus on studying the impacts of climate change on marine ecosystems, the spread and ecological impact of invasive species; and the direct and indirect effects of marine ecosystem engineers. Recent research includes Australian Research Council funded projects examining the impact of climate change on kelp and impact of invasive crabs on coastal food-webs.

the seafood quality & safety laboratories This unique combination of facilities offers a research space not available at any other university in Australia. It offers a variety of analysis, ranging from basic physical and chemical assessments to product development, shelf-life determination and preservation technology. Recent research projects include the study of the shelf-life optimisation of various species of Australian seafood, and modified atmosphere packaging using a range of different gas mixtures.

the aquaculture centre The Aquaculture Centre contains extensive recirculating salt water and fresh water facilities for experimental research in aquaculture, marine biology and ecology and marine technology. It supports research on a range of tropical and temperate species, including charr, trout, salmon, seahorses, barramundi, shrimp, yabbies, galaxids, microalgae, Artemia and rotifers. It is one of the countryâ&#x20AC;&#x2122;s few dedicated on-campus facilities for the study of fish and shellfish cultivation.

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amc search

Diverse areas of consultancy provided include:

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Port development and design

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Large ship handling in confined waters

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Ship design and hydrodynamic performance studies

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Yacht design and performance evaluation

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Safety at sea, including the testing of marine safety technology

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Marine environmental studies and fisheries stock assessments

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Fisheries by-catch reduction technology and fisheries gear assessment

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Maritime occupational health and safety

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Maritime security

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Dynamic positioning

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AMC Search Limited (AMCS) is the specialised, client-focussed commercial arm of AMC. It provides maritime training, consultancy and research services for a wide range of international and Australian organisations and individuals using AMC’s internationally-renowned resources, staff and facilities.

Recent projects have included: •

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A study for the NSW Department of Environment, Climate Change and Water in collaboration with environmental specialists PAEHolmes to develop and evaluate potential measures to control air emissions from shipping and other sources in NSW Ports, resulting in environmental and public health benefits. The focus of the study was on legislative and policy measures, including implementation issues. A project for Woodside Energy Ltd, which is seeking to establish a new natural gas liquefaction plant at James Price Point in the Kimberly region of Western Australia. As part of this work AMCS conducted a Navigation Simulation

Study, which included an assessment of ship manoeuvrability/handling based on the final port design using AMC’s full mission bridge ship handling simulator; an assessment of the under keel clearance required in the channel due to vessel motions caused by both squat and wave action in the channel; and an assessment of environmental limits for tug operability. •

A full safety audit for Marine Safety Victoria (now Transport Safety Victoria) as part of a proposed development of a new open ocean access facility. The aim was to inform the construction and design of the ramp and breakwater so as to reduce safety risks; and to potentially provide user operational guidance and other safety and management arrangements.

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An investigation of the motions, mooring line loads and fender loads experienced by ships at existing and proposed berths in the Port of Newcastle for the Newcastle Port Corporation. The work, undertaken in two stages, included experiments using physical scale models in the AMC Model Test Basin. It also involved the generation of numerical simulations to predict berthed ship motions, mooring line loads and fender loads for potential worst case scenarios in each condition. The study was the second of its type using the Model Test Basin conducted for the Newcastle Port Corporation.

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An extension arising from the Port of Melbourne Corporation (PoMC) Towage Review, conducted by AMCS in 2008, to provide PoMC with a balanced view of the fire fighting capabilities of tugs to be deployed in the future within port waters. Through consultation with key stakeholders and benchmarking of other Australian ports, outcomes included recommendations on a suitable fire fighting standard for the port, including the equipment fitted on the fire fighting tugs and the foam capacity and the training requirements of tug crews operating in the port. An assessment of the risks associated with mooring ships, in conjunction with the three mooring service providers for PoMC. This was subsequently developed into a ‘Best Practice Risk Assessment’ for the Port of Melbourne.

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Provision of additional information for the Swan River Trust, in Western Australia, on the wave wake generated by ski boats and wakeboarding activities as part of a study into vessel wave wake impact on the Swan River. The study was instigated in response to specific concerns regarding the influence of vessel wash on bank erosion.

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A project to undertake a ballast water risk analysis related to invasive species, in collaboration with international consultancy firm GHD, for Qatar Ports (QP) as part of the Qatar Ports Ballast Water Management Framework. The primary focus of this study was to ascertain the native species most likely at risk, the possible type and global location of invasive species, and to identify the shipping traffic that posed the highest risk for the introduction of invasive alien species.

WHO TO CONTACT: Chief Executive Officer: Dean Cook Deputy Chief Executive Officer: Catherine Wilson Projects and Quality Manager: Nic Bender Phone: (03) 6324 9850 Fax: (03) 6326 3790 Email: searchinfo@search.amc.edu.au Website: www.amcsearch.com.au shore to sea

national centre for marine resource sustainability Mark Adams Aquatic animal health, physiology and husbandry in open and closed aquaculture production systems. Louise Adams Feed development for commercial and developing aquaculture species; digestive physiology of commercial finfish and crustaceans; commercial crustacean production. Chris Bolch Algal culture, ecology and molecular biology; harmful algal blooms; marine population genetics and biogeography; ballast water and introduced species. Andrew Bridle The use of molecular biology and biotechnology applications for improving aquaculture vaccines. Chris Burke Aquatic microbial ecology, in particular interactions between sediments and overlying water and the roles of probiotic bacteria in aquaculture; the value of inquiry-based learning as an approach to improving studentsâ&#x20AC;&#x2122; scientific thinking. Philip Crosbie Fish immunology and vaccinology; amoebic gill disease. Andy Fischer Remote sensing, digital image processing, algal blooms, land-sea interactions, marine conservation. 48

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Troy Gaston Trophic interactions and ecosystem processes of marine and estuarine systems; use of stable isotope analysis in benthic, planktonic and pelagic estuarine and coastal systems; quantification of anthropogenic disturbances on estuarine and coastal ecosystems.

Elkana Ngwenya Applied fisheries economics, fishing patterns and allocation of effort; socioeconomics of aquaculture; food insecurity and the effect on livelihoods; methods for the reduction of fisheries bycatch; behavioural modelling.

James Haddy Fisheries biology and population dynamics; reproductive and stress physiology of exploited fisheries resources.

Barbara Nowak Aquatic animal health particularly of farmed finfish; marine parasites and host-parasite interactions including immune response to infection.

Robin Barnes The effect of temperature on the nutritional physiology of fish; the effect of fish meal replacement on the protein metabolism of barramundi.

Carmen Primo Perez Ecology and risk assessment of marine pest bioinvasions; phenology of the invasive kelp Undaria pinnatifida; biogeography; taxonomy of ascidians.

Felicia Kow The effect of temperature on the nutritional physiology of fish; the effect of fish meal replacement on the protein metabolism of barramundi.

John Purser Feeding and activity rhythms in fish; development of techniques to optimise food intake; fish behaviour; marine fish, salmonid and seahorse culture techniques.

Melanie Leef Finfish health and physiology.

Nick Rawlinson Artisanal and subsistence fisheries in Pacific Island nations; community-based fisheries management; selectivity of fishing gears; quantification of fishing effort; population dynamics of small pelagic fish species.

David Milne Seafood supply chain management, monitoring and optimization; new product development including bycatch and low value species utilisation, seafood product marketing, shelf-life extension and optimization of chilled seafood products; seafood safety, quality assessment and systems development.

national centre for maritime engineering & hydrodynamics Ryan Wilkinson Environmental control of reproduction in fish; impacts of husbandry and environmental stressors in aquaculture; photoperiod manipulation for improved aquaculture production; harvest impacts on post-harvest flesh quality; fish welfare in aquaculture.

Walid Amin Twin hull vessels with emphasise on SWATH and Wave piercing Catamaran; Finite Element Analysis and Fluid-Structure interaction; wave loads and ship motions with focus on transient events such as slamming on ships and offshore structures; and marine renewable energy resources.

Shuhong Chai Hydrodynamics of offshore structures and fluidstructure interactions, such as wave mechanics, hydrodynamic responses of offshore structures and mooring forces, vortex induced vibration analysis for deepwater marine risers and cables, and dynamics of pipelines.

Mike Williams Application of solar and mechanical drying techniques to seafood processing; shelf-life extension of Australian seafood using chlorine dioxide, ozone and modified atmosphere packaging.

Cheslav Balash Aquaculture structure hydrodynamics and fishing technologies.

Jonathan Duffy Ship hydrodynamics including resistance, seakeeping, ship manoeuvring in restricted waters and motions of berthed ships.

Jeff Wright The spread and ecological impact of marine invasive species; seaweed ecology; habitat modification by marine system engineers, impacts of climate change on temperate marine systems. For more information on NCMCRS staff research, please visit: www.amc.edu.au/people/marineconservation-and-resource-sustainability

Jon Binns Analysis of fluid mechanics by theoretical and experimental techniques; sailing yachts including design, engineering and technology implementation.

Vikram Garaniya Combustion science, computational fluid dynamics, mathematical modelling, evaporation and pyrolysis, spray dynamics, heavy fuel oil.

Neil Bose Marine propulsion, autonomous underwater vehicles, ocean environmental monitoring, ice/ propeller interaction and aspects of offshore design; marine powering prediction; marine renewable energy; renewable energy for propulsion.

Laurie Goldsworthy Diesel engine combustion processes, including the formation and control of exhaust emissions; assessment of alternative fuels; measurement of diesel spray dynamics; advanced computer modelling using computational fluid dynamics; ship emissions inventories.

Paul Brandner Marine propulsion (water-jets and propellers); hydro-elasticity of control surfaces; basic turbulent and bubbly flow physics; supercavitation; ventilated cavities; submarine and underwater vehicle hydrodynamics.

Gregor Macfarlane Ship and platform hydrodynamics, especially the design and conduct of physical scale model experiments. Ship hull resistance and seakeeping; ocean wave energy; marine vessel wave wake, especially operations within restricted waterways.

Lou Mason Numerical modelling of tides, storm surges and other long-wave motions; three-dimensional circulation modelling for both continental shelf and ocean models; particle tracking schemes for the transport of water-borne substances (e.g. pollutants, larvae); the statistical representation of tropical cyclone-induced extreme water and wave levels; numerical modelling of surface gravity waves in the Great Barrier Reef region. Hung Nguyen Marine control engineering (guidance, navigation and control of marine vehicles); system modelling and identification; instrumentation and process control; marine electronic and electrical engineering. Roberto Ojeda Finite Element Analysis with emphasis on the non-linear analysis of stiffened structures; ultimate strength and fatigue life prediction of ship structures; light construction and composite materials. Irene Penesis Research interests include varied applications of numerical and applied mathematical techniques and experiments to the study of engineering science and hydrodynamics mainly in areas such as Fluid-Structure interactions applied to renewable energy technology and the modelling of underwater explosions.

Dev Ranmuthugala Development of remotely operated and autonomous underwater vehicles, including the modelling of vehicles using computational fluid dynamics (CFD) to calculate their hydrodynamic coefficients and predict the flow around the vehicles, experimental work to obtain hydrodynamic and thrust data from full scale and model vehicles, and the optimisation of hydrodynamic characteristics; CFD modelling of external flows around marine vehicles. Martin Renilson Ship hydrodynamics, with emphasis on the dynamics of both ships and submarines in calm water and in waves; ship safety, including extreme motions in waves, such as capsizing, broaching and deck diving, and ship behaviour when damaged; operations in ports, including channel design, tug operations and behaviour of moored ships. Mark Symes The academic development processes associated with the attainment and assessment of graduate attributes, learning outcomes and curriculum design. Giles Thomas Ship hydrodynamics especially ship motions and resistance; wave loads including slamming; fluid-structure interaction of high-speed vessels; fishing and underwater technology. For more information on NCMEH staff research, please visit: www.amc.edu.au/people/maritimeengineering shore to sea

national centre for ports & shipping Prashant Bhaskar Shipping operations; cargo handling systems; exporting and importing; international business; ships’ deck officer training; crisis management. Marcus Bowles Impact of the digital economy on industry competitiveness and skills demand (e-skills and e-readiness); workforce planning and skills demand; digital infrastructure and the transport and logistics industry; transformational leadership and supply chain management capabilities; intelligent technologies and supply chain agility; bio-security. Tony Boyle Informing the Australian Shipping Industry, regulators, incident investigators and Maritime Education and Training (MET) institutions of current technologies in use, potential gaps in training, safety practices and human factors relating to height safety on ships. Ben Brooks Maritime human factors; seafarer occupational health and safety; collection and analysis of accident/injury data; organisational and safety culture; human decision-making and cognition; moral judgement in safety contexts; safety management systems.

Stephen Cahoon Seaports as drivers and contributors of regional growth and innovation, development of marketing strategies for seaports, marketing communications with customers and the local community, quality management in seaports; the use of human resource management and marketing to provide labour shortage solutions, intangible resources in shipping consolidations; efficient and effective supply chain management, overcoming disruptions, skills and knowledge requirements of Australian logistics managers. Peter Cain Maritime, admiralty and contract law; the critical nature and value of disciplines and interdisciplinary practice; and research of explicit teaching practices within disciplines.

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Samrat Ghosh Maritime training for deck watchkeepers and Mates/Masters; relevance of training to onboard duties; training requirements for senior officers including knowledge of maritime English and advanced management concepts.

Hilary Pateman Sustainable competitive advantage derived from strategy, learning and innovation within business networks; the use of networks by individual businesses for growth, especially in the areas of ports and supply chains.

Allison James Managerial competencies, strategic and human resource management, social justice and social and business entrepreneurship.

Wayne Schwartz The implementation and use of electronic navigational aids on the bridge; accurate simulation of hydrodynamics and ship handling, involving advanced training methods and heightened realism; shipboard computer– human interactions.

Eon-Seong Lee Strategic management of maritime transportation within the context of international logistics and supply chain management.

Peggy Chen Port governance, port policy and strategy, regional port, coastal and short sea shipping, shipping policy and strategy.

Owen Nguyen Causal relationship between trade and maritime logistics; competitive advantage of national shipping; applied econometrics in maritime business; dynamics of fixed business investment; Vietnamese economy and maritime industry.

Richard Dunham The human element in marine accident causation; differences in perception due to a subject’s unique cultural and experiential influences; bridge team management and the integration of new technologies to existing team dynamics.

Dorian Notman Supply chain security assessment and management; anti-counterfeiting and supply process integrity; the application of innovative tag, sensor, and ICT in supply chains for asset tracking, process design and process improvement.

Johnny Fei Management of intangible assets (knowledge creation, sharing and retention), contemporary issues in ports and shipping, and logistics/supply chain efficiency.

message from the vice-chancellor For an illustration of this, one needn’t look any further than the collaboration featured in this edition between the AMC, the School of Engineering in the Faculty of Science, Engineering and Technology and the private shipbuilder Incat. This project has had a long and very successful association, as team member Associate Professor Giles Thomas can attest – as a PhD student he was based for a time at Incat’s Derwent Park (Hobart) site. At the other end of the scale is a more recent partnership that involves an AMC team led by Dr Jonathan Binns, a company named Webber Wave Pools and the Delft University of Technology in the Netherlands. The aim is to make waves, literally – using a rotating ‘wave dozer’ to generate waves in a pool for landlocked surfers.

Anura Seneviratne Auditing of quality management systems; maritime education and training curriculum design, development, implementation and review.

Speaking of waves, a team from the National Centre for Maritime Engineering and Hydrodynamics and its industry partner Oceanlinx are working to perfect a unique and commercially efficient device for extracting wave energy and converting it to electricity.

Darrel Silva Ship stability and dynamics; maritime education, training and assessment; quality assurance in maritime training. Siamack Yousofi Interactive, instructor-lead online training and assessment; simulators and simulator development; reduction of sea service requirements through more effective training; comparative analysis of current Aviator vs. Mariner training to improve current training programs; maritime safety blogs (by mariners). For more information on NCPS staff research, please visit: www.amc.edu.au/people/maritimeand-logistics-management

we draw on our rich resources to work with local, national and international communities. The University recognises the importance of the AMC’s strong brand in the global maritime, marine and offshore sectors. It is underpinned by the world-class facilities that are highlighted in this report, as well as passionate and committed staff with many industry links. There are many opportunities ahead for the AMC in developing research areas such as ocean wave and tidal energy, and oil and gas, as well as challenges such as maritime safety and protection of the marine environment. The University is proud to support the AMC staff to work in an environment that encourages excellence and celebrates achievement.”

Professor Peter Rathjen Vice-Chancellor, University of Tasmania

the australian maritime college vision AMC’s aim is to be: •

widely acknowledged as the premier, dual-sector maritime education, training and research institute within Australia and the southern hemisphere

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internationally-renowned for its maritime research, quality of learning and teaching and the rich student experience that it provides

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strongly industry-focussed and industry-engaged

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a leader of research and teaching collaborations with other University of Tasmania (UTAS) Faculties and Institutes

“It gives me great pleasure to contribute to the first edition of Shore to Sea, a premium publication which showcases the depth and breadth of the Australian Maritime College’s research activities.

These projects – and many others being undertaken by AMC researchers – embody the three key priorities for UTAS over the next 10 years, as detailed in Open to Talent, our new strategic plan.

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As an institute of the University of Tasmania, the AMC represents best practice in terms of its substantial partnerships with government and industry.

Open to Talent envisages a future in which research contributes to prosperity via innovative approaches to the issues impacting our society and environment; in which students share our knowledge and the world of ideas, and in which

distinguished by its alliances and partnerships with national and international leaders in maritime research, learning and teaching and ocean technology

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recognised as a leading brand that is integral to the UTAS reputation

AMC IS A SPECIALIST INSTITUTE OF THE UNIVERSITY OF TASMANIA

shore to sea

scholarship opportunities

amc research contacts AMC Associate Director, Research and Research Training

National Centre for Maritime Engineering and Hydrodynamics

Dr Christopher J.S. Bolch Email: cjsbolch@amc.edu.au Phone: +61 03 6324 3815

Graduate Research Coordinator Email: research.ncmeh@amc.edu.au Phone: +61 6324 9732 www.amc.edu.au/people/maritime-engineering

National Centre for Marine Conservation and Resource Sustainability

National Centre for Ports and Shipping

Graduate Research Coordinator Email: research.ncmcrs@amc.edu.au Phone: + 61 6324 3801 www.amc.edu.au/people/marine-conservationand-resource-sustainability

Graduate Research Coordinator Email: research.ncps@amc.edu.au Phone: +61 6324 9645 www.amc.edu.au/people/maritime-andlogistics-management

For information on Graduate Research Scholarships, please visit: www.utas.edu.au/ research/graduate-research/scholarships Or contact the relevant AMC Graduate Research Coordinator.

This publication has been produced using an FSC (Forest Stewardship Council) certified mix paper source and printed using vegetable-based inks. Shore to Sea, Issue 1, July 2012 CRICOS CODE: 00586B

AMC IS A SPECIALIST INSTITUTE OF THE UNIVERSITY OF TASMANIA