Sloping Structure–Level Ice Interactions

2020 ◽  
pp. 1-8
Author(s):  
Wenjun Lu
Keyword(s):  
Structure Level ◽  
Level Ice

Investigating structure level and interview validity in assessing Big five

2008 ◽  
Author(s):  
Michael Whynott ◽  
Gregory Manley ◽  
Daniel Nguyen
Keyword(s):  
Big Five ◽  
Structure Level

scholarly journals An Approach to Determine Optimal Bow Configuration of Polar Ships under Combined Ice and Calm-Water Conditions

2021 ◽  
Vol 9 (6) ◽  
pp. 680
Author(s):  
Hui Li ◽  
Yan Feng ◽  
Muk Chen Ong ◽  
Xin Zhao ◽  
Li Zhou
Keyword(s):  
Numerical Simulation ◽  
Water Resistance ◽  
Numerical Technique ◽  
Experimental Studies ◽  
Resistance Index ◽  
Simulation Method ◽  
Present Approach ◽  
Calm Water ◽  
Level Ice ◽  
Ice Resistance

Selecting an optimal bow configuration is critical to the preliminary design of polar ships. This paper proposes an approach to determine the optimal bow of polar ships based on present numerical simulation and available published experimental studies. Unlike conventional methods, the present approach integrates both ice resistance and calm-water resistance with the navigating time. A numerical simulation method of an icebreaking vessel going straight ahead in level ice is developed using SPH (smoothed particle hydrodynamics) numerical technique of LS-DYNA. The present numerical results for the ice resistance in level ice are in satisfactory agreement with the available published experimental data. The bow configurations with superior icebreaking capability are obtained by analyzing the sensitivities due to the buttock angle γ, the frame angle β and the waterline angle α. The calm-water resistance is calculated using FVM (finite volume method). Finally, an overall resistance index devised from the ship resistance in ice/water weighted by their corresponding weighted navigation time is proposed. The present approach can be used for evaluating the integrated resistance performance of the polar ships operating in both a water route and ice route.

scholarly journals Formulation of Ice Resistance in Level Ice Using Double-Plates Superposition

2020 ◽  
Vol 8 (11) ◽  
pp. 870
Author(s):  
Liang Li ◽  
Qingfei Gao ◽  
Alexander Bekker ◽  
Hongzhe Dai
Keyword(s):  
Elastic Plate ◽  
Approximate Model ◽  
Ice Thickness ◽  
Full Scale Test ◽  
Ship Resistance ◽  
Bending Resistance ◽  
Level Ice ◽  
Scale Test ◽  
Coulomb Criterion ◽  
Ice Resistance

The estimation of ship resistance in ice is a fundamental area of research and poses a substantial challenge for the design and safe use of ships in ice-covered waters. In order to estimate the ice resistance with greater reliability, we develop in this paper an improved Lindqvist formulation for the estimation of bending resistance in level ice based on the superposition of double-plates. In the developed method, an approximate model of an ice sheet is firstly presented by idealizing ice sheeta as the combination of a semi-infinite elastic plate and an infinite one resting on an elastic foundation. The Mohr–Coulomb criterion is then introduced to determine the ice sheet’s failure. Finally, an improved Lindqvist formulation for estimation of ice resistance is proposed. The accuracy of the developed formulation is validated using full-scale test data of the ship KV Svalbard in Norway, testing the model as well as the numerical method. The effect of ice thickness, stem angle and breadth of bow on ship resistance is further investigated by means of the developed formulation.

Model Tests in Brash Ice Channels

2005 ◽  
Author(s):  
Jens-Holger Hellmann ◽  
Karl-Heinz Rupp ◽  
Walter L. Kuehnlein
Keyword(s):  
Perforated Plate ◽  
Ice Sheet ◽  
Open Water ◽  
Model Tests ◽  
Ice Thickness ◽  
Special Device ◽  
Level Ice ◽  
Set Up ◽  
Parental Level ◽  
Oil Tankers

According to the present Finnish-Swedish Ice Class Rules (FSICR) the formulas for the required main engine power for tankers led to much bigger main engines than it is needed for the demanded open water speed. Therefore model tests may be performed in order to verify the vessel’s capability to sail with less required power in brash ice channels compared to the calculations. Several model test runs have been performed in order to study the performance of crude oil tankers sailing in brash ice. The tests were performed as towed propulsion tests and the brash ice channel was prepared according to the guidelines set up by the Finnish Maritime Administration (FMA). The channel width was 2 times the beam of the tanker. The model tests were carried out at a speed of 5 knots. For the tests a parental level ice sheet of adequate thickness is prepared according to HSVA’s standard model ice preparation procedure. After a predefined level ice thickness has been reached, the air temperature in the ice tank will be raised. An ice channel with straight edges will be cut into the ice sheet by means of two ice knives. The ice stripe between the two cuts will be manually broken up into relatively small ice pieces using a special ice chisel and if required the brash ice material will be compacted. Typically the brash ice thickness will be measured prior the tests at 9 positions across the channel and every two meter over the entire length of the brash ice channel with a special device, which consists of a measuring rule with a perforated plate mounted under a right angle at the lower end of the rule. As a result of the tests it could be demonstrated that tankers with a capacity of more than 50 000 tons require 50% and even less power compared to calculations using the present FSICR formulas.

Advanced Weathervaning in Ice

2011 ◽  
Author(s):  
William Hidding ◽  
Guillaume Bonnaffoux ◽  
Mamoun Naciri
Keyword(s):  
Rapid Change ◽  
Ice Sheet ◽  
Model Tests ◽  
The Arctic ◽  
Mooring System ◽  
Sudden Increase ◽  
Time Step ◽  
Ice Loads ◽  
Level Ice ◽  
Drift Direction

The reported presence of one third of remaining fossil reserves in the Arctic has sparked a lot of interest from energy companies. This has raised the necessity of developing specific engineering tools to design safely and accurately arctic-compliant offshore structures. The mooring system design of a turret-moored vessel in ice-infested waters is a clear example of such a key engineering tool. In the arctic region, a turret-moored vessel shall be designed to face many ice features: level ice, ice ridges or even icebergs. Regarding specifically level ice, a turret-moored vessel will tend to align her heading (to weather vane) with the ice sheet drift direction in order to decrease the mooring loads applied by this ice sheet. For a vessel already embedded in an ice sheet, a rapid change in the ice drift direction will suddenly increase the ice loads before the weathervaning occurs. This sudden increase in mooring loads may be a governing event for the turret-mooring system and should therefore be understood and simulated properly to ensure a safe design. The paper presents ADWICE (Advanced Weathervaning in ICE), an engineering tool dedicated to the calculation of the weathervaning of ship-shaped vessels in level ice. In ADWICE, the ice load formulation relies on the Croasdale model. Ice loads are calculated and applied to the vessel quasi-statically at each time step. The software also updates the hull waterline contour at each time step in order to calculate precisely the locations of contact between the hull and the ice sheet. Model tests of a turret-moored vessel have been performed in an ice basin. Validation of the simulated response is performed by comparison with model tests results in terms of weathervaning time, maximum mooring loads, and vessel motions.

The timing of deglaciation from mountain summits to cirques in Wales: 10Be and 26Al exposure dates from Cadair Idris

2021 ◽  
Author(s):  
Philip Hughes ◽  
Neil Glasser ◽  
David Fink ◽  
Jason Dortch ◽  
Reka Fülöp ◽  
...  
Keyword(s):  
Ice Sheet ◽  
Lake Basin ◽  
Summit Area ◽  
Sheet Surface ◽  
Ice Cap ◽  
Heinrich Event ◽  
Level Ice ◽  
High Level ◽  
Exposure Ages ◽  
Later Phase

<p>Cosmogenic <sup>10</sup>Be and <sup>26</sup>Al exposure ages from 20 erratic samples collected from Cadair Idris (893 m), a mountain in southern Snowdonia, Wales, provide evidence for the timing of deglaciation from summits to cirques at the end of the Late Pleistocene. The summit of the mountain is characterised by intensely modified frost-shattered surfaces that have long been identified as a representing a former nunatak. Numerous glacially-transported quartz boulders on the highest ground indicate that ice overran the summit at some point in the Pleistocene. Two quartz boulders, one with preserved striations, sampled at c. 856 m near the summit of Cadair Idris yielded consistent <sup>10</sup>Be and <sup>26</sup>Al paired exposure ages of 75 ka to 60 ka (using a high-latitude sea level <sup>10</sup>Be spallation production rate of 4.20 at/g/y, scaled by the Lal/Stone scheme). A glacially polished bedrock quartzite outcrop at 735 m gave an age of 17.5 ka. Immediately below this, cirque and down-valley recessional moraine ages, covering an elevation of 480 m to 350 m ranged from 10 to 15 ka respectively.</p><p>These results confirm that Cadair Idris was overridden by the Welsh Ice Cap during marine isotope stage (MIS) 4, when ice was thicker than at the global last glacial maximum (LGM) in MIS 2. This is consistent with findings from northern Snowdonia. The highest Welsh summits, including Cadair Idris, emerged above a thinning Welsh Ice Cap (British Irish Ice Sheet) during the transition from MIS 4 to 3. The summit area above ~800 m then stood as nunataks above the LGM ice sheet surface in MIS 2. The Welsh Ice Cap then rapidly thinned over Cadair Idris at ~20-17 ka based on ages from high-level ice-moulded bedrockThis is supported by more new ages from high-level paired erratics and bedrock samples on several other mountains throughout Snowdonia, leading to a phase of alpine-style deglaciation. Valley glaciers initiated their retreat up-valley from ~17 to 14 ka after Heinrich Event 1. A later phase of glacier stabilisation or still stand formation produced classic cirque moraines near the rim of a present cirque lake basin (480 m elevation) yielding <sup>10</sup>Be ages of 13-10 ka during the Younger Dryas.</p>

Movement to C in German

1993 ◽  
Vol 5 (1) ◽  
pp. 29-46 ◽  
Author(s):  
Robert G. Hoeing
Keyword(s):  
Relative Clauses ◽  
Phrase Structure ◽  
Head Position ◽  
Final Structure ◽  
Movement Theory ◽  
Structure Level

ABSTRACTStandard movement theory stipulates that any X"-phrase that is moved must move to the specifier position (SPEC) of C". In this paper, however, it is argued on the basis of coordination phenomena, verb-final structure, and diachronic evidence that, in relative clauses and indirect questions, the moved pronoun or w-element functions more as a true complementizer than as a fronted X"-phrase and thus should move to the head position C. Movement to C is thus determined not by the phrase-structure level of the moved category, but by feature compatibility.

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