scholarly journals Thermal Protection and Microclimate of SOLAS Approved Lifeboats

2010 ◽  
Author(s):  
Lawrence Mak ◽  
Andrew Kuczora ◽  
Brian Farnworth ◽  
Rob Brown ◽  
Michel B. DuCharme
Keyword(s):  
Thermal Resistance ◽  
Thermal Protection ◽  
Heat Rate ◽  
Offshore Structures ◽  
Ventilation Rate ◽  
The Arctic ◽  
Thermal Manikin ◽  
High Concentration ◽  
Marine Vehicles ◽  
Heat And Cold Stress

Lifeboats are used as an evacuation system on a wide variety of offshore structures and marine vehicles. Currently, International Maritime Organization (IMO) Lifesaving Appliances (LSA) Code does not specify thermal protection and ventilation criteria for lifeboats. A test program was conducted to assess the system thermal protection and microclimate of SOLAS approved lifeboats for the Arctic environment. Some of the research findings of the first phase experiments are reported in this paper. In conducting experiments with a 72-person SOLAS approved lifeboat, the study found that the lifeboat only had a ventilation rate of 2 litres per second with vents open only, which may not be adequate. Inadequate ventilation will result in high concentration of carbon dioxide, causing headache, dizziness, restlessness, breathing difficulty, sweating, and increased heat rate, cardiac output and blood pressure. All of these may adversely affect lifeboat occupants in performing survival tasks. Using a thermal manikin, only slight decrease in thermal resistance (less than 10%) was observed in many test cases, when active ventilation was implemented (ventilation rate of 31 and 42 litres per second) and when side hatches were opened (ventilation rate of 95 litres per second). This suggests that reasonable increase in ventilation rate may be implemented without trading off much in thermal protection. However, a more noticeable decreases in thermal resistance (15% to over 30%) were observed when clothing was wet. This suggests it is critical to stay dry. A mathematical model was also developed to assess heat and cold stress of lifeboat occupants under different environment, lifeboat, occupant and ventilation conditions.

Thermal properties of thermal insulation chambers

2020 ◽  
pp. 004051752096671
Author(s):  
Dubravko Rogale ◽  
Snježana Firšt Rogale ◽  
Goran Majstorović ◽  
Goran Čubrić
Keyword(s):  
Thermal Properties ◽  
Thermal Resistance ◽  
Thermal Insulation ◽  
Thermal Protection ◽  
Cold Weather ◽  
Thermal Manikin ◽  
Functional Dependencies ◽  
Starting Point ◽  
Wide Range ◽  
Intelligent Clothing

The paper presents the investigation of thermal properties of thermal insulation chambers as an actuator in intelligent clothing, having the property of automatically adjusting the thermal protection level. The chambers are designed to vary their thickness based on the pressure of the inflated air in them. The pressure value measured in the thermal insulation chamber gives the microcomputer information on the thickness of the chamber. The paper presents the investigation of the functional dependencies of changes in the thickness of the chambers on the air pressure in them and the thermal resistance depending on the thickness of the thermal insulation chamber. Experimental thermal insulation chambers were made and integrated into an intelligent article of clothing and filled with air of 0–50 mbar, whereby chamber thicknesses of 0–25 mm were measured. Next, thermal resistance of 0.1876–0.5022 m2 k/W was measured on the thermal manikin. It was found that the ratio of thermal insulation of non-activated to maximally activated chambers was 1:2.7. Research has shown good results for the area where intelligent clothing can automatically adjust its thermal insulation properties. The technical systems described represent a suitable basis for experiments and scientific research during the introduction of intelligent clothing with active thermal protection into human life. The third-generation prototype shows very good properties from the aspect of automatic control of thermal protection in intelligent clothing. This forms the basis for further research. Cold protection has always been carried out by wearing garments with higher or lower thermal protection as well as wearing multiple layers of clothing. The conceptual starting point of the development of intelligent clothing is the development of an adaptive insulation layer with changeable thickness in the form of thermal insulation chambers filled with air. In this way, layered clothing as well as the use of several clothing layers can be avoided. Thus, one intelligent article of clothing regulating its thermal insulation properties can be used in a wide range of cold weather in the environment of the wearer.

Thermal Requirements for Surviving a Mass Rescue Incident in the Arctic: Preliminary Results

2011 ◽  
Author(s):  
Lawrence Mak ◽  
Brian Farnworth ◽  
Eugene H. Wissler ◽  
Michel B. DuCharme ◽  
Wendell Uglene ◽  
...  
Keyword(s):  
Numerical Model ◽  
Thermal Resistance ◽  
Protective Clothing ◽  
Thermal Protection ◽  
Human Subjects ◽  
Performance Criteria ◽  
The Arctic ◽  
Cruise Ship ◽  
Engineering Research ◽  
Major Disaster

Maritime and air traffic through the Arctic has increased in recent years. Cruise ship and commercial jet liners carry a large number of passengers. With increased traffic, there is a higher probability that a major disaster could occur. Cruise ship and plane accidents could be catastrophic and may require mass rescue. Due to the remote location, limited search and rescue resources, time for these resources to get to the accident location and large number of survivors, the retrieval time could be several days. Therefore, survivors may be required to survive on their own for days while they await rescue. Recognizing that the International Maritime Organization does not have specific thermal performance criteria for liferafts and lifeboats and personal and group survival kits, the Maritime and Arctic Survival Scientific and Engineering Research Team (MASSERT) initiated a research project to improve safety and provide input for advances to regulations. The objective of the project is to investigate if the current thermal protective equipment and preparedness available to people traveling in the Canadian Arctic are adequate for surviving a major air or cruise ship disaster and to identify the minimum thermal protection criteria for survival. This project builds on the results and tools developed in other research projects conducted by the team on thermal protection of liferafts, lifeboats and immersion suits. The project is divided into three major phases — clothing ensemble testing with thermal manikins, a physiology experiment on sustainable shivering duration and ensemble testing in Arctic conditions with human subjects. A numerical model uses these data to simulate survival scenarios. In the first phase of this project, the thermal resistance values of the protective clothing typically available to cruise ship and aircraft passengers were measured using two thermal manikins. The ensembles included Cabin Wear, Deck Wear, Expedition Wear, Abandonment Wear and protective clothing from Canada Forces Major Air Disaster Kit (MAJAID). Tests were conducted on dry and wet ensembles at 5°C and −15°C with and without wind. There is very good agreement between the thermal resistances measured by the two manikins. The differences in thermal resistances observed are likely caused by variations in fit and wrinkles and folds in the ensembles from dressing. With no wind, the thermal resistance is lowest with Cabin Wear and highest with MAJAID clothing inside the down-filled casualty bag. The Expedition Wear, the Abandonment Wear and the MAJAID clothing have about the same thermal resistance. With 7 metre-per-second wind, the thermal resistance of all ensembles decreased significantly by 30% to 70%. These results highlight the importance of having a shelter as a windbreak. For wet clothing ensembles at 5°C, the initial wet thermal resistance was 2 to 2.5 times lower than the dry value, and drying times ranged up to 60 hours. This highlights the importance of staying dry. Preliminary predictions from the numerical model show that the survivors in Expedition Wear, even with sleeping bag and tent, can be mildly hypothermic and need to depend heavily on shivering to maintain thermal balance. In a shelter, the predicted metabolic rate is roughly double the resting rate; it is triple the resting rate without protection from the wind. Further research is required to study shivering fatigue and age effects. Research on mass rescue scenarios for cruise ships and airplanes survivors should ideally involve subjects of both genders and the elderly.

Methods of Evaluating Protective Clothing Relative to Heat and Cold Stress: Thermal Manikin, Biomedical Modeling, and Human Testing

2011 ◽  
Vol 8 (10) ◽  
pp. 588-599 ◽  
Author(s):  
Catherine O’Brien ◽  
Laurie A. Blanchard ◽  
Bruce S. Cadarette ◽  
Thomas L. Endrusick ◽  
Xiaojiang Xu ◽  
...  
Keyword(s):  
Cold Stress ◽  
Protective Clothing ◽  
Thermal Manikin ◽  
Heat And Cold Stress ◽  
Biomedical Modeling

Parameter Sensitivity in Numerical Modelling of Ice-Structure Interaction With Cohesive Element Method

2016 ◽  
Author(s):  
Dianshi Feng ◽  
Sze Dai Pang ◽  
Jin Zhang
Keyword(s):  
Element Model ◽  
Offshore Structures ◽  
Parameter Sensitivity ◽  
The Arctic ◽  
Cohesive Element ◽  
Structure Interaction ◽  
Marine Structure ◽  
Ice Loads ◽  
The Stability ◽  
Element Method

The increasing marine activities in the Arctic has resulted in a growing demand for reliable structural designs in this region. Ice loads are a major concern to the designer of a marine structure in the arctic, and are often the principal factor that governs the structural design [Palmer and Croasdale, 2013]. With the rapid advancement in computational power, numerical method is becoming a useful tool for design of offshore structures subjected to ice actions. Cohesive element method (CEM), a method which has been widely utilized to simulate fracture in various materials ranging from metals to ceramics and composites as well as bi-material systems, has been recently applied to predict ice-structure interactions. Although it shows promising future for further applications, there are also some challenging issues like high mesh dependency, large variation in cohesive properties etc., yet to be resolved. In this study, a 3D finite element model with the use of CEM was developed in LS-DYNA for simulating ice-structure interaction. The stability of the model was investigated and a parameter sensitivity analysis was carried out for a better understanding of how each material parameter affects the simulation results.

Design Under Arctic Conditions: A Summary of the Arctic Materials Project Guideline

2018 ◽  
Author(s):  
Agnes Marie Horn ◽  
Erling Østby ◽  
Odd Akselsen ◽  
Mons Hauge
Keyword(s):  
Cost Effective ◽  
Offshore Structures ◽  
International Standards ◽  
Hydrocarbon Exploration ◽  
Thickness Effect ◽  
The Arctic ◽  
Structural Elements ◽  
Practical Applications ◽  
Arctic Materials ◽  
Offshore Industry

The main goal of the 10 years Arctic Materials KMB project run by SINTEF (2008–2017) and supported by the industry is to establish criteria and solutions for safe and cost-effective application of materials for hydrocarbon exploration and production in arctic regions. The objective of the arctic materials project guideline (PG) is to assist designers to ensure safe and robust, yet cost-effective, design of offshore structures and structural elements in arctic areas through adequate material testing and requirements to material toughness. It is well known that when the temperature decreases, steel becomes more brittle. To prevent brittle fracture in the Arctic, the structure needs adequate toughness for the loading seen at low temperatures. None of the common offshore design codes today consistently address low temperature applications. In this respect, arctic areas are defined as minimum design temperatures below what current international standards have considered per today, i.e. −10 °C to −14°C. For practical applications, the PG defines arctic areas as minimum design temperature lower than −10 °C. It is acknowledging that design standards to a certain degree are based on operational and qualitative experiences gained by the offshore industry since the 1970’s. However, for arctic offshore facilities, limited operational experiences are gained by the industry. The basis of the guideline is that safe and robust design of structures and structural elements are ensured by combining standard industry practice today with learnings and findings from the 10 years Arctic Materials project. This paper is concerned with the rationale behind the material and test requirements provided in the arctic material guideline. The material requirements will be discussed in detail with emphasis on toughness requirement, constraint effect, thickness effect, acceptance criteria and material qualification criteria.

scholarly journals Fracture and its Role in Determining Ice Forces on Offshore Structures

1983 ◽  
Vol 4 ◽  
pp. 216-221 ◽  
Author(s):  
A.C. Palmer ◽  
D. J. Goodman ◽  
M. F. Ashby ◽  
A. G. Evans ◽  
J.W. Hutchinson ◽  
...  
Keyword(s):  
Deformation Mode ◽  
Theoretical Models ◽  
Offshore Structures ◽  
The Arctic ◽  
Theoretical Treatment ◽  
Strain Rates ◽  
Natural Processes ◽  
Design Loads ◽  
Ice Forces ◽  
Fracture Processes

One of the most conspicuous phenomena in the Arctic Is the fracture of sea ice. It is scarcely possible to travel far without seeing a variety of fracture forms, produced both by natural processes and by human activity.At strain-rates below about 10−4s−1, deformation is dominated by creep, but at higher strain-rates fracture is much more important. One of the reasons for this is the very low fracture toughness of ice. The movements of ice in contact with offshore structures often induce strain-rates well beyond the level at which fracture begins, and so offshore structures will often operate in the fracture regime, and it is fracture processes which will determine the design loads. We consider the different modes of repeated fracture that will occur, and classify them into distinct mechanisms of crushing, spalling, and radial and circumferential cracking. Experimental and field observations are plotted on a deformation mode map. A theoretical treatment of radial cracking confirms that very low loads can propagate cracks to long distances; these loads are small by comparison with those calculated from theoretical models that treat ice as a plastically-deforming continuum.

Evaluating Cold, Wind, and Moisture Protection of Different Coverings for Prehospital Maritime Transportation–A Thermal Manikin and Human Study

2014 ◽  
Vol 29 (6) ◽  
pp. 580-588 ◽  
Author(s):  
Kirsi Jussila ◽  
Sirkka Rissanen ◽  
Kai Parkkola ◽  
Hannu Anttonen
Keyword(s):  
Wind Speed ◽  
Thermal Insulation ◽  
Thermal Protection ◽  
Human Study ◽  
Maritime Transportation ◽  
Thermal Manikin ◽  
Second Phase ◽  
Protective Properties ◽  
Moisture Protection ◽  
Cold Wind

AbstractIntroductionPrehospital maritime transportation in northern areas sets high demands on hypothermia prevention. To prevent body cooling and hypothermia of seriously-ill or injured casualties during transportation, casualty coverings must provide adequate thermal insulation and protection against cold, wind, moisture, and water splashes.ObjectiveThe aim of this study was to determine the thermal protective properties of different types of casualty coverings and to evaluate which would be adequate for use under difficult maritime conditions (cold, high wind speed, and water splashes). In addition, the study evaluated the need for thermal protection of a casualty and verified the optimum system for maritime casualty transportation.MethodsThe study consisted of two parts: (1) the definition and comparison of the thermal protective properties of different casualty coverings in a laboratory; and (2) the evaluation of the chosen optimum protective covering for maritime prehospital transportation. The thermal insulations of ten different casualty coverings were measured according to the European standard for sleeping bags (EN 13537) using a thermal manikin in a climate chamber (-5°C) with wind speeds of 0.3 m/s and 4.0 m/s, and during moisture simulations. The second phase consisted of measurements of skin and core temperatures, air temperature, and relative humidity inside the clothing of four male test subjects during authentic maritime prehospital transportation in a partially-covered motor boat.ResultsWind (4 m/s) decreased the total thermal insulation of coverings by 11%-45%. The decrement of thermal insulation due to the added moisture inside the coverings was the lowest (approximately 22%-29%) when a waterproof reflective sheet inside blankets or bubble wrap was used, whereas vapor-tight rescue bags and bubble wrap provide the most protection against external water splashes. During authentic maritime transportation lasting 30 minutes, mean skin temperature decreased on average by 0.5°C when a windproof and water-resistant rescue bag was used over layered winter clothing.ConclusionThe selected optimum rescue bag consisted of insulating and water-resistant layers providing sufficient protection against cold, wind, and water splashes during prehospital transportation lasting 30 minutes in the uncovered portion of a motor boat. The minimum thermal insulation for safe maritime transportation (30 minutes) is 0.46 m2K/W at a temperature of -5°C and a wind speed of 10 m/s.JussilaK, RissanenS, ParkkolaK, AnttonenH. Evaluating cold, wind, and moisture protection of different coverings for prehospital maritime transportation–a thermal manikin and human study. Prehosp Disaster Med. 2014;29(6):1-9.

scholarly journals Analysis of CCN activity of Arctic aerosol and Canadian biomass burning during summer 2008

2013 ◽  
Vol 13 (5) ◽  
pp. 2735-2756 ◽  
Author(s):  
T. L. Lathem ◽  
A. J. Beyersdorf ◽  
K. L. Thornhill ◽  
E. L. Winstead ◽  
M. J. Cubison ◽  
...  
Keyword(s):  
Chemical Composition ◽  
Biomass Burning ◽  
Industrial Pollution ◽  
Physical Aging ◽  
Volume Fraction ◽  
Cloud Condensation Nuclei ◽  
Water Soluble ◽  
The Arctic ◽  
High Concentration ◽  
Air Masses

Abstract. The NASA DC-8 aircraft characterized the aerosol properties, chemical composition, and cloud condensation nuclei (CCN) concentrations of the summertime Arctic during the 2008 NASA Arctic Research of the Composition of the Troposphere from Aircraft and Satellites (ARCTAS) campaign. Air masses characteristic of fresh and aged biomass burning, boreal forest, Arctic background, and anthropogenic industrial pollution were sampled. Observations were spatially extensive (50–85° N and 40–130° W) and exhibit significant variability in aerosol and CCN concentrations. The chemical composition was dominated by highly oxidized organics (66–94% by volume), with a water-soluble mass fraction of more than 50%. The aerosol hygroscopicity parameter, κ, ranged between κ = 0.08–0.32 for all air mass types. Industrial pollution had the lowest κ of 0.08 ± 0.01, while the Arctic background had the highest and most variable κ of 0.32 ± 0.21, resulting from a lower and more variable organic fraction. Both fresh and aged (long-range transported) biomass burning air masses exhibited remarkably similar κ (0.18 ± 0.13), consistent with observed rapid chemical and physical aging of smoke emissions in the atmosphere, even in the vicinity of fresh fires. The organic hygroscopicity (κorg) was parameterized by the volume fraction of water-soluble organic matter (εWSOM), with a κ = 0.12, such that κorg = 0.12εWSOM. Assuming bulk (size-independent) composition and including the κorg parameterization enabled CCN predictions to within 30% accuracy for nearly all environments sampled. The only exception was for industrial pollution from Canadian oil sands exploration, where an external mixture and size-dependent composition was required. Aerosol mixing state assumptions (internal vs. external) in all other environments did not significantly affect CCN predictions; however, the external mixing assumption provided the best results, even though the available observations could not determine the true degree of external mixing and therefore may not always be representative of the environments sampled. No correlation was observed between κorg and O : C. A novel correction of the CCN instrument supersaturation for water vapor depletion, resulting from high concentrations of CCN, was also employed. This correction was especially important for fresh biomass burning plumes where concentrations exceeded 1.5×104 cm−3 and introduced supersaturation depletions of ≥25%. Not accounting for supersaturation depletion in these high concentration environments would therefore bias CCN closure up to 25% and inferred κ by up to 50%.

INSULATION OF RESIDENTIAL BUILDINGS FACADES DURING MAJOR REPAIRS (APPLICABLE FOR RESIDENTIAL BUILDINGS IN SAMARA REGION)

2014 ◽  
Vol 4 (3) ◽  
pp. 103-110 ◽  
Author(s):  
Yuri Serafimovich VITCHIKOV ◽  
Igor Gennad'evich BELIAKOV ◽  
Elena Nikolaevna NOKHRINA
Keyword(s):  
Thermal Protection ◽  
Residential Buildings ◽  
Heat Rate ◽  
Optimal Level ◽  
Heat Losses ◽  
Building Envelopes ◽  
Effi Ciency ◽  
Normative Requirements ◽  
Under Construction ◽  
Proper Analysis

This paper aims to provide analysis of normative requirements concerning thermal protection and energy effi ciency of those residential buildings in Samara region which are under construction or undergo major repairs. The research proves heat rate that used for heating residential buildings depends on the value of reduced resistance to heattransferring ability of the outer walls. Proper analysis of the value in question helps defi ne the optimal level of facades thermal protection. The authors present calculations and results of their experimental research of heat losses caused by building envelopes of fi ve-fl oor brick and bearing-wall constructions. The paper also describes diff erent methods of insulation of residential buildings facades and recommends how these methods should be used during major repairs.

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