Influence of the Ice Concentration on the Ice Loads on the Hull of a Ship in a Managed Ice Field

2012 ◽  
Author(s):  
Solange van der Werff ◽  
Andrea Haase ◽  
René Huijsmans ◽  
Qin Zhang
Keyword(s):  
Development Project ◽  
Model Tests ◽  
Ice Thickness ◽  
Model Parameters ◽  
Dynamic Positioning ◽  
Ship Model ◽  
Ice Concentration ◽  
Ice Loads ◽  
Ice Field ◽  
Yaw Angle

The research and development project DYPIC (Dynamic Positioning in Ice) focuses on the challenges related to DP operations in Arctic environment. At the HSVA (Hamburg Ship Model Basin, Germany), model tests in ice were carried out using two configurations; one where the model was fixed to the towing carriage, and a free floating configuration, where the model ship was controlled by a DP system scaled to model parameters. During the model tests a number of parameters were systematically varied. Model ship velocity and yaw angle were the parameters related to the controlling of the model. In addition, the ice field characteristics were varied by applying two variations in ice floe size and two variations in concentration, resulting in four different ice field descriptions. The ice thickness was remained constant for all test implementations. Every test run with a particular controlling (velocity and heading) profile was executed in each of the four ice fields. In order to develop a DP controller which is optimally adjusted to the environment in which the system operates, it is important to find relations between the characteristics of the ice field and the forces they apply on the hull of the vessel or construction. An assessment of the measurements and observations during the testing is the basis of a study which has the objective to find how the ice field appearance and the ice loads on a structure relate to each other.

scholarly journals Analysis of Impact of Ship Model Parameters on Changes of Control Quality Index in Ship Dynamic Positioning System

2019 ◽  
Vol 26 (1) ◽  
pp. 6-14 ◽  
Author(s):  
Tacjana Niksa Rynkiewicz ◽  
Anna Witkowska
Keyword(s):  
Quality Index ◽  
Adaptive Controller ◽  
Model Parameters ◽  
Dynamic Positioning ◽  
Positioning System ◽  
Integral Control ◽  
Dynamic Positioning System ◽  
Ship Model ◽  
Control Quality ◽  
The Impact

Abstract In this work there is presented an analysis of impact of ship model parameters on changes of control quality index in a ship dynamic positioning system designed with the use of a backstepping adaptive controller. Assessment of the impact of ship model parameters was performed on the basis of Pareto-Lorentz curves and ABC method in order to determine sets of the parameters which have either crucial, moderate or low impact on objective function. Simulation investigations were carried out with taking into account integral control quality indices.

Interaction of Ice Floes With Columns of a Semi-Submersible Platform

1983 ◽  
Vol 105 (4) ◽  
pp. 460-463
Author(s):  
P. G. Noble ◽  
D. Singh
Keyword(s):  
Maximum Load ◽  
Test Results ◽  
Ice Load ◽  
Physical Model Tests ◽  
Ice Concentration ◽  
Drilling Unit ◽  
Ice Loads ◽  
Ice Field ◽  
Preliminary Research ◽  
Ice Floes

A preliminary research project has been carried out to determine the effect of small ice floes on a semi-submersible drilling unit. Physical model tests have been conducted with two main objectives: first, to determine the ability of the columns to prevent ice from passing between them (arching) and thus minimizing the chance of riser damage, and second, to determine the total ice load on the semi-submersible during interaction with ice field concentrations. Three models were used, representing one half of a four, six or eight-legged semi-submersible platform. The dimensions and spacing of the columns were such that the heave and pitch responses were kept constant. The tests were conducted at a model scale of 1:30 using synthetic ice. Test results showed the maximum load measured on a four-legged semi-submersible model, at 100 percent ice floe concentration, was on the order of half of that measured on six or eight-legged semi-submersible models. Also the ice loads on a four-legged semi-submersible model at lower ice floe concentration were substantially less than those for six or eight-legged semi-submersible models. The total ice load on semi-submersible models is found to be a function of ice floe concentration. Up to about 75 percent ice concentration, ice loads varied linearly. Beyond that, the loads increased exponentially for all semi-submersible models.

DYPIC - Dynamic Positioning in Ice: First Phase of Model Testing

2012 ◽  
Author(s):  
Andrea Haase ◽  
Solange van der Werff ◽  
Peter Jochmann
Keyword(s):  
Tracking System ◽  
Development Project ◽  
Model Testing ◽  
Fine Tuning ◽  
Model Parameters ◽  
Second Phase ◽  
Dynamic Positioning ◽  
The European Union ◽  
Testing Procedures ◽  
Ice Conditions

DYPIC (Dynamic Positioning in Ice) is a research and development project within the MARTEC ERA-NET project of the European Union. Its objective is to contribute to the closure of the gap between DP in open water being an industry standard, and DP in ice which has some extra challenges to tackle. Two phases of model testing in ice form the back bone of the project and are facilitated by HSVA (Hamburg Ship Model Basin, Germany). The first test phase, which was executed from May to July 2011, involved two different model ships. Both were tested in free floating mode (where the model sailed solely by its own propulsion system) and fixed mode (where the model was connected to a carriage). In the free floating mode the controlling was performed by a prototype DP system scaled to model parameters. Four different managed ice fields with systematically varied ice concentration and ice floe size were prepared in the ice tank in order to investigate the influence of the relevant parameters. Tests were executed for several velocities and headings with respect to the approaching ice floes. In the free floating case ice loads on the hull were derived from the measured loads on the thrusters. The behavior of the model ship was captured by the position and heading tracking system Qualisys and several installed video cameras. The fixed mode tests serve well as a reference measurement. The results will be used to develop a model scale DP system for ice that is adjustable to different kinds of vessels and ice conditions and eventually to develop testing procedures for the assessment of the DP performance of a vessel in managed ice. A second phase of model testing for fine tuning and benchmarking the developed system will be carried out in August 2012. Within the scope of the paper is the description of the performed tests speaking of test setup and ice conditions. Analyses of results are not covered.

Different Ways of Modeling Ice Drift Scenarios in Basin Tests

2013 ◽  
Author(s):  
Andrea Haase ◽  
Peter Jochmann
Keyword(s):  
Sea Ice ◽  
Relative Motion ◽  
Development Project ◽  
Model Tests ◽  
Contact Forces ◽  
Second Phase ◽  
Offshore Structure ◽  
Ice Drift ◽  
Ice Field ◽  
Ice Model

One known scenario from full scale sea ice investigations is a drifting managed ice field. This ice field may be driven by winds or currents or both and may eventually hit a vessel or an offshore structure. In case of a moving vessel the relative motion between vessel and ice may be determined by the vessels direction of motion or even its ambition to hold position against the drifting ice. All the above described scenarios deal with relative motions between several bodies. Along with the relative motion come the contact forces between the interacting bodies and last but not least the question of the failure of either of the bodies. As ice model tests are in general state of the art procedures to investigate the behavior of a vessel and the related loads in sea ice the question of how to model drift scenarios is of relevance here. Typically in ice model tests a drifting managed ice field is simulated by moving a model ship through a resting ice field. This paper addresses the differences in modeling the ice drift as described above and when moving the floes against a stationary vessel. For this purpose ice model tests of each kind are investigated and theoretical efforts are made to enlighten the topic. Also it is distinguished between the vessel being driven by its own propulsion system or by an external force. In summer 2011 and 2012 a comprehensive set of ice model tests was performed in the large ice tank of the Hamburg Ship Model Basin (HSVA). The tests are related to the research and development project DYPIC — Dynamic Positioning in Ice. Within the project two phases of model tests have been performed. The first phase has been documented and presented in [1] while the second phase is presented in [2]. The model setups described and analyzed in this paper all relate to tests performed within the scope of DYPIC.

DYPIC - Dynamic Positioning in Ice: Second Phase of Model Testing

2013 ◽  
Author(s):  
Andrea Haase ◽  
Peter Jochmann
Keyword(s):  
Phase I ◽  
Phase Ii ◽  
Development Project ◽  
Model Testing ◽  
Second Phase ◽  
Dynamic Positioning ◽  
Station Keeping ◽  
Level Ice ◽  
Ice Field ◽  
Ice Model

DYPIC - Dynamic Positioning in Ice is a European research and development project where the main goal is to customize a dynamic positioning (DP) system for model testing in an ice model basin. To achieve this objective numerous ice model tests are performed. Overall they are divided into two main phases — DYPIC Phase I in 2011 and DYPIC Phase II in 2012. The first phase is documented and presented in [1]. This paper addresses the description of the second phase and the presentation of a selection of results. As the main goal of Phase II is to test the DP system developed in Phase I the trials of the second phase are mainly performed in DP mode, while very few tests that serve separate sub goals within the project are performed in the so called fixed mode where the model is towed through the tank. For the DP mode different configurations of the test setup itself are tested. In order to simulate station keeping the vessel travels either in front or behind the main carriage trying to hold its position relatively to the carriage. The relative motion is captured by optical cameras on the carriage and markers on the vessel. In addition real station keeping tests are performed while the model stayed in the middle of the ice basin and different ice field types are pushed along. The ice features tested in DYPIC Phase II include managed ice fields of different kinds and level ice.

scholarly journals Ice thickness and volume of the Renland Ice Cap, East Greenland

2021 ◽  
pp. 1-13
Author(s):  
Iben Koldtoft ◽  
Aslak Grinsted ◽  
Bo M. Vinther ◽  
Christine S. Hvidberg
Keyword(s):  
Surface Topography ◽  
Climate Model ◽  
Thickness Distribution ◽  
High Elevation ◽  
Surface Velocity ◽  
Ice Thickness ◽  
Model Parameters ◽  
East Greenland ◽  
Ice Volume ◽  
Ice Cap

Abstract To assess the amount of ice volume stored in glaciers or ice caps, a method to estimate ice thickness distribution is required for glaciers where no direct observations are available. In this study, we use an existing inverse method to estimate the bedrock topography and ice thickness of the Renland Ice Cap, East Greenland, using satellite-based observations of the surface topography. The inverse approach involves a procedure in which an ice dynamical model is used to build-up an ice cap in steady state with climate forcing from a regional climate model, and the bedrock is iteratively adjusted until the modelled and observed surface topography match. We validate our model results against information from airborne radar data and satellite observed surface velocity, and we find that the inferred ice thickness and thereby the stored total volume of the ice cap is sensitive to the assumed ice softness and basal slipperiness. The best basal model parameters for the Renland Ice Cap are determined and the best estimated total ice volume of 384 km3 is found. The Renland Ice Cap is particularly interesting because of its location at a high elevation plateau and hence assumed low sensitivity to climate change.

Experimental Study of a Tanker Ship Squat in Shallow Water

2014 ◽  
Vol 66 (2) ◽  
Author(s):  
Mohammadreza Fathi Kazerooni ◽  
Mohammad Saeed Seif
Keyword(s):  
Experimental Study ◽  
Shallow Water ◽  
Experimental Approach ◽  
Model Tests ◽  
Ship Hull ◽  
Experimental Results ◽  
Shallow Waters ◽  
Towing Tank ◽  
Ship Model

One of the phenomena restricting the tanker navigation in shallow waters is reduction of under keel clearance in the terms of sinkage and dynamic trim that is called squatting. According to the complexity of flow around ship hull, one of the best methods to predict the ship squat is experimental approach based on model tests in the towing tank. In this study model tests for tanker ship model had been held in the towing tank and squat of the model are measured and analyzed. Based on experimental results suitable formulae for prediction of these types of ship squat in fairways are obtained.

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.

scholarly journals On the ship course-keeping control system design by using robust feedback linearization

2013 ◽  
Vol 20 (1) ◽  
pp. 70-76 ◽  
Author(s):  
Zenon Zwierzewicz
Keyword(s):  
Feedback Linearization ◽  
High Performance ◽  
Linearization Method ◽  
Model Parameters ◽  
Control System Design ◽  
Control Approach ◽  
Ship Model ◽  
Control Techniques ◽  
System Nonlinearity ◽  
Ship Autopilot

Abstract In the paper the problem of ship autopilot design based on feedback linearization method combined with the robust control approach, is considered. At first the nonlinear ship model (of Norrbin type) is linearized with the use of the simple system nonlinearity cancellation. Next, bearing in mind that exact values of the model parameters are not known, the ensuing inaccuracies are taken as disturbances acting on the system. Thereby is obtained a linear system with an extra term representing the uncertainty which can be treated by using robust, H∞ optimal control techniques. The performed simulations of ship course-changing process confirmed a high performance of the proposed controller despite the assumed significant errors of its parameters.

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