scholarly journals The response of a glacier to a surface disturbance: a case study on Vatnajökull ice cap, Iceland

2000 ◽  
Vol 31 ◽  
pp. 104-110 ◽  
Author(s):  
G. Aðalgeirsdóttir ◽  
G. H. Gudmundsson ◽  
H. Björnsson

AbstractIn the course of a tremendous outburst flood (jökulhlaup) following the subglacial eruption in Vatnajökull, Iceland, in October 1996, a depression in the surface of the ice cap was created as a result of ice melting from the walls of a subglacial tunnel. The surface depression was initially approximately 6 km long, 800 m wide and 100 m deep. This ˚canyon" represents a significant perturbation in the geometry of the ice cap in this area where the total ice thickness is about 200–400 m. We present results of repeated measurements of flow velocities and elevation changes in the vicinity of the canyon made over a period of about 2 years. The measurements show a reduction in the depth of the canyon and a concomitant decrease in surface flow towards it over time. By calculating the transient evolution of idealized surface depressions using both analytical zeroth- and first-order theories, as well as the shallow-ice approximation (SIA) and a finite-element model incorporating all the terms of the momentum equations we demonstrate the importance of horizontal stress gradients at the spatial scale of this canyon. The transient evolution of the canyon is calculated with a two-dimensional time-dependent finite-element model with flow parameters (the parameters A and n of Glen’s flow law) that are tuned towards an optimal agreement with measured flow velocities. Although differences between measured and calculated velocities are comparable to measurement errors, the differences are not randomly distributed. The model is therefore not verified in detail. Nevertheless the model reproduces observed changes in the geometry over a 15 month time period reasonably well The model also reproduces changes in both velocities and geometry considerably better than an alternative model based on the SIA.

1988 ◽  
Vol 104 (1-4) ◽  
pp. 289-299 ◽  
Author(s):  
Litsa Anastasiadou-Partheniou ◽  
George A. Terzidis

2017 ◽  
Vol 26 (3) ◽  
pp. 096369351702600
Author(s):  
Feng Zhang ◽  
Lei Gao

The debonding of the FRP plate from concrete and crack-propagation processes are complex and the current research studies regarding this debonding mechanism are insufficient and not comprehensive. This work proposes a plane stress model along with equal width and different width FRP to concrete models to simulate the debonding and crack-propagation processes are presented. The longitudinal and horizontal stress distributions were analysed and the FRP to concrete width effect and FRP thickness parameters were also studied by means of the proposed three-dimensional finite element model. The results show that the different width 3D model is optimal for analysing the spatial interfacial debonding of FRP from concrete. The concrete surface horizontal stress distribution along the length of the concrete substrate could judge the effective bond length. Both the normal stress and shear stress are mainly divided into the following two small central stress regions under the PRP plate: a high stress gradient region near the FRP plate edge and a stress-free region near the concrete edge. The debonding strength and the stiffness of the bonding interface increase with the width of the FRP plate and the FRP plate thickness. The stress range and magnitude are strongly dependent on the width of the FRP plate. Debonding begins at the FRP plate edge; the thicker FRP plate more easily exhibits debonding.


1989 ◽  
Vol 17 (4) ◽  
pp. 305-325 ◽  
Author(s):  
N. T. Tseng ◽  
R. G. Pelle ◽  
J. P. Chang

Abstract A finite element model was developed to simulate the tire-rim interface. Elastomers were modeled by nonlinear incompressible elements, whereas plies were simulated by cord-rubber composite elements. Gap elements were used to simulate the opening between tire and rim at zero inflation pressure. This opening closed when the inflation pressure was increased gradually. The predicted distribution of contact pressure at the tire-rim interface agreed very well with the available experimental measurements. Several variations of the tire-rim interference fit were analyzed.


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