Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-m-tt-1
C. Maitland
The historical legacy of the TITANIC defies a brief manuscript of 20- plus pages. Much better, and more detailed work has been done to give the subject a “modern” context, notably by the United States Coast Guard in the Summer 2012 issue of Proceedings of the Marine Safety and Security Council, vol.69, no. 2, from which the following remarks draw heavily. The night of April 14, 1912 – the famous “night to remember,” chosen by Walter Lord as the title of his excellent history – presents us with many questions that will probably never be answered. Most of these are technical: the “what ifs” that, in one form or another, haunt us after, but usually not before, a disaster at sea. The importance of safety at sea is shown by the pictures available since 1985, showing the broken fragments of wreckage lying on the ocean floor south of Cape Race. Since the wreckage was located, we can see the pairs of empty shoes and boots that mark where human remains once lay. The TITANIC facts are familiar: at 11:40 P.M. on April 14, 1912, she collided with an iceberg. Two hours and 40 minutes later, the pride of the White Star Line began her two-mile plunge to the bottom of the North Atlantic. Of the 2,224 passengers and crew aboard, only 710 survived. While there have been sea disasters that produced greater loss of life, the sinking of TITANIC is probably the most famous and far-reaching maritime disaster in history. While the loss of TITANIC has been described as “perhaps the most documented and least commonly understood marine casualty in maritime history”, a positive result of the TITANIC disaster, and of course many other tragedies at sea that have occurred since, has been to establish a formal protocol of goals and procedures for analysis and investigation. These goals, from the point of view of the investigator/flag state, other governments, the International Maritime Organization (IMO), and other regulators, is the identification of unsafe conditions, in order to identify them in advance of future disasters. Today, responsible regimes charged with administration of the safety of life at sea are said to follow a philosophy of prevention first and, then, response. The 1985 discovery of the wreck of the TITANIC sparked a new round of forensic investigation. The bow section was found largely intact with the stern section in hundreds of pieces approximately 2,000 feet away. The realization that TITANIC’s hull had broken at some point during the sinking added a new understanding of the already famous disaster. The discovery of the wreck also provided new forensic evidence in the form of recovered artifacts and detailed surveys. It was these new clues and advances in computer-driven engineering tools that gave rise to a revision of previously held beliefs. The significance of the TITANIC, and the events that led to such a large loss of life, remain with us today.
泰坦尼克号的历史遗产远非一份20多页的简短手稿所能描述。美国海岸警卫队在2012年夏季出版的《海洋安全与安全理事会论文集》(Proceedings of the maritime Safety and Security Council，第69卷，no. 69)中做了更好、更详细的工作，为这一主题提供了一个“现代”背景。2、下面的评论主要是从这一点得出的。1912年4月14日的夜晚——著名的“值得记住的夜晚”，沃尔特·洛德(Walter Lord)选择这个夜晚作为他的优秀历史著作的标题——向我们提出了许多可能永远无法回答的问题。其中大多数都是技术性的:在海上灾难发生后，以这样或那样的形式困扰着我们的“假设”，而通常不是在灾难发生之前。从1985年以来的照片可以看出海上安全的重要性，这些照片显示了在开普雷斯以南的海底躺着破碎的残骸碎片。由于残骸已经定位，我们可以看到空鞋和空靴子，这标志着人类遗骸曾经躺过的地方。泰坦尼克号的事实大家都很熟悉:1912年4月14日晚上11点40分，泰坦尼克号撞上了一座冰山。两小时四十分钟后，白星航运公司的骄傲号开始向北大西洋海底俯冲两英里。机上2224名乘客和机组人员中，只有710人幸存。虽然也有海难造成更大的生命损失，但泰坦尼克号的沉没可能是历史上最著名和影响最深远的海难。虽然泰坦尼克号的损失被描述为“可能是海事历史上记录最多、最不为人所知的海上事故”，但泰坦尼克号灾难以及自那以后发生的许多其他海上悲剧的一个积极结果是，建立了一套正式的分析和调查目标和程序协议。从调查人员/船旗国、其他政府、国际海事组织(IMO)和其他监管机构的角度来看，这些目标是识别不安全条件，以便在未来的灾难发生之前识别它们。今天，据说负责管理海上生命安全的负责任的制度遵循一种先预防后应对的哲学。1985年泰坦尼克号残骸的发现引发了新一轮的法医调查。船首部分基本上完好无损，船尾部分在大约2000英尺外被发现。人们意识到泰坦尼克号的船体在沉没过程中的某个时刻破裂了，这让人们对这场已经广为人知的灾难有了新的认识。沉船的发现还以回收的文物和详细调查的形式提供了新的法医证据。正是这些新的线索和计算机驱动的工程工具的进步，引起了对先前信念的修正。泰坦尼克号的意义，以及导致如此巨大生命损失的事件，今天仍与我们同在。
{"title":"Lessons and Memories of the Titanic, (1912-2012)","authors":"C. Maitland","doi":"10.5957/icetech-2012-m-tt-1","DOIUrl":"https://doi.org/10.5957/icetech-2012-m-tt-1","url":null,"abstract":"The historical legacy of the TITANIC defies a brief manuscript of 20- plus pages. Much better, and more detailed work has been done to give the subject a “modern” context, notably by the United States Coast Guard in the Summer 2012 issue of Proceedings of the Marine Safety and Security Council, vol.69, no. 2, from which the following remarks draw heavily.\u0000 The night of April 14, 1912 – the famous “night to remember,” chosen by Walter Lord as the title of his excellent history – presents us with many questions that will probably never be answered. Most of these are technical: the “what ifs” that, in one form or another, haunt us after, but usually not before, a disaster at sea.\u0000 The importance of safety at sea is shown by the pictures available since 1985, showing the broken fragments of wreckage lying on the ocean floor south of Cape Race. Since the wreckage was located, we can see the pairs of empty shoes and boots that mark where human remains once lay.\u0000 The TITANIC facts are familiar: at 11:40 P.M. on April 14, 1912, she collided with an iceberg. Two hours and 40 minutes later, the pride of the White Star Line began her two-mile plunge to the bottom of the North Atlantic. Of the 2,224 passengers and crew aboard, only 710 survived. While there have been sea disasters that produced greater loss of life, the sinking of TITANIC is probably the most famous and far-reaching maritime disaster in history.\u0000 While the loss of TITANIC has been described as “perhaps the most documented and least commonly understood marine casualty in maritime history”, a positive result of the TITANIC disaster, and of course many other tragedies at sea that have occurred since, has been to establish a formal protocol of goals and procedures for analysis and investigation. These goals, from the point of view of the investigator/flag state, other governments, the International Maritime Organization (IMO), and other regulators, is the identification of unsafe conditions, in order to identify them in advance of future disasters. Today, responsible regimes charged with administration of the safety of life at sea are said to follow a philosophy of prevention first and, then, response.\u0000 The 1985 discovery of the wreck of the TITANIC sparked a new round of forensic investigation. The bow section was found largely intact with the stern section in hundreds of pieces approximately 2,000 feet away. The realization that TITANIC’s hull had broken at some point during the sinking added a new understanding of the already famous disaster. The discovery of the wreck also provided new forensic evidence in the form of recovered artifacts and detailed surveys. It was these new clues and advances in computer-driven engineering tools that gave rise to a revision of previously held beliefs.\u0000 The significance of the TITANIC, and the events that led to such a large loss of life, remain with us today.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"24 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122038594","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-112
K. Croasdale
Ice ridging and rubbling is commonly seen in nature and is also observed against wide man-made structures. The topic is important for a range of ice problems, including; ice circulation models; “limit-force” ice loads; ice loads on wide structures; and in understanding pressured ice; which in turn affects ship transits and loads on floaters in managed ice. This paper reflects on past work leading to the current algorithm for ridge building in ISO 19906 which was derived by the author. Recent work using the mechanics for ice loads on sloping structures applied to ridging is reported, results are given and recommendations made. It is emphasized that this paper is focused solely on the forces involved in rubble and ridge building not with the forces due to ridges and rubble on either platforms or subsea facilities.
{"title":"Ice Ridging Forces, Ice Rubble, and Other Neglected Topics in Ice-Structure Interaction","authors":"K. Croasdale","doi":"10.5957/icetech-2012-112","DOIUrl":"https://doi.org/10.5957/icetech-2012-112","url":null,"abstract":"Ice ridging and rubbling is commonly seen in nature and is also observed against wide man-made structures. The topic is important for a range of ice problems, including; ice circulation models; “limit-force” ice loads; ice loads on wide structures; and in understanding pressured ice; which in turn affects ship transits and loads on floaters in managed ice. This paper reflects on past work leading to the current algorithm for ridge building in ISO 19906 which was derived by the author. Recent work using the mechanics for ice loads on sloping structures applied to ridging is reported, results are given and recommendations made. It is emphasized that this paper is focused solely on the forces involved in rubble and ridge building not with the forces due to ridges and rubble on either platforms or subsea facilities.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"261 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115821937","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-125
B. Quinton, C. Daley, R. Gagnon
Moving ice loads can incite significantly different structural responses in a steel grillage structure than can stationary ice loads. This is significant because the accepted standard for the design and analysis of ice-classed ship structures is to assume a stationary ice load (IACS URI I2.3.1). The following work utilizes the 4D Pressure Method ((Quinton, Daley, and Gagnon 2012)) to apply thirty-five of the most significant ice loads recorded during the USCGC Polar Sea trials (1982-86), to fourteen IACS URI PC1-7 classed grillages; using explicit finite element analyses. Two grillage variations for each of the seven PC classes were examined: grillages with "built T" framing and grillages with "flatbar" framing. In short, the following simulations directly employ real-time/real-space measured full-scale ice loads, and thus provide insight into the structural capabilities of the various IACS URI polar classes when subject to actual (moving) ice loads.
在钢格栅结构中，移动冰荷载引起的结构响应与静止冰荷载引起的结构响应明显不同。这一点很重要，因为冰级船舶结构设计和分析的公认标准是假定固定冰荷载(IACS URI I2.3.1)。下面的工作利用4D压力法(Quinton, Daley, and Gagnon 2012)，将1982-86年期间USCGC极地海试验记录的35个最显著的冰载荷应用于14个IACS URI PC1-7级的栅格;采用显式有限元分析。我们研究了7个PC班的两种不同的格栅结构:“内置T”框架的格栅结构和“平板”框架的格栅结构。简而言之，以下模拟直接采用实时/实时空间测量的全尺寸冰载荷，从而深入了解各种IACS URI极性类在实际(移动)冰载荷下的结构能力。
{"title":"Response of IACS URI Ship Structures to Real-time Full-scale Operational Ice Loads Bruce Quinton","authors":"B. Quinton, C. Daley, R. Gagnon","doi":"10.5957/icetech-2012-125","DOIUrl":"https://doi.org/10.5957/icetech-2012-125","url":null,"abstract":"Moving ice loads can incite significantly different structural responses in a steel grillage structure than can stationary ice loads. This is significant because the accepted standard for the design and analysis of ice-classed ship structures is to assume a stationary ice load (IACS URI I2.3.1). The following work utilizes the 4D Pressure Method ((Quinton, Daley, and Gagnon 2012)) to apply thirty-five of the most significant ice loads recorded during the USCGC Polar Sea trials (1982-86), to fourteen IACS URI PC1-7 classed grillages; using explicit finite element analyses. Two grillage variations for each of the seven PC classes were examined: grillages with \"built T\" framing and grillages with \"flatbar\" framing. In short, the following simulations directly employ real-time/real-space measured full-scale ice loads, and thus provide insight into the structural capabilities of the various IACS URI polar classes when subject to actual (moving) ice loads.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"35 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124933084","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-153
A. Keinonen, E. H. Martin
Floating ice offshore pioneering has been performed since the mid 1970s. This paper presents the key lessons learned from 5 such operations of wide geographic as well as operational range. The intent is to present the safety-related lessons from these operations for the benefit of the future safety of similar operations.
{"title":"Modern Day Pioneering and its Safety in the Floating Ice Offshore","authors":"A. Keinonen, E. H. Martin","doi":"10.5957/icetech-2012-153","DOIUrl":"https://doi.org/10.5957/icetech-2012-153","url":null,"abstract":"Floating ice offshore pioneering has been performed since the mid 1970s. This paper presents the key lessons learned from 5 such operations of wide geographic as well as operational range. The intent is to present the safety-related lessons from these operations for the benefit of the future safety of similar operations.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"7 3 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127403760","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-149
I. Jordaan, Philippa Gosine
Although the Titanic disaster occurred 100 years ago, explanations of the failure rely heavily on studies of the structural failure (failure of the rivets, brittle fracture of the side plate, ... for example). Very little attention has been paid to how the ice delivered the required force. Background to the disaster is reviewed and in particular the records of experiences of passengers showing that the impact involved a “slight jar” or a “little vibration”. These indicate small global loading but not excluding the possibility of high local loading. The construction of the Titanic is described, and in particular the overlapping plates connected by rivets. Evidence based on ultrasonic scans and calculations of the flow of water into the vessel suggests that the failure was associated with a series of slits in the hull, with a total area of about 12 square feet. Recent explorations into the strength of the rivets are described. The main focus of the paper is then introduced: the formation of high pressure zones in ice compressive failure. The total load in these tests may be of the order of several MN. The high-pressure zones are characterized by a localization of damage in the ice resulting in the formation of a distinct layer of microstructurally modified material. Pressures from the ramming of ice features in ship rams are analyzed, and it is again shown that forces associated with quite small areas may be of the order of several MN. When compared to the strength of the rivets, it is clear that enough force can be generated to cause slits of the kind deduced from the evidence. The results are also consistent with the observed small motions of the ship during impact. The Titanic was not designed for interaction with ice and avoidance would have been a wise course of action. It seems inappropriate to suggest that poor rivet construction was the cause of the sinking. The main cause was the high local loads involved in ice-structure interaction.
{"title":"The Titanic Disaster and Ice Mechanics: Completing the Picture","authors":"I. Jordaan, Philippa Gosine","doi":"10.5957/icetech-2012-149","DOIUrl":"https://doi.org/10.5957/icetech-2012-149","url":null,"abstract":"Although the Titanic disaster occurred 100 years ago, explanations of the failure rely heavily on studies of the structural failure (failure of the rivets, brittle fracture of the side plate, ... for example). Very little attention has been paid to how the ice delivered the required force. Background to the disaster is reviewed and in particular the records of experiences of passengers showing that the impact involved a “slight jar” or a “little vibration”. These indicate small global loading but not excluding the possibility of high local loading. The construction of the Titanic is described, and in particular the overlapping plates connected by rivets. Evidence based on ultrasonic scans and calculations of the flow of water into the vessel suggests that the failure was associated with a series of slits in the hull, with a total area of about 12 square feet. Recent explorations into the strength of the rivets are described. The main focus of the paper is then introduced: the formation of high pressure zones in ice compressive failure. The total load in these tests may be of the order of several MN. The high-pressure zones are characterized by a localization of damage in the ice resulting in the formation of a distinct layer of microstructurally modified material. Pressures from the ramming of ice features in ship rams are analyzed, and it is again shown that forces associated with quite small areas may be of the order of several MN. When compared to the strength of the rivets, it is clear that enough force can be generated to cause slits of the kind deduced from the evidence. The results are also consistent with the observed small motions of the ship during impact. The Titanic was not designed for interaction with ice and avoidance would have been a wise course of action. It seems inappropriate to suggest that poor rivet construction was the cause of the sinking. The main cause was the high local loads involved in ice-structure interaction.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"37 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114950485","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-165
Robert Thomas, M. Angove, Scott Hamilton, O. Smith, John Schibel, Michael Terminel
The combination of active learning classroom review of Arctic marine environment and ice navigation principles with realistic ship simulator exercises provides for reliable retention of nautical knowledge and skills. The Alaska Maritime Training Center in Seward, Alaska (AVTEC), has developed an intensive curriculum of 15 days duration that satisfies current IMO/STCW and DNV recommended criteria for training watch-keeping officers to navigate and command ships in ice-covered waters and other severe high-latitude conditions. The performance in ice of a range of vessels sizes and types are simulated consistent with ships anticipated to encounter ice in Alaskan waters.
{"title":"Ship Simulator-integrated Ice Navigation Training","authors":"Robert Thomas, M. Angove, Scott Hamilton, O. Smith, John Schibel, Michael Terminel","doi":"10.5957/icetech-2012-165","DOIUrl":"https://doi.org/10.5957/icetech-2012-165","url":null,"abstract":"The combination of active learning classroom review of Arctic marine environment and ice navigation principles with realistic ship simulator exercises provides for reliable retention of nautical knowledge and skills. The Alaska Maritime Training Center in Seward, Alaska (AVTEC), has developed an intensive curriculum of 15 days duration that satisfies current IMO/STCW and DNV recommended criteria for training watch-keeping officers to navigate and command ships in ice-covered waters and other severe high-latitude conditions. The performance in ice of a range of vessels sizes and types are simulated consistent with ships anticipated to encounter ice in Alaskan waters.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"87 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130127754","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-123
R. Bridges, J. Crocker, Claude Desrochers, Desmond Upcraft
Lloyd’s Register (LR) is currently developing requirements for icebreakers. In support of this activity, a series of work programs have been undertaken to ensure alignment with current and future industry application. The work programs includes a re-evaluation of the classed fleet; a series of interactive workshops with icebreaker Captains representing a variety of ice covered sea areas of operation; and ship structural nonlinear finite element (FE) analyses. The objectives of these tasks were to validate current classifications requirements for ice going ships and compare as a basis a number of previous successful icebreaker designs with actual operations. Representative structural configurations (based upon actual icebreakers) were selected for detailed hull structural assessment and this was supplemented with detailed descriptions of the operations of the ships, provided by icebreaker Masters. This paper presents some of the results from the work programs of which elements are incorporated into the update to Lloyd's Register’s rule requirements for icebreakers.
{"title":"Classification of Icebreakers – Updates to Requirements","authors":"R. Bridges, J. Crocker, Claude Desrochers, Desmond Upcraft","doi":"10.5957/icetech-2012-123","DOIUrl":"https://doi.org/10.5957/icetech-2012-123","url":null,"abstract":"Lloyd’s Register (LR) is currently developing requirements for icebreakers. In support of this activity, a series of work programs have been undertaken to ensure alignment with current and future industry application. The work programs includes a re-evaluation of the classed fleet; a series of interactive workshops with icebreaker Captains representing a variety of ice covered sea areas of operation; and ship structural nonlinear finite element (FE) analyses. The objectives of these tasks were to validate current classifications requirements for ice going ships and compare as a basis a number of previous successful icebreaker designs with actual operations. Representative structural configurations (based upon actual icebreakers) were selected for detailed hull structural assessment and this was supplemented with detailed descriptions of the operations of the ships, provided by icebreaker Masters. This paper presents some of the results from the work programs of which elements are incorporated into the update to Lloyd's Register’s rule requirements for icebreakers.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"164 2-3 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115877868","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-166
Han C. Yu, Timothy A. McAllister, John Dolny
Interest in Arctic shipping routes as well as the development of natural resources in remote Arctic regions has increased in recent years. This presents many new challenges in the design of vessels and their operations in harsh environments. Increased maritime activities in the Arctic also demand increased presence of government vessels capable of operating in the high Arctic in order to provide security and emergency services. The US Coast Guard (USCG) has a long history of operating icebreakers in Polar regions and its design practice employs a rational engineering approach supported by actual service experience including results from full-scale ice load measurements. One of the recent developments in the ice strengthening rules of hull structures is the adoption of Polar Class requirements developed by the International Association of Classification Societies (IACS) and other coastal state authorities under the guidance of the International Maritime Organization (IMO). This paper presents a comparison of the structure of the existing USCG icebreakers to IMO/IACS Polar Class structure requirements.
{"title":"Comparison of Existing US Coast Guard Icebreaker Structural Designs to IACS Polar Class Structural Requirements","authors":"Han C. Yu, Timothy A. McAllister, John Dolny","doi":"10.5957/icetech-2012-166","DOIUrl":"https://doi.org/10.5957/icetech-2012-166","url":null,"abstract":"Interest in Arctic shipping routes as well as the development of natural resources in remote Arctic regions has increased in recent years. This presents many new challenges in the design of vessels and their operations in harsh environments. Increased maritime activities in the Arctic also demand increased presence of government vessels capable of operating in the high Arctic in order to provide security and emergency services. The US Coast Guard (USCG) has a long history of operating icebreakers in Polar regions and its design practice employs a rational engineering approach supported by actual service experience including results from full-scale ice load measurements. One of the recent developments in the ice strengthening rules of hull structures is the adoption of Polar Class requirements developed by the International Association of Classification Societies (IACS) and other coastal state authorities under the guidance of the International Maritime Organization (IMO). This paper presents a comparison of the structure of the existing USCG icebreakers to IMO/IACS Polar Class structure requirements.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130912812","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-130
I. Kubat, M. Babaei, M. Sayed
The risks of ship besetting under ice pressure are examined. Hindcasts of ice dynamics examine the conditions that led to the besetting of two vessels in the Gulf of St. Lawrence on 9 March 2005. The analysis examines the distributions of potentially significant variables such as pressure (mean normal stress), ridge thickness and strain rates. A criterion for assessing the risk of besetting was then proposed. A preliminary parametric study was also done in order to illustrate a method for predicting the risk of besetting under different ice and environmental forcing conditions.
{"title":"Quantifying Ice Pressure Conditions and Predicting the Risk of Ship Besetting","authors":"I. Kubat, M. Babaei, M. Sayed","doi":"10.5957/icetech-2012-130","DOIUrl":"https://doi.org/10.5957/icetech-2012-130","url":null,"abstract":"The risks of ship besetting under ice pressure are examined. Hindcasts of ice dynamics examine the conditions that led to the besetting of two vessels in the Gulf of St. Lawrence on 9 March 2005. The analysis examines the distributions of potentially significant variables such as pressure (mean normal stress), ridge thickness and strain rates. A criterion for assessing the risk of besetting was then proposed. A preliminary parametric study was also done in order to illustrate a method for predicting the risk of besetting under different ice and environmental forcing conditions.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"130 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127100474","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2012-09-17DOI: 10.5957/icetech-2012-104
S. Hänninen, T. Heideman, Klaus Vänskä
The traffic volumes in arctic waters are expected to grow rapidly in forthcoming years. A new fleet of icebreakers and cargo carriers with high ice-class will be needed. One of the most beneficial solution is to use independently icebreaking vessels equipped with high ice-class Azipod propulsion units. The construction of ABB Azipod propulsion units allows full power, maximum rpm and full torque in both directions of propeller rotation. Azipod unit have pulling type propeller enabling enhanced vessel stern first operation in demanding ice conditions. Recently ABB Marine launched the innovative Onboard DC Grid concept which is especially suitable for offshore supply and icebreaking vessels. The Onboard DC Grid concept provides a highly efficient power distribution and electric propulsion with low voltage onboard and power systems up to 20MW. This paper outlines a ship machinery concept with ABB Azipod propulsion and Onboard DC GRID system.
{"title":"Azimuth Propeller Operation in Ice Conditions","authors":"S. Hänninen, T. Heideman, Klaus Vänskä","doi":"10.5957/icetech-2012-104","DOIUrl":"https://doi.org/10.5957/icetech-2012-104","url":null,"abstract":"The traffic volumes in arctic waters are expected to grow rapidly in forthcoming years. A new fleet of icebreakers and cargo carriers with high ice-class will be needed. One of the most beneficial solution is to use independently icebreaking vessels equipped with high ice-class Azipod propulsion units. The construction of ABB Azipod propulsion units allows full power, maximum rpm and full torque in both directions of propeller rotation. Azipod unit have pulling type propeller enabling enhanced vessel stern first operation in demanding ice conditions. Recently ABB Marine launched the innovative Onboard DC Grid concept which is especially suitable for offshore supply and icebreaking vessels. The Onboard DC Grid concept provides a highly efficient power distribution and electric propulsion with low voltage onboard and power systems up to 20MW. This paper outlines a ship machinery concept with ABB Azipod propulsion and Onboard DC GRID system.","PeriodicalId":146632,"journal":{"name":"Day 1 Mon, September 17, 2012","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129017277","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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