Breaking Load of Thick Ice on Sloping Structures

Author(s):  
Fwu Chyi Teo ◽  
Leong Hien Poh ◽  
Sze Dai Pang

Sloping-sided structures have been used in ice-infested waters to reduce ice loads by inducing flexural failure in the incoming level ice, which can be a fraction of the crushing load of the same level ice on vertical walls [1]. Croasdale’s model [2] has been widely used to predict this type of ice loading, which compares well with available field data, such as that measured at the Confederation Bridge [3]. In Croasdale’s formulation, the problem is idealized as a semi-infinite beam on an elastic foundation and neglects the effects of second-order bending and the edge moment arising from eccentricity of axial loadings, i.e. the distance between the point of ice-structure contact and the centroidal axis of the beam. For thin ice, the edge moment effect is indeed negligible due to the small moment arm. However, the edge moment influence on the structural load increases with the ice thickness, as reported in [4]. This suggests that Croasdale’s model may be inadequate for ice thickness beyond a certain threshold. In this paper, we focus on the plane breaking load of thick ice, taking into account the second order bending of the beam as well as the edge moment effect. We also account for the local crushing of level ice that comes into contact with the sloping structure, which creates a surface parallel to the slope prior to the bending failure of ice sheet. This local crushing is assumed to occur until a sufficient surface area is created to provide the bearing capacity required to induce bending failure in the beam. As a result, the eccentricity of axial loading is reduced, lowering the effects of the edge moment and consequently, the predicted load. Taking the above effects into account, the governing equation and the corresponding deflection equation of the refined model are reformulated, and the system of non-linear equations solved with numerically with the Newton-Raphson method. Additionally, the competition between different failure modes, i.e. flexural, crushing and shear, of a level ice encountering a sloping structure is briefly investigated. It is shown that flexural failure remains the dominant mode of failure even for thick ice, for various practical slope angles, ice material properties and ice-structure contact properties.

Author(s):  
Fwu Chyi Teo ◽  
Leong Hien Poh ◽  
Sze Dai Pang

This paper investigates the breaking load of ice sheets up to 6 m thick, against a sloping structure. The reference model by Croasdale, which the design code is based on, neglects the edge moment arising from the loading eccentricity, as well as a second-order bending effect induced by the axial loading in its formulation. In this paper, the model is reformulated to incorporate these effects into the governing equation, as well as to account for the occurrence of local crushing at the point of contact between the ice sheet and sloping structure. For thin ice, predictions from the modified model resemble closely those by Croasdale's model. As the ice thickness increases, however, significant deviations from the reference model can be observed. For thick ice, the terms omitted for brevity in the reference model have a significant influence, without which the breaking load is under-estimated. It is furthermore demonstrated that against sloping structures, the dominant failure mode is that of flexural, except in very limiting cases where it switches to crushing.


Author(s):  
Junji Sawamura ◽  
Yutaka Yamauchi ◽  
Keisuke Anzai

A 2D numerical model was proposed to predict the repetitive icebreaking pattern and ice force of an advancing ship in level ice are presented. The numerical model focuses on the icebreaking at the waterline and neglects the broken ice rotating and sliding underwater hull. The repeated ship-ice contact and bending failure of a floating ice along the waterline are evaluated numerically. The computed ice channel width and icebreaking resistance are compared with measured values in the model test. Numerical results show moderately good agreement with the model test data. The effects of ice thickness and ship speed on the icebreaking resistance are investigated numerically. The icebreaking resistance depends on both the ice thickness and ship speed. The ice channel, however, depends on ice thickness, but there is little difference in ship speed.


Author(s):  
Mahmud Sazidy ◽  
Claude Daley ◽  
Bruce Colbourne ◽  
Jungyong Wang

This paper presents a numerical model of ship ice-wedge interaction to study the effect of ship speed on level ice edge breaking. The interaction process is modeled using LS-DYNA. The developed model considers ice crushing, ice flexural failure and the water foundation effect. For the ice, two different plasticity-based material models are used to represent ice crushing and ice flexural behaviors. The water foundation effect is modeled using a simple linear elastic material. The analysis is performed for a ship speed range of 0.1 to 5 ms−1 and ice thickness of 0.5 to 1.5 m. The analysis indicates that both ship speed and ice thickness significantly affect the ice breaking process. The model results are in good agreement with a number of analytical and empirical models. The model can be useful in establishing a rational basis for safe speed criteria, improving ship structural standards and tools for ice management capability assessment.


2020 ◽  
Vol 8 (11) ◽  
pp. 870
Author(s):  
Liang Li ◽  
Qingfei Gao ◽  
Alexander Bekker ◽  
Hongzhe Dai

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.


2020 ◽  
Vol 80 (7) ◽  
Author(s):  
David Pérez Carlos ◽  
Augusto Espinoza ◽  
Andrew Chubykalo

Abstract The purpose of this paper is to get second-order gravitational equations, a correction made to Jefimenko’s linear gravitational equations. These linear equations were first proposed by Oliver Heaviside in [1], making an analogy between the laws of electromagnetism and gravitation. To achieve our goal, we will use perturbation methods on Einstein field equations. It should be emphasized that the resulting system of equations can also be derived from Logunov’s non-linear gravitational equations, but with different physical interpretation, for while in the former gravitation is considered as a deformation of space-time as we can see in [2–5], in the latter gravitation is considered as a physical tensor field in the Minkowski space-time (as in [6–8]). In Jefimenko’s theory of gravitation, exposed in [9, 10], there are two kinds of gravitational fields, the ordinary gravitational field, due to the presence of masses, at rest, or in motion and other field called Heaviside field due to and acts only on moving masses. The Heaviside field is known in general relativity as Lense-Thirring effect or gravitomagnetism (The Heaviside field is the gravitational analogous of the magnetic field in the electromagnetic theory, its existence was proved employing the Gravity Probe B launched by NASA (See, for example, [11, 12]). It is a type of gravitational induction), interpreted as a distortion of space-time due to the motion of mass distributions, (see, for example [13, 14]). Here, we will present our second-order Jefimenko equations for gravitation and its solutions.


2016 ◽  
Vol 33 (6) ◽  
pp. 830-851 ◽  
Author(s):  
Soumen Kumar Roy ◽  
A K Sarkar ◽  
Biswajit Mahanty

Purpose – The purpose of this paper is to evolve a guideline for scientists and development engineers to the failure behavior of electro-optical target tracker system (EOTTS) using fuzzy methodology leading to success of short-range homing guided missile (SRHGM) in which this critical subsystems is exploited. Design/methodology/approach – Technology index (TI) and fuzzy failure mode effect analysis (FMEA) are used to build an integrated framework to facilitate the system technology assessment and failure modes. Failure mode analysis is carried out for the system using data gathered from technical experts involved in design and realization of the EOTTS. In order to circumvent the limitations of the traditional failure mode effects and criticality analysis (FMECA), fuzzy FMCEA is adopted for the prioritization of the risks. FMEA parameters – severity, occurrence and detection are fuzzifed with suitable membership functions. These membership functions are used to define failure modes. Open source linear programming solver is used to solve linear equations. Findings – It is found that EOTTS has the highest TI among the major technologies used in the SRHGM. Fuzzy risk priority numbers (FRPN) for all important failure modes of the EOTTS are calculated and the failure modes are ranked to arrive at important monitoring points during design and development of the weapon system. Originality/value – This paper integrates the use of TI, fuzzy logic and experts’ database with FMEA toward assisting the scientists and engineers while conducting failure mode and effect analysis to prioritize failures toward taking corrective measure during the design and development of EOTTS.


Author(s):  
Jens-Holger Hellmann ◽  
Karl-Heinz Rupp ◽  
Walter L. Kuehnlein

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.


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