海洋观测浮标体水中平衡性分析

海洋观测浮标系统应用广泛,浮标体的平衡性能是影响海洋观测浮标使用的重要因素之一(着重观测波浪等水文参数除外)。以一种主体直径为2.3 m的浮标体为例,运用动力学平衡理论,通过数学分析法进行推演计算,分析后得到了此浮标体的重心和浮心的位置。其中,重心位于主浮体的中轴线偏下位置;按照浮标体倾斜一定角度的情况下,推算出浮标体浮心位置,并由此得出其稳心的位置。依据计算,得出浮标体倾斜20°的情况下,此浮标体依然处于稳态平衡,理论结果表明此浮标体设计具有一定的可行性。通过海上实际测试,验证了理论计算分析的正确性。文中对浮标体平衡性的研究采用了理论分析与实验印证相结合的方法,其分析计算方法具有普适性,适用于其他型号的海洋观测浮标体,乃至所有水面浮体的平衡性分析,可为水面浮体设计提供借鉴。     

International legal options for the control of biofouling on international vessels

Shipping represents a threat as a vector for the transfer of non-indigenous marine species through the discharge of ballast water and biofouling of vessels’ external structures and internal piping. While considerable attention has been given to the management of ballast water, there currently exists no international legal instrument with which to control biofouling.A number of existing legal mechanisms may be applicable in the context of coastal States’ rights under international law. However, existing mechanisms are insufficient to regulate all aspects of the biofouling problem to ensure comprehensive management of the issue. There is, therefore, a need for the development of a comprehensive international agreement to address this gap. The issue of biofouling on international vessels has now been included on the work programme of the International Maritime Organisation (IMO). As a contribution to discussions on how to address this particular issue at an international level, this article provides an analysis of the options available through the IMO to address this issue.Having defined the specific “threat scenario” with regard to hull fouling, the article will consider: (i) the international legal framework that has been established to regulate the harmful impacts of international shipping; (ii) the range of practical measures that are available to manage biofouling on vessels; and (iii) international legal options available to States to address the threat of biofouling posed by international shipping.     

Injury criteria of the IMO and the Hybrid III dummy as indicators of injury potential in free-fall lifeboats

During certification of free-fall lifeboats, it is necessary to infer the injury potential of the acceleration forces exerted on the occupants during water entry. Such an evaluation is required by the International Maritime Organization (IMO) and most regulatory authorities. The dynamic response model and the square-root sum of the squares method are two criteria included in the IMO recommendation for testing lifeboats. At least one national authority requests use of the Hybrid III human surrogate when inferring injury potential. The purpose of this paper is to compare the potential for injury as indicated with the IMO criteria and that obtained through use of the Hybrid III manikin. The comparison is based on data obtained during prototype tests with full-scale free-fall lifeboats launched from heights of up to 30 m.     

IMO legislation and its implementation: Accident risk,vessel deficiencies and national administrative practices

The article takes as its point of departure the apparently contradictory findings in recent research about accident rates in shipping and IMO implementation records. It is argued here that although IMO conventions have probably greatly improved shipping safety, they cannot credibly be held to be the chief cause of reduced accident rates as claimed in a recent Marine Policy article, when the documented failures of flag state and port state implementation continue to leave vessels sailing with grave deficiencies. The present analysis posits and corroborates a cluster of linked tendencies that jointly undermine IMO implementation. The core problem is IMO’s weak connection to the national maritime administrations, leading to broadly discretionary practices, exacerbated by language difficulties. Adding new rules is no panacea, as new rules in some cases negatively affect the functioning of existing regulations, and sometimes seem motivated mainly to show political alertness. The structural weakness of the IMO/member state link is the core implementation problem that urgently needs to be dealt with if marine safety is to be improved. The concluding section proposes a reform to bring the IMO out of this conundrum and ensure effective implementation.     

Petroleum-related hydrocarbons in deep and subsurface sediments from South-Western Barents Sea

Subsurface sediments from a pockmark area in South-Western Barents Sea have been earlier found to contain elevated levels of petroleum-related polycyclic aromatic hydrocarbons. This work describes a comprehensive analysis of various biomarkers, including the highly source-specific hopanes, in a 4.5?m long gravity core from the same area, together with subsurface sediment samples from other areas in the region without pockmarks present ("background samples"). A clear difference between the pockmark gravity core and the background sediment cores was found, both with regard to genesis and the level of transformation of organic matter. A number of indicator parameters, such as methylphenanthrene index (MPI-1), point towards a significantly higher maturity of hydrocarbons in the pockmark core throughout its length as compared to the other sampled locations. Higher contents of microbial hopanoids (hopenes) may indicate the former presence of petroleum. These findings confirm the hypothesis of a natural hydrocarbon source in the deeper strata present in the studied location with pockmarks.     

Determination of discharge coefficients for a cross-flooding duct

Cross-flooding ducts are used to equalize asymmetric flooding and, thus, to decrease the heel angle of a ship in an emergency. The present design guidelines for cross-flooding arrangements involve uncertainties associated with the effect of variable structural factors. In this study, scale model experiments were carried out to determine discharge coefficients of a typical cross-duct, with a focus on the effect of structural components such as the girders, stiffeners, and web frame. Flow conditions and configuration of the components were varied in the experiments. The structural stiffeners in the cross-duct were found to notably increase the discharge coefficient whereas the effects of the web frame and the inclination of the duct at an angle of 7° were negligible. The experimentally obtained discharge coefficient values for the cross-duct were considerably lower than the corresponding values computed according to the generally used guidelines of the IMO Resolution MSC.245(83). This indicates that the geometrical properties of the girders in the cross-ducts need to be properly addressed to avoid overestimating the discharge coefficients. Overall, the experimental results formed an indispensable dataset for the validation and further development of CFD approaches.     

HY-2A/GM高度计数据反演的初步海洋重力场

HY-2 A(Haiyang-2 A), launched in 2011, is the first ocean dynamic environment satellite of China and is equipped with a radar altimeter as one of the primary payloads. HY-2 A shifted the drift orbit in March 2016 and has been accumulating geodetic mission(GM) data for more than three years with 168-day cycle. In this paper, we present the preliminary gravity field inverted by the HY-2 A/GM data from March 2016 to December 2017 near Taiwan(21°–26°N, 119°–123°E). The gravity anomaly is computed by Inverse Vening Meinesz(IVM) formula with a onedimensional FFT method during remove-restore procedure with the EGM2008 gravity model as the reference field. For comparison, CryoSat-2 altimeter data are used to inverse the gravity field near Taiwan Island by the same method. Comparing with the gravity field derived from CryoSat-2, a good agreement between the two data sets is found. The global ocean gravity models and National Geophysical Data Center(NGDC) shipboard gravity data also are used to assess the performance of HY-2 A/GM data. The evaluations show that HY-2 A and CryoSat-2 are at the same level in terms of gravity field recovery and the HY-2 A/GM altimeter-derived gravity field has an accuracy of 2.922 mGal. Therefore, we can believe that HY-2 A will be a new reliable data source for marine gravity field inversion and has the potentiality to improve the accuracy and resolution of the global marine gravity field.     

CSEM technology as a value driver for hydrocarbon exploration

The use of the controlled source electromagnetic (CSEM) method as a risk reduction tool in marine hydrocarbon exploration is gaining increased acceptance in the oil industry. This is related to the ability to map resistivity contrasts in the sub-surface and thus aid the detection of hydrocarbons which are typically more resistive than surrounding rocks. Whereas acoustic (seismic) energy allows for mapping sub-surface structures that may contain hydrocarbons, electromagnetic (EM) energy can often say something about the fluids contained within the structures. Numerous successful CSEM case stories have been published over the past several years. However, there are also quite a few stories about “failure”-cases, although not well documented in the literature. Such “failure”-cases may reflect the lack of understanding of the CSEM technology and how CSEM data can act as a value driver. In order to understand this, it is necessary to handle uncertainties and decisions associated with the technology, These include geological uncertainties, noise models, survey designs, forward modelling parameters, inversion/migration parameters and pre-processing of real data. A proper handling of these uncertainties and decisions will aid in defining and constraining the chance of geologic success and geologic-success-case net present value for prospects prior to drilling wells. As such, the CSEM technology has a significant potential to increase exploration efficiency, if applied correctly.     

Effect of ship structure and size on grounding and collision damage distributions

It has been argued that a major shortcoming in the International Maritime Organization (IMO) Interim Guidelines for Approval of Alternative Methods of Design and Construction of Oil Tankers in Collision and Grounding is that grounding and collision damages normalized by the main dimensions of the ship have the same probability density distributions regardless of a particular structural design and ship size.The present paper explores analytical methods for assessing the overall effect of structural design on the damage distributions in accidental grounding and collisions. The results are expressed in simple expressions involving structural dimensions and the building material of the ships. The study shows that the density distribution for collision and grounding damages normalized by the main dimensions of the ship depends on the size of the ship. A larger ship has a higher probability of a larger relative damage length than that of a smaller ship in grounding damage. On the other hand, the damages to the side structure caused by ship collisions are found to be relatively smaller for large ships.The main conclusion is that the existing IMO damage distributions will severely underestimate the grounding damages to the bottom structure of larger vessels and to a lesser extent overestimate collision damages to the side structure of the hull.     

多波束测深系统内部参数的设定与校准

以EM710RD多波束测深系统为例,通过高精度测量获得的系统参数,对该系统内部参数的设定与校准过程进行详细分析,从而为多波束测量外业工作提供参考依据。     

厄尔尼诺对闽南—台湾浅滩变性水团的影响

笔者曾探讨闽南——台湾浅滩渔场上升流演变及其与渔业的关系。指出,非厄尔尼诺年,夏季在该渔场存在多处上升流,渔业丰收;反之,在厄尔尼诺年,夏季仅存在单一上升流,渔业歉收。厄尔尼诺现象既然会引起上升流结构如此变化,它与变性水团之间究竟存在什么样关系呢?我们根据1975～1976年闽南—台湾浅滩温盐调查资料,并参照一些有关历史资料,对上述问题进行初步分析研究。     

An inverse problem methodology for multiple parameter estimation in bend stiffeners

The flexible riser top connection is a critical region for lifetime assessment due to large tension/curvature variations and modeling uncertainties. The bend stiffener polyurethane mechanical response not only presents a nonlinear loading rate and temperature dependency but is also subjected to weather ageing during operation, which may affect its mechanical behavior over time. The top tension, employed for riser local cross-section stress calculation, is usually obtained from global dynamic analyses performed under selected environmental conditions, if direct measurement is not available. As a consequence, both the bend stiffener effect on the curvature distribution and the top tension time series present inherent uncertainties for riser lifetime (re)assessment. In the present work, a proposed monitoring approach composed by gyrometers installed along flexible riser/bend stiffener top connection system length combined with an inverse problem methodology is numerically investigated to estimate the following parameters: (i) polyurethane hyperelastic response and (ii) effective top tension. The top connection system is modeled using a large deflection beam bending model and the parameters are estimated using a damped least-square minimization approach with the Levenberg–Marquardt algorithm. For the preliminary feasibility investigation, the gyrometer experimental data is numerically estimated through Monte Carlo simulations. A case study is carried out to investigate the influence that the number of sensors, sensors arrangement, loading conditions and top connection model have on the inverse parameters estimation. The results indicate that the proposed monitoring approach and inverse parameter estimation methodology may effectively reduce flexible riser lifetime calculation uncertainties.     

自返式微型地热探针水下运动及贯入特性分析

自返式微型地热探针水下运动特性以及其贯入深度关系到其能否正常入泥工作,针对自返式微型地热探针的结构,对其进行简化,建立物理模型。并针对海洋流场及海洋底质,抽取关键参数,建立探针投放过程中的流场模型和底质模型。将所建立模型导入数据分析软件,先分析探针在投放过程中竖直方向和水平方向的相关运动特性,然后拟合为探针下行过程中下行深度和横向漂移的轨迹图,可见其水平方向最大位移约为106 m。在理论上论证了探针在下行过程中的姿态稳定性。通过计算论证了自返式微型探针在依靠自身重力的情况下,自动贯入海底沉积物进行热流测量工作方式的可行性。并在最后通过海上试验,对分析结果进行了实践验证。     

Seismic stability analysis of subsea tunnels under the effects of seepage and temperature

This study used the strength reduction method to analyze the seismic stability of a subsea tunnel under the effects of seepage and temperature. Excess pore water pressure within the rock mass was first eliminated by calculating the consolidation; then, an earthquake wave was applied to begin the dynamic and time-history analysis and to obtain the maximum horizontal displacement of the model boundary. Finally, a temperature field model was established for the thermal analysis of the structure. The temperature of each node of the structure was regarded as a form of outside load applied to the reduction model; both sides of the vertical horizontal displacement of the boundary nodes and gravity were used as inputs for the static analysis when the vertex horizontal displacement reached its maximum value. By continuously decreasing the shear strength parameters, the safety factor of the tunnel structure was determined. The results show that the plastic zone first appeared in a smaller range on both sides of the tunnel arch feet near the lining and vault of both sides. The safety factor decreased with increasing water depth and overburden layer thickness.     

The influence of some ship parameters on manoeuvrability studied at the design stage

Collision and grounding are the most common accidents in ship operation. Some accidents are due to human failure, but several research projects have shown that a high percentage of these accidents could have been avoided if the ship have had better manoeuvrability characteristics. This paper describes how, when the shipyard select some important ship parameters and dimensions at the design stage, these set of parameters influence manoeuvrability characteristics. To obtain these effects, some IMO manoeuvres have been numerically simulated for a sample ship and a non-linear numerical model proposed by the authors to study ship manoeuvrability is described in this work. The day to day practice of a shipyard where fast modelisation and calculations are required, and modifications to the original design are quite common at the preliminary design stage, requires fast but accurate numerical models.     

Comparison of numerical solution and semi-empirical formulas to predict the effects of important design parameters on porpoising region of a planing vessel

Stability of the marine vessels in different conditions is one of the most important problems in the design of a planing vessel. In this research, the effects of some important design parameters (mass, longitudinal center of mass, deadrise angle, and length) of DTMB 62 model 4667-1 planing hull on the drag and also on the longitudinal dynamic stability (porpoising) are investigated in the velocity range of 2.12–8.486 m/s in calm water. In this paper, both numerical simulation of Reynolds Average Naiver Stokes (RANS) equations and semi-empirical formulas of Savitsky are used to analyze the motion of a 4667 planing vessel in calm water with two degrees of freedom (2DOF). For this purpose a finite volume, ANSYS-FLUENT, code is used to solve the Navier-Stokes equations for the simulation of the flow field around the vessel. In addition, an explicit VOF scheme and SST- Kω model is used with dynamic mesh scheme to capture the interface of a two-phase flow and to model the turbulence respectively, in 2DOF model (heave and pitch). Also, the results of both methods are compared with each other. According to the present results, changing the aspect ratio of the vessel and also the longitudinal center of gravity have the most effect on the porpoising region.     

On some uncertainties related to the short term stochastic modelling of ocean waves

A short-term model for the representation of ocean waves is considered. The model is described and the associated uncertainties are briefly reviewed. Emphasis is placed on a discussion of the validity of the basic assumptions regarding stationarity and Gaussianity, together with an elaboration on uncertainties related to the shape of the spectral density function. The basis for the present investigation is 4586 time series for the sea surface elevation, representing a rather wide range of different sea states. Conclusions presented subsequently rest to some extent on the assumption that the actual time series reproduce the true time fluctuations of the surface with a sufficient accuracy. A verification of this assumption requires a very extensive investigation, and could not be included within the scope of this work.     

海上风电半潜式基础初步选型Pareto-Optimal评价

针对半潜漂浮式风电基础初步选型,采用Pareto-Optimal评价方法对不同吃水、平台立柱直径、立柱间距和垂荡板直径四个参数的不同组合进行分析比较。基于浮体动力学频域计算方法,采用我国阳江某海域极限波浪条件计算得到叶轮中心水平加速度,同时考虑完整稳性的计算结果。对比分析表明平台吃水和立柱直径宜选择适中的取值,较大的排水量和立柱总体积并不会显著减小叶轮中心水平加速度。垂荡板对于改善平台整体性能是较为敏感的,垂荡板与立柱的直径比存在一定的最佳范围。平台立柱间距是影响平台运动性能最大的因素,增大立柱间距可以有效地降低叶轮中心水平加速度,但立柱间距的增大对立柱间的撑杆结构强度以及平台整体的建造和下水提出了较大的挑战。     

Multilateralism in the Straits of Malacca and Singapore

This paper analyzes International Maritime Organization (IMO) involvement in maritime cooperation regime in the Straits of Malacca and Singapore through multilateralism. It begins by introducing the maritime cooperation regime prior to 2001, which was mainly trilateral in nature through Tripartite Technical Expert Group on the Safety of Navigation (TTEG). Although TTEG managed to increase the level of safety of navigation in the Straits of Malacca and Singapore through the implementation of the Traffic Separation Scheme (TSS) in 1981 and Mandatory Ship Reporting System (STRAITREP) in 1998, such cooperation was beset by financial strain and conflict of interests. Subsequently, there was a change in the cooperation regime after 9/11 incident. This paper identifies that the change was contributed by the IMO through a methodology called multilateralism. Three important principles were adopted by IMO in implementing multilateralism in the Straits of Malacca and Singapore, namely generalized principles of conduct (respect for sovereignty and compliance with burden sharing principle under Article 43 of UNCLOS 1982), diffuse reciprocity, and indivisibility. This paper concludes that multilateralism by IMO has transformed trilateral cooperation into multilateral cooperation in the Straits of Malacca, combining state actors (littoral states and user states) and non-state actors (non-governmental organizations and international shipping industries).     

Conditions of the propagation of internal gravity waves through wind structures from the troposphere to the ionosphere

We consider the propagation of large-scale internal gravity waves (IGWs) from the troposphere through vertically inhomogeneous wind structures to the ionosphere heights on the basis of an analysis of beam trajectories. We selected different versions of the initial parameters and numerically studied the specific peculiarities of the behavior of beam trajectories related to the location of layers with horizontal and vertical reflection and a critical layer on the pathway of the waves. It was shown that, for sufficiently large-scale IGWs, their propagation from the troposphere to ionosphere heights is possible. We found the characteristic times when the waves generated in the troposphere reach ionosphere heights. We revealed strong variations in these times when the initial parameters of the problem changed. We determined the typical values of the horizontal displacement (relative to the generation source) of the wave packets when they reach the ionosphere.