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ABSTRACT A description of ice conditions in the Bering Sea an~ their influence on navigation are given on the base of multi-year observations in this region. The ice drift is one of the main factors and it changeability is important considering a rapid development of North Pacific Region. INTRODUCTION The winter navigation in the Bering Sea is very difficult. It is caused by Aleuth depression in the south part of sea characterized by storm winds with velocities above 40 m/s and continuous durability up to 10 days. In the north part the navigation conditions are influenced by ice cover. The first ice in the Bering Sea appears usually in mid-October in Anadyr Bay, Krest Gulf and western part of the Bering Strait. Then the ice appears in in the following order of Gulfs: Anadyr, Norton, Karagin, Olyutor and Bristol. Quite in November the ice of Anadyr and Norton Gulfs usually connects into solid massive. In severe Autumns the ice creation begins in mid-September and in warm seasons the first ice appears on 1.5 months later. ICE COVER CHANGEABILITY An ice cover are slowly increased up to the end of November during every winter. Then in December it increases rapidly with following slowdown. At the beginning period of creation the ice extend to latitude direction. From December the ice cover takes form of wedge with tip directed to Bering Gulf and then to Navarin Cape to west. Non-simultaneous appearance of maximum ice cover are at the different winters. The small cover winter have a maximum at the end of February with 20% of sea area equals to 2,315,000 km. For other winters a maximum take place at the first halh of April with 38% to 56%.
Optimal Ship Routing in Ice: Comparison of Various Methods with Real Ship Tracks in the South-Western Kara Sea
Alekseeva, Tatiana A. (Arctic and Antarctic Research Institute, St.Petersburg) | May, Ruslan I. (St. Petersburg State University, St.Petersburg) | Fedyakov, Valery Ye. (Arctic and Antarctic Research Institute, St.Petersburg) | Makarov, Yevgeny I. (Arctic and Antarctic Research Institute, St.Petersburg) | Klyachkin, Sergey V. (Arctic and Antarctic Research Institute, St.Petersburg) | Grishin, Yevgeny A. (Arctic and Antarctic Research Institute, St.Petersburg) | Krupina, Nina A. (Arctic and Antarctic Research Institute, St.Petersburg)
ABSTRACT Arctic and Antarctic Research Institute has a long-term experience in hydrometeorological support and selecting the optimal route of navigation along the Northern Sea Route. There is a method of short-term selecting an optimal sailing route (up to 3-5 days lead time). One of the key challenges for hydrometeorological support and safe and cost-efficient navigation is developing automatic method for selecting the optimal shipping route in ice. In this study we present results of testing the auto-routing and discuss its perspectives. INTRODUCTION In the middle of the 20th century the extensive studies were developed along the Northern Sea Route (NSR) and in the Arctic Basin. Renovation of cargo and icebreaking fleet caused changes in tactics of navigation in ice-covered waters, requiring sailing in fast ice, a longer navigation season, increased velocity of icebreaker escort, increased capacity of the NSR; besides, new requirements for navigation support were developed. There emerged a necessity of specialized ice information on ice conditions directly along the ship routes. These tasks require study of ice cover as a navigational environment, as well as developing the algorithms of quantitative evaluation of sea ice impact on navigation in ice. Analysis of field observations reveals difference between ice conditions along the ship route and those determined over the sea region or entire sea area. In 1961, the Department of Ice Navigation Study was established in the Arctic and Antarctic Research Institute (AARI) in order to study ice cover as a navigational environment, as well as identify quantitative indicators of ice impact on difficulty of navigation in ice. A great experience has been since accumulated by AARI specialists in providing specialized hydrometeorological information to ships operating along the NSR, including practical and methodical experience of optimal ship routing. Safety and efficiency of navigation along the NSR depend not only on total sea ice cover and duration of ice season. A significant impact is due to dangerous ice phenomena and formations, i.e. abnormally early ice formation, presence of compacted and very thick ice along the shipping route, concentration of icebergs and grounded hummocks (Dangerous…, 2010). Ice conditions are general characteristic in a given local or large sea region. Ice navigation conditions identify ice conditions along the ship route. Therefore, the occurrence of difficult ice navigation conditions in contrast to easy ice conditions over the sea area is possible and vice versa (Mironov et al., 2021).
- North America (0.89)
- Europe > Russia > Kara Sea (0.41)
- Asia > Russia > Kara Sea (0.41)
- Europe > Russia > Northwestern Federal District (0.30)
ABSTRACT This work is devoted to issues related to the organization of traffic between the Far East and Northern Europe via the Northern Sea Route (NSR). The paper the overview (2010–2012 years) of the experience transportation of Russian and foreign cargoes along arctic coast of Russia is given. The development of icebreaking cargo ships of the Russian transport fleet, ice-reinforced drilling platforms and other infrastructure is reviewed. The description of geographic and climatic features and histories of development for the NSR is given. For this work materials of the author on research of water transport systems (Taranukha, 2010) and sea ice-resistant drilling platforms (Taranukha, 2004, 2009, 2010) are used. In the survey part of the repot open materials of the Internet (Northern …, 2009–2012, Economic …, 2009–2012) are used.
- Europe > Russia > Northwestern Federal District (0.16)
- Asia > Russia > Far Eastern Federal District (0.15)
- Transportation > Marine (1.00)
- Energy > Oil & Gas > Upstream (1.00)
ABSTRACT A multi-level model is applied to thesimulation of tidal currents and density field of Kagoshima Bay in summer. Tidal currents are calculated for tidal level of twelve hours(M2) given at the mouth of the bay. Heat flux is given by a constant value at sea surface, neglecting the diurnal changes. Numerical simulations are conducted in time marching from an initial state of the variables using a finite difference method. Time averaged values of 25th period of tidal oscillation from the initial state are taken as steady solutions. Distributions of the residual current, temperature, salinity and density thus obtained are compared with available observations. As an application of the present method, tidal simulations are presented for the past topography of Kagoshima Bay before the eruption in 1914, by which East Sakurajima Strait were blocked with lava. Distributions of temperature and salinity before the eruption were compared with those of present bay. Effects of East Sakurajima Strait on the physical environment are presented in graphics. INTRODUCTION Kagoshima Bay is a narrow bay, 75krn along the North-South and 20krn along the East-West. It is located at Southern edge of Kyushu. The size is almost same as Tokyo Bay but the topographic and the oceanographic characteristics are quite different. There is Sakurajima volcanic island at the interior of the bay and there is an oceanic basin of 400m in depth at the center of the bay. Before the great eruption of Sakurajima in 1914, there was a strait of 400m breadth and 70m depth. Since fish was found polluted by mercury in 1973 and the cultured fish were sometimes damaged by red tide, many investigations concerning the circulation of water and mass-transport in the bay have been done.
Experimental Study on Association Model of Yangtze River Artificial Waterway and Ship
Tan, Yutian (Wuhan University of Technology) | Wang, Lizheng (Wuhan University of Technology) | Chen, Shunhui (Wuhan University of Technology) | Jin, Yan (Wuhan University of Technology) | Xiong, Aokui (Wuhan University of Technology) | Li, Guo (Wuhan University of Technology)
ABSTRACT When ship sails in the restricted waterway, the waves generated by it will impact the structure of the shore wall. This impact is directly related to the vessel-generated wave height and shore wall pressure, which are affected by ship's speed, water depth and distance between ship and shore. In this paper, the values of vessel-generated wave height and shore wall pressure are measured by model test under different working conditions. By comparing and analyzing these values with the numerical simulation results, the change rules about vessel-generated wave height and shore wall pressure with ship's speed, water depth and distance between ship and shore are obtained. Finally, what can be obtained are the mathematical models of the maximum vessel-generated wave height and maximum wall pressure in the restricted channel. This paper provides a technical reference for the design and construction of the Yangtze River artificial waterway, and lays a foundation for engineering applications. INTRODUCTION Constrained by the navigation conditions of the middle reaches of the Yangtze River, the development trend of large-scale ships has been suppressed. In order to break the navigation's bottleneck of the middle reaches, promote the development of the Yangtze River Economic Belt and build a new support belt for China's economy, the chinese government is planning to build a deep water channel from Yichang to Wuhan. At present, the researches on navigation channels at home and abroad mostly studied wide navigation channels, while the researches on small-section coefficients restricting navigation channels are relatively rare. Ships sailing in wide navigation channels have different impacts on navigation channels compared with those sailing in restricted navigation channels. Wang (1980) pointed out that the meaning of vessel-generated wave is that the surface fluctuation of water caused by the pressure change when the ship is Sailing in the waterway. In the restricted channel, due to the propagation of the Vessel-generated wave, a continuously changing water pressure acts on the channel wall, which is the shore wall pressure. Because the safety performance of the shore wall structure is closely related to the vessel-generated waves and shore wall pressure, it is necessary to research them in the small-section coefficient restricting navigation channels.
- Research Report > New Finding (0.40)
- Research Report > Experimental Study (0.40)
- Transportation > Marine (1.00)
- Transportation > Infrastructure & Services (1.00)