• Energy Research
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• 14. Life underwater close

This paper presents an analysis of local ice loads measured during full-scale field trials conducted in 2014 with a totally enclosed motor propelled survival craft (TEMPSC) in controlled pack ice conditions. These data were collected as part of an ongoing research program that aims to identify the limitations of conventional TEMPSC operating in sea ice environments and to provide insight as to how these limitations might be extended. During the 2014 trials, local ice loads were measured at two locations on the TEMPSC's bow area. These loads were the most severe measured to date and corresponded to an average ice floe mass that was approximately 1.25 times the mass of the fully loaded TEMPSC. The event-maximum method of local ice pressure analysis was used to analyze these field data to improve understanding of the nature of ice loads for such interactions and to evaluate the suitability of this approach for design load estimation for TEMPSCs (i.e., lifeboats) in ice. The event-maximum method was adapted for the present application, so as to link exceedance probabilities with design load levels for a given scenario. Comparison of the 2014 results with a previous analysis of 2013 field trials data supports earlier conclusions that these interactions are highly influenced by kinetic energy, since more massive ice floes are observed to impart significantly higher loads on the lifeboats. Illustrative examples examining the influence of ice concentration and sail-away distance have also been provided. The work establishes links between extreme loads and the exposure of the lifeboat to ice for different operating conditions. Based on this work it is concluded that the event-maximum method provides a promising approach for establishing risk-based design criteria for lifeboats if field data are available which adequately represent ice conditions encountered during the design life of the lifeboat.

Abstract To evaluate chronic impacts of CO 2 ocean sequestration, we simulated the distribution of injected CO 2 using an oceanic general circulation model (OGCM) with a horizontal resolution of 0.1°. The model can explicitly express transport and dispersion of dissolved CO 2 by mesoscale eddies. The CO 2 which is continuously injected by a moving ship dissolves and accumulates within the first several to 10 years, but the CO 2 concentration has an upper limit after its initial increase as a result of the dilution effect of mesoscale eddies which counterbalances the accumulation effect of injection. We can estimate the CO 2 injection flux with the CO 2 maximum concentration below the “Predicted No Effect Concentration” (PNEC), an index to estimate concentration causing no effects on biota.

{"references": ["Kim H., Tadesse Y., Priya S., 2009, Energy Harvesting Technologies,\np3-4", "Curz Joao, 2008, Ocean Wave Energy, p1-4", "Zhu D., Beeby S., 2011, Energy Harvesting Systems, p1-3", "OECD, 2006, Energy Technology perspectives 2006: scenarios &\nstrategies to 2050, Organisation of Economic Cooperation &\nDevelopment, page 229-230.", "Khaligh A. and Onar Omer C., 2008, Energy Harvesting Solar, Wind, and\nOcean Energy Conversion System, pp223-230, pp250.", "Briney A., 2012, Waves - Ocean Waves, viewed at 10th April 2012,\n.", "Berteaux H. O., 1976, Buoy Engineering, The University of Michigan,\nUSA.", "Falnes, J 2007, \u00d4\u00c7\u00ffA review of wave-energy extraction-, ScienceDirect, vol.\n20, pp. 185-201", "Alaska Sea Grant, viewed at 16th April 2012,\n.\n[10] Robinson M. C., 2006, Renewable Energy Technologies for Use on the\nOuter Continental Shelf, National Renewable Energy Laboratory USA,\nviewed at 10th April 2012,\n.\n[11] Behrens, S, Heyward, J, Hemer, M, Osman, P 2011, \u00d4\u00c7\u00ffAssessing the wave\nenergy converter potential for Australian coastal regions-, Renewable\nEnergy, vol. 43, pp. 210-217.\n[12] Herbich, J 2000, Handbook of coastal engineering, Mcgraw-Hill\nprofessional.\n[13] Jefferys ER, 1980, Device characterization. In: Count BM (ed) Power\nfrom sea waves. Academic Press, pp 413-438."]} This paper presents an overview of the Ocean wave kinetic energy harvesting system. Energy harvesting is a concept by which energy is captured, stored, and utilized using various sources by employing interfaces, storage devices, and other units. Ocean wave energy harvesting in which the kinetic and potential energy contained in the natural oscillations of Ocean waves are converted into electric power. The kinetic energy harvesting system could be used for a number of areas. The main applications that we have discussed in this paper are to how generate the energy from Ocean wave energy (kinetic energy) to electric energy that is to eliminate the requirement for continual battery replacement.

Ships designed for operation in Polar waters must be approved in accordance with the International Code for Ships Operating in Polar Waters (Polar Code), adopted by the International Maritime Organization (IMO). To account for ice loading on ships, the Polar Code includes references to the International Association of Classification Societies’ (IACS) Polar Class (PC) standards. For the determination of design ice loads, the PC standards rely upon a method applying the principle of the conservation of momentum and energy in collisions. The method, which is known as the Popov Method, is fundamentally analytical, but because the ship–ice interaction process is complex and not fully understood, its practical applications, including the PC standards, rely upon multiple assumptions. In this study, to help naval architects make better-informed decisions in the design of Arctic ships, and to support progress towards goal-based design, we analyse the effect of the assumptions behind the Popov Method by comparing ice load predictions, calculated by the Method with corresponding full-scale ice load measurements. Our findings indicate that assumptions concerning the modelling of the ship–ice collision scenario, the ship–ice contact geometry and the ice conditions, among others, significantly affect how well the ice load prediction agrees with the measurements.

Over time, considerable changes in the earth's climate have always occurred due to a wide variety of natural processes. During the last century, these natural changes have all been accelerated by global warming, which has been driven by human activities. Climate change leads to wide variations in environmental variables such as temperature, relative humidity, carbon dioxide, etc. These changes could adversely affect the performance, serviceability, and safety of infrastructure assets. The challenge, therefore, is to not only understand the effect of extreme events and their links to climate change, but also to obtain data that could be used for assessing long-term gradual effects affecting infrastructure assets. In this paper is presented a climate indicators database that was collected and provided in an excel format. This database could be used for assessing the durability, vulnerability, and cost-effectiveness of adaptation measures for coastal infrastructure assets. The database contains information for specific coastal locations placed in five European countries: Caxias (Portugal), Saint Nazaire (France), Vigo (Spain), Brighton (UK), Dublin and Cork (Ireland). The database includes atmospheric, and oceanic indicators, as well as and the flow of rivers. It covers a time series of up to 2100 with various representative concentration pathways and climate models.

This paper describes Che wave studies, model testing and structural design of a 250 metre long slotted vertical screen breakwater for a marina at Plymouth, England. The marina is being developed by Plymouth City Council to provide a purpose built facility for hosting the major long distance races that start or finish at Plymouth, in addition to the usual marina facilities for private boat owners. After examining three alternative locations Plymouth Council selected a site in the north-east corner of Plymouth Sound as shown in Figure 1. The site is confined on two sides by existing shipping channels and by a rocky shore on the land side. Exposure to wave attack is limited to the south west sector. Because the existing seabed at the marine site was the responsibility of the Duchy of Cornwall, an Act of Parliament was required before Plymouth Council could commence construction. The Act contains clauses regulating the use of the marina and the permissable changes to the wave conditions in the adjacent shipping channels.