船舶积冰及冰区锚泊的安全分析
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摘要
锚泊船走锚和船舶积冰是海上船舶二个比较常见的海冰灾害。冰情较严重时,中小型船舶在海冰的作用下容易走锚,造成碰撞、搁浅等严重事故。目前,对船舶冰区安全锚泊的研究大多停留在经验方法。由于缺乏量化的计算,经验方法在实践应用中存在较大的局限性。另外,在适宜的气象条件下,海浪飞沫积冰对中小型船舶产生不容忽视的危害,甚至导致船舶倾覆。但是在实践操作中,船舶积冰的危害没有引起足够的重视。因此,对冰区锚泊船舶的受力和海浪飞沫积冰对船舶的危害进行定量计算和分析,深化广大船员对船舶受力和积冰危害的认识,对提高船舶冰区安全航行有一定的指导意义。
论文分析海冰与船舶作用时的破坏方式,引用海冰对结构物的静冰力公式,综合风、流的影响,计算船舶在冰区锚泊时所受的外力。在此基础上,假设锚在任何情况下均能发挥最大抓力,计算船舶在外力作用下的最小出链长度。由计算可知：船舶的最小出链长度随着风速、顶偏角、冰厚的增大而增大；在一般气象条件下,冰厚4cm的海冰导致三千吨级船舶走锚；冰厚9cm的海冰可导致万吨级船舶走锚。因此,吨位较小的船舶应尽量避免在冰区锚泊。
论文对船舶的海浪飞沫上浪模式进行了分析,建立适用于计算海浪飞沫上浪的随船坐标系。在此基础上,引用中小型船舶海浪飞沫上浪的经验公式,计及海浪飞沫的运动和冷却,对船舶的积冰量、积冰分布进行了计算。根据上述结果,计算积冰对船舶的浮性、稳性的影响。假设船舶积冰持续24小时,由计算可知：顶偏角0°-45°,船舶稳性衡准数K随顶偏角增大而减小；顶偏角45°-90°,K随之增大而增大；顶偏角45°左右,K达到最小值,在较大船速、风速条件下,K＜1,船舶有倾覆危险。另外,K随着风速、船速的增大而减小。因此,综合考虑各种因素,船舶应以较小顶偏角、船速航行。如果预计风力较大,船舶应避风。
通过论文的分析与定量计算,深化船员对冰区锚泊船舶的受力和积冰危害的认识,为冰区安全航行提供决策依据。
Ship dragging and ship icing are two of the common disasters of sea ice when the ships are at sea. Under severe ice conditions, small and medium sized vessels are easy to drag, being caused collisions, groundings and other serious accidents. Currently, the study of ship anchoring in ice zone mostly remains on empirical methods. Lack of quantitative calculation, there are limitations of empirical method in practical application. In addition, in suitable weather conditions, icing of sea spray causes hazards to the ship that can not be ignored, or even leads the ship to capsize. However, the hazards do not cause enough attention in practice. Therefore, quantitative calculation and analysis of force of anchoring ship and hazards of icing, enable the crew to quantitatively knowledge force of anchoring ship, and recognize hazards of ship icing, take appropriate measures.
This paper analyzes failure of sea ice when ice acts on the ship, cites static ice force formula between sea ice and structures, takes wind and current into account, then computes the external force of anchoring ship. On this basis, assuming that anchor can play the maximum grip strength in all conditions, the minimum chain length under external loads of ship can be calculated.Known from the calculation, under normal weather conditions, sea ice of thickness around 4cm leads 3000-ton ship to drag. Sea ice of thickness around 9cm leads ship in the 10 thousand ton class to drag. Therefore, the light-tonnage vessel should avoid anchoring in the ice zone.
In this paper the model of sea spray is analyzed, and the following-ship coordinate system being suitable to calculate sea spray is set up. On this basis, empirical formula of sea spray on small and medium sized ship is quote. Taking into account the movement and cooling of droplets, the ice distribution is calculated. According to the ice distribution, the ship's buoyancy and stability can be calculated. Assuming that ship icing for 24 hours, known from the calculation, as the top angle from 0°to 45°, the number of ship stability criteria decreases with the top angle; as top angle from 45°to 90°, it increases; as top angle from 45°, it comes to minimum, and in the larger vessel's as the wind speed, boat speed increased, it decreases. Therefore, considering various factors, the ship should navigate with smaller top angle and the smaller speed. If the wind is expected to increase, vessels choose to shelter from the wind.
Through analysis and quantitative calculation, crew can deeply know the force of anchoring ship and hazards of icing.lt can provide safe navigation decision-making when the ships are at sea.
论文分析海冰与船舶作用时的破坏方式,引用海冰对结构物的静冰力公式,综合风、流的影响,计算船舶在冰区锚泊时所受的外力。在此基础上,假设锚在任何情况下均能发挥最大抓力,计算船舶在外力作用下的最小出链长度。由计算可知：船舶的最小出链长度随着风速、顶偏角、冰厚的增大而增大；在一般气象条件下,冰厚4cm的海冰导致三千吨级船舶走锚；冰厚9cm的海冰可导致万吨级船舶走锚。因此,吨位较小的船舶应尽量避免在冰区锚泊。
论文对船舶的海浪飞沫上浪模式进行了分析,建立适用于计算海浪飞沫上浪的随船坐标系。在此基础上,引用中小型船舶海浪飞沫上浪的经验公式,计及海浪飞沫的运动和冷却,对船舶的积冰量、积冰分布进行了计算。根据上述结果,计算积冰对船舶的浮性、稳性的影响。假设船舶积冰持续24小时,由计算可知：顶偏角0°-45°,船舶稳性衡准数K随顶偏角增大而减小；顶偏角45°-90°,K随之增大而增大；顶偏角45°左右,K达到最小值,在较大船速、风速条件下,K＜1,船舶有倾覆危险。另外,K随着风速、船速的增大而减小。因此,综合考虑各种因素,船舶应以较小顶偏角、船速航行。如果预计风力较大,船舶应避风。
通过论文的分析与定量计算,深化船员对冰区锚泊船舶的受力和积冰危害的认识,为冰区安全航行提供决策依据。
Ship dragging and ship icing are two of the common disasters of sea ice when the ships are at sea. Under severe ice conditions, small and medium sized vessels are easy to drag, being caused collisions, groundings and other serious accidents. Currently, the study of ship anchoring in ice zone mostly remains on empirical methods. Lack of quantitative calculation, there are limitations of empirical method in practical application. In addition, in suitable weather conditions, icing of sea spray causes hazards to the ship that can not be ignored, or even leads the ship to capsize. However, the hazards do not cause enough attention in practice. Therefore, quantitative calculation and analysis of force of anchoring ship and hazards of icing, enable the crew to quantitatively knowledge force of anchoring ship, and recognize hazards of ship icing, take appropriate measures.
This paper analyzes failure of sea ice when ice acts on the ship, cites static ice force formula between sea ice and structures, takes wind and current into account, then computes the external force of anchoring ship. On this basis, assuming that anchor can play the maximum grip strength in all conditions, the minimum chain length under external loads of ship can be calculated.Known from the calculation, under normal weather conditions, sea ice of thickness around 4cm leads 3000-ton ship to drag. Sea ice of thickness around 9cm leads ship in the 10 thousand ton class to drag. Therefore, the light-tonnage vessel should avoid anchoring in the ice zone.
In this paper the model of sea spray is analyzed, and the following-ship coordinate system being suitable to calculate sea spray is set up. On this basis, empirical formula of sea spray on small and medium sized ship is quote. Taking into account the movement and cooling of droplets, the ice distribution is calculated. According to the ice distribution, the ship's buoyancy and stability can be calculated. Assuming that ship icing for 24 hours, known from the calculation, as the top angle from 0°to 45°, the number of ship stability criteria decreases with the top angle; as top angle from 45°to 90°, it increases; as top angle from 45°, it comes to minimum, and in the larger vessel's as the wind speed, boat speed increased, it decreases. Therefore, considering various factors, the ship should navigate with smaller top angle and the smaller speed. If the wind is expected to increase, vessels choose to shelter from the wind.
Through analysis and quantitative calculation, crew can deeply know the force of anchoring ship and hazards of icing.lt can provide safe navigation decision-making when the ships are at sea.
引文
[1]邓树奇,我国的海冰灾害及其防御对策,全国沿海地区减灾与发展研讨会论文集,1991：339
[2]http://www.ncsb.gov.cn/haibingzaihai/hbsksb/2010020501.htm
[3]http://image.baidu.com/i?ct=503316480&z=0&tn=baiduimagedetail&word=%BD%E1%B1%F9 +%B4%AC&in=333&cl=2&cm= 1&sc=0&lm=-1&pn= 122&rn= 1&di=26930992065&ln=2000& fr=&ic=0&s=0&se=1
[4]班宗生,秦皇岛港锚泊船走锚原因分析及对策,中国水运,2001(9)：23
[5]http://tianjin.i5un.com/enterprise/oqftd.html 2010-3-17
[6]NRC Marine Icing, Canadian East Coast Ice Engineering Issues
[7]http://www.ncsb.gov.cn/haibingzaihai/hbsksb/2010012504.htm
[8]陈显冕,辽东湾冰区锚泊及操纵,航海技术,1994(6)：1
[9]杜小振,冰致柔性直立结构振动的动冰力研究：(硕士学位论文).大连：大连理工大学2003：3-20
[10]Victor Kwok Keung Chung,SHIP ICING AND STABILITY, National Library of Canada, 1995:2-135
[11]王仁树等,论我国北方港口各冬季通航的冰问题及减冰措施,我国减轻自然灾害研讨会文集,中国科学技术出版社,1990：478-480
[12]http://www.xd86.com/html/091115/73693_49/index.asp
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[14]Doherty B.T., Freezing point of sea water,1974:285-300
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[17]Cox G.F. N, W.F. Weeks. Brine drainage and initial salt entrapment in sodium chloride ice.CRREL Research Report 345, Cold Regions Research and Engineering Laboratory, Hanover, New Hampshire, USA,1975:46
[18]李福成等,渤海海冰的抗压强度试验研究,海洋学报,1987：255-261
[19]Dykins J.E., Ice engineering-tensile properties of sea ice grown in a confined system. Califonia,Technical Deport R.869 Naval Civile Engineering Laboratory,Port Hueneme,1970:10-50
[20]李志军等,辽东湾海冰单轴压缩长期强度的初步分析,海洋学报,1991：569-575
[21]Neill C.K. Dynamic ice forces on piers and piles.Can.J. Civ. Eng.,1976:305-341
[22]杨玉祥译,风压力与流压力,港口工程文摘,71-72
[23]杨玉祥等,介绍悬链计算新方法及港口单锚泊稳定分析,水运工程,33-37
[24]史庆增等,海冰静力作用的特点及几种典型结构的冰力模型试验,海洋学报,1994,16(6)：133-134
[25]Sodhi D. S., C.E. Morris and G.F.N. Cox.Sheet ice forces in a conical structure:an experimental study.In Proc. Of the 8th POAC,2, Narssarssuaq, Greenland:Danish Hydralic Institute, 1985:643-655
[26]孟广琳等,渤海北部平整冰抗压强度设计标准的研究,海洋工程,1989：65-73
[27]陈世才等,一种抛锚出链长度的计算方法,大连海事大学学报,1998(8)：45
[28]廖河树等,走锚预报方法的研究,集美大学学报,1996(1)：58-62
[29]瘳河树等,走锚预报数学模型,中国航海,1995(1)：6-7
[30]http://image.baidu.com/i?ct=503316480&z=0&tn=baiduimagedetail&word=%B4%AC%B2%B 0+%C9%CF%C0%CB&in=23474&cl=2&cm=1&sc=0&hn=-1&pn=2&rn=1&di=7451201040& ln=2000&fr=&ic=0&s=0&se=1
[31]DAVID M. FEIT, SUPERSTRUCTURE ICING IN ALASKAN WATERS,1990:3-4
[32]贾瑞丽等,渤黄海冬夏季主要月份的海温分布特征,海洋通报,2002(8)：3
[33]Zarling J. P., Heat and mass transfer from freely falling drops at low temperature, US Army Cold Regions Research and Engineering Laboratory,1980, CRREL Report 80:18
[34]W.P.Zakrzewski, ICING OF SHIP, NOAA,1986:35-54
[35]Aksyntin L. R., icing of ships, Leningrad,1979:10-15
[36]EP.LOZOWSKI, Computer simulation of marine ice accretion, THE ROYAL SOCIETY,2000: 2817-2825
[37]Zakrzewski, The application of a vessel spraying model for predieting ice growth rates and iceloads on a ship. In Proc 9th Int conf on port and ocean engineering under arctic conditions, 1987, vol.3:591-603.
[38]李杰,风浪场数值模式的验证：(硕士学位论文).南京：河海大学海洋学院,2005：34
[39]沈进威、王挥明,首外飘砰击对主船体结构响应的预报,中国船舶科学研究中心,1982(3)：42
[40]Langnmir、Blodgett K. A, Mathematical investigation of water droplet trajectories,In collected works of irving langmuir,1946,vol.10:348-393
[41]Stallabrass J.R, Trawler icing:a compilation of work done at NRC. National Research Council of Canada, Mechanical Engineering Report MD-56, NRC,No.19372, Ottawa,1980:103
[42]陈锦年等,中国近海海面热平衡,海洋出版社,2007：11-12
[43]http://www.dljs.net/showart.asp?art id= 10807
[44]徐邦祯等,海上货物运输,大连海事大学出版社,2001：62-84
[45]盛振邦等,船舶原理,上海交通大学出版社,2003：20-21
[46]沈华等,船舶稳性与强度计算,大连海事大学出版社,2001：149
[47]IMO.Code on Intact Stability for all Types of Ships Covered by IMO Instruments.Res.A.749 (18)
[48]H.J. Pursey.Merchant Ship Stability.London, Brown.Son&Ferguson Ltd.1977
[49]IMO.Recommendation on a Severe Wind and Rolling Criterion for the intact stability for Passenger and Cargo Ships of 24m in Length and over.Res.A.562 (14)
[50]国内航行海船法定检验技术规则(2004),中国海事局,2003：236-237
[51]中华人民共和国船舶检验局,海船稳性规范,人民交通出版社,1986
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[2]http://www.ncsb.gov.cn/haibingzaihai/hbsksb/2010020501.htm
[3]http://image.baidu.com/i?ct=503316480&z=0&tn=baiduimagedetail&word=%BD%E1%B1%F9 +%B4%AC&in=333&cl=2&cm= 1&sc=0&lm=-1&pn= 122&rn= 1&di=26930992065&ln=2000& fr=&ic=0&s=0&se=1
[4]班宗生,秦皇岛港锚泊船走锚原因分析及对策,中国水运,2001(9)：23
[5]http://tianjin.i5un.com/enterprise/oqftd.html 2010-3-17
[6]NRC Marine Icing, Canadian East Coast Ice Engineering Issues
[7]http://www.ncsb.gov.cn/haibingzaihai/hbsksb/2010012504.htm
[8]陈显冕,辽东湾冰区锚泊及操纵,航海技术,1994(6)：1
[9]杜小振,冰致柔性直立结构振动的动冰力研究：(硕士学位论文).大连：大连理工大学2003：3-20
[10]Victor Kwok Keung Chung,SHIP ICING AND STABILITY, National Library of Canada, 1995:2-135
[11]王仁树等,论我国北方港口各冬季通航的冰问题及减冰措施,我国减轻自然灾害研讨会文集,中国科学技术出版社,1990：478-480
[12]http://www.xd86.com/html/091115/73693_49/index.asp
[13]Arakawa K, Studies on the freezing of water, Ⅱ.J.Faculty Sci.,1954:311-339
[14]Doherty B.T., Freezing point of sea water,1974:285-300
[15]丁德文,工程海冰学概论,海洋出版社,1999：15-88,
[16]Weeks W.F., The growth, structure and properties of sea. CRREL Monongraphy 82-1, Cold Regions Research and Engineering Laboratory, Hanover, New Hampshire, USA,1982
[17]Cox G.F. N, W.F. Weeks. Brine drainage and initial salt entrapment in sodium chloride ice.CRREL Research Report 345, Cold Regions Research and Engineering Laboratory, Hanover, New Hampshire, USA,1975:46
[18]李福成等,渤海海冰的抗压强度试验研究,海洋学报,1987：255-261
[19]Dykins J.E., Ice engineering-tensile properties of sea ice grown in a confined system. Califonia,Technical Deport R.869 Naval Civile Engineering Laboratory,Port Hueneme,1970:10-50
[20]李志军等,辽东湾海冰单轴压缩长期强度的初步分析,海洋学报,1991：569-575
[21]Neill C.K. Dynamic ice forces on piers and piles.Can.J. Civ. Eng.,1976:305-341
[22]杨玉祥译,风压力与流压力,港口工程文摘,71-72
[23]杨玉祥等,介绍悬链计算新方法及港口单锚泊稳定分析,水运工程,33-37
[24]史庆增等,海冰静力作用的特点及几种典型结构的冰力模型试验,海洋学报,1994,16(6)：133-134
[25]Sodhi D. S., C.E. Morris and G.F.N. Cox.Sheet ice forces in a conical structure:an experimental study.In Proc. Of the 8th POAC,2, Narssarssuaq, Greenland:Danish Hydralic Institute, 1985:643-655
[26]孟广琳等,渤海北部平整冰抗压强度设计标准的研究,海洋工程,1989：65-73
[27]陈世才等,一种抛锚出链长度的计算方法,大连海事大学学报,1998(8)：45
[28]廖河树等,走锚预报方法的研究,集美大学学报,1996(1)：58-62
[29]瘳河树等,走锚预报数学模型,中国航海,1995(1)：6-7
[30]http://image.baidu.com/i?ct=503316480&z=0&tn=baiduimagedetail&word=%B4%AC%B2%B 0+%C9%CF%C0%CB&in=23474&cl=2&cm=1&sc=0&hn=-1&pn=2&rn=1&di=7451201040& ln=2000&fr=&ic=0&s=0&se=1
[31]DAVID M. FEIT, SUPERSTRUCTURE ICING IN ALASKAN WATERS,1990:3-4
[32]贾瑞丽等,渤黄海冬夏季主要月份的海温分布特征,海洋通报,2002(8)：3
[33]Zarling J. P., Heat and mass transfer from freely falling drops at low temperature, US Army Cold Regions Research and Engineering Laboratory,1980, CRREL Report 80:18
[34]W.P.Zakrzewski, ICING OF SHIP, NOAA,1986:35-54
[35]Aksyntin L. R., icing of ships, Leningrad,1979:10-15
[36]EP.LOZOWSKI, Computer simulation of marine ice accretion, THE ROYAL SOCIETY,2000: 2817-2825
[37]Zakrzewski, The application of a vessel spraying model for predieting ice growth rates and iceloads on a ship. In Proc 9th Int conf on port and ocean engineering under arctic conditions, 1987, vol.3:591-603.
[38]李杰,风浪场数值模式的验证：(硕士学位论文).南京：河海大学海洋学院,2005：34
[39]沈进威、王挥明,首外飘砰击对主船体结构响应的预报,中国船舶科学研究中心,1982(3)：42
[40]Langnmir、Blodgett K. A, Mathematical investigation of water droplet trajectories,In collected works of irving langmuir,1946,vol.10:348-393
[41]Stallabrass J.R, Trawler icing:a compilation of work done at NRC. National Research Council of Canada, Mechanical Engineering Report MD-56, NRC,No.19372, Ottawa,1980:103
[42]陈锦年等,中国近海海面热平衡,海洋出版社,2007：11-12
[43]http://www.dljs.net/showart.asp?art id= 10807
[44]徐邦祯等,海上货物运输,大连海事大学出版社,2001：62-84
[45]盛振邦等,船舶原理,上海交通大学出版社,2003：20-21
[46]沈华等,船舶稳性与强度计算,大连海事大学出版社,2001：149
[47]IMO.Code on Intact Stability for all Types of Ships Covered by IMO Instruments.Res.A.749 (18)
[48]H.J. Pursey.Merchant Ship Stability.London, Brown.Son&Ferguson Ltd.1977
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