Effects of Tank Shape on the Roll Dynamic Response of a Partly Filled Tank Vehicle

The directional response and roll stability characteristics of a partly filled tractor-semitrailer vehicle, equipped with various cross-section tanks, are investigated as functions of fill volume and steer inputs. The tank-vehicle combination is analytically modeled upon integrating a quasi-static roll plane model of a partly filled tank of generic cross-section with a three-dimensional directional dynamic model of a five-axle tractor-semitrailer vehicle, assuming constant forward speed. The vehicle model is analyzed for different cross-sections of partly filled tanks, including circular, modified-oval and two optimal cross-sections. The directional response characteristics of the vehicle are evaluated to study the influence of partial-fill condition, steering maneuver, and vehicle speed on the roll dynamic performance of the tank cross-section and the vehicle. A comparison of the response characteristics, in terms of variations in cargo c.g. shift and roll mass moment of inertia, roll angle, lateral acceleration and yaw rate of the trailer sprung mass, revealed that the optimal tank geometry yields considerably less variations in the cargo c.g. coordinates and can thus significantly enhance the directional response and roll stability characteristics of partly-filled tank vehicles.     

Kinetics of Atmospheric Corrosion of Mild Steel in Marine and Rural Environments

In continuation of the extensive studies carried out to update the corrosion map of India, in this study, the degradation of mild steel by air pollutants was studied at 16 different locations from Nago...     

Structure, conduct and performance on the major liner shipping routes 1

Market concentration on the major container shipping routes has the potential to reduce contestability, impede effective competition and, as a consequence, inhibit the positive relationship between trade and economic growth. This development could also hamper the ability of economic regions to realize their respective competitive and comparative advantages. Within this context, the structure-conduct-performance (SCP) framework is used to analyse liner shipping dynamics in the transpacific, Europe-Far East and transatlantic trade routes. The analysis finds no conclusive evidence that either the increased concentration of slot capacity or the attempts by shipping lines to boost potential slot capacity (mainly through collaborative arrangements) lead to improved financial performance. The paper concludes that, despite high and increasing concentration among carriers on each of the trade routes analysed, these markets remain contestable.     

Data assimilation with the Ensemble Kalman Filter and the SEIK filter applied to a finite element model of the North Atlantic

Currently there are different approaches to filter algorithms based on the Kalman filter. One of the most used filter algorithms is the Ensemble Kalman Filter (EnKF). It uses a Monte Carlo approach to the filtering problem. Another approach is given by the Singular Evolutive Extended Kalman (SEEK) and Singular Evolutive Interpolated Kalman (SEIK) filters. These filters operate explicitly on a low-dimensional error space which is represented by an ensemble of model states. The EnKF and the SEIK filter have been implemented within a parallel data assimilation framework in the Finite Element Ocean Model FEOM. In order to compare the filter performances of the algorithms, several data assimilation experiments are performed. The filter algorithms have been applied with a model configuration of FEOM for the North Atlantic to assimilate the sea surface height in twin experiments. The dependence of the filter estimates on the represented error subspace is discussed. In the experiments the SEIK algorithm provides better estimates than the EnKF. Furthermore, the SEIK filter is much cheaper in terms of computing time.     

Mortality through ontogeny of soft-bottom marine invertebrates with planktonic larvae

The present survey covers one spawning season of marine benthic invertebrates in a large geographical area, the inner Danish waters, and includes a wide range of habitats with steep salinity and nutrient load gradients. The loss ratios of soft-bottom marine invertebrates from one development stage to the next is calculated based on average abundances of pelagic larvae, benthic post-larvae and adults of Bivalvia, Gastropoda, Polychaeta and Echinodermata, with planktonic development. This gives a rough estimate of the larval and post-larval mortality. Loss ratios between post-larvae stage and adult stage (post-larval mortality) varies from 3:1 to 7:1 (71.2–84.9%) and loss ratios between larvae and post-larvae (larval mortality) and between larvae and adult, ranging from 7:1 to 42:1 (85.2–97.6%) and from 45:1 to 210:1 (97.8–99.5%), respectively. The results show a remarkable unity in loss ratios (mortality) between the mollusc taxa (Bivalvia and Gastropoda) at the phylum/class level. This similarity in loss ratios among the mollusc taxa exhibiting the same developmental pathways suggests that the mortality is governed by the same biotic and abiotic factors. Larval mortality is estimated to range from 0.10 d^− 1 to 0.32 d^− 1 for Bivalvia and ranging from 0.09 d^− 1 to 0.23 d^− 1 for Polychaeta. The species loss ratios combined with specific knowledge of the reproduction cycles give estimated loss ratios (mortality) between the post-larvae and the adult stage of 25:1 and 14:1 for the bivalves Abra spp. and Mysella bidentata. For the polychaete Pygospio elegans the loss ratio (larval mortality) between the larvae and the post-larval stage is 154:1 and between the post-larvae and the adult stage 41:1. For Pholoe inornata the loss ratio between post-larvae and adults is 7:1. The present results confirm that the larval stage, metamorphosis and settlement are the critical phase in terms of mortality in the life cycle for Bivalvia. Assuming steady state based on actual measurements of pelagic larval densities an estimated input to the water column of pelagic bivalve larvae is ranging from 10,930 to 17,157 larvae m^− 2 d^− 1 and for Polychaeta between 2544 and 3994 larvae m^− 2 d^− 1. These estimates seem to correspond to the reproductive capacity of the observed adult densities using life-table values from the literature.The potential settlement of post-larvae is 43 post-larvae m^− 2 d^− 1 for Bivalvia and 56 post-larvae m^− 2 d^− 1 for Polychaeta. The adult turnover time for Bivalvia is estimated to be 1.5 years and 2.1 years for Polychaeta. This exemplifies that species with short generation times may dominate in very dynamic transitional zones with a high frequency of catastrophic events like the frequent incidents of hypoxia in the inner Danish waters.     

Comparison of wheel-rail contact codes for railway vehicle simulation: an introduction to the Manchester Contact Benchmark and initial results

A new benchmark is being undertaken to assess the impact of wheel-rail contact modelling assumptions on the simulation of railway vehicle dynamics. The benchmark is split into two distinct simulation cases: the first, Case A, using a single wheelset to pinpoint the differences between the contact models and the second, Case B, using a simplified railway vehicle to assess the effect of the different contact models on the simulation of vehicle behaviour. After an open discussion of the Case A specification, the initial call for contributions was made in November 2006. The discussion of simulation Case B specifications was opened in April 2007 and to date is ongoing. This paper briefly introduces the new Manchester Contact Benchmark and presents some of the initial findings from simulation Case A.     

Climate–ocean variability and Pacific hake: A geostatistical modeling approach

Climate forcing of the California Current has been known to impact the distribution and abundance of a number of local fish populations, but the mechanisms involved remain poorly understood. Climate metrics such as the Pacific Decadal Oscillation (PDO) and the El Niño Southern Oscillation (ENSO) are usually used to represent climate processes and direct links are made between climate forcing and production variability. This involves aggregation of impacts across large spatial scales and range of species. However, fluctuations in productivity are often the result of changes in physical habitat. In order to fully understand the relationship between climate and productivity, habitat changes should be addressed. In this study we use a geostatistical approach to quantify adult Pacific hake habitat during different climate regimes. Several authors have suggested that the distribution and intensity of the sub-surface poleward flow (the undercurrent) plays a key role in defining adult hake habitat along the west coast of North America. Here we build a model designed to predict hake habitat distribution in space based on sub-surface poleward flow distribution and bottom depth. Our results show that hake habitat expands in 1998 El Niño year compared to 1995. Given the important predatory role that hake plays in the CC, the amount and distribution of adult hake habitat has large implications for the Pacific Northwest food web and could thus serve as an ecosystem indicator representing important physical–biological interactions. Spatially based ecosystem indicators such as the one we develop here address two important yet neglected areas in the ‘Ecosystem Indicators debate’: the importance of developing metrics explicitly representing spatial and environmental processes shaping ecosystem structure. Without these, our power to fully describe ecosystems will be limited.     

Robustness of autonomous underwater vehicle control in variable working conditions

The performance of the control systems of autonomous underwater vehicles (AUVs) in the presence of parameter variations was studied. With an AUV working at different operating speeds and in different ocean environments, the physical parameters such as speed, hydrodynamic coefficients, or inertias may be perturbed from their nominal values. The vehicle control systems can be modeled as systems with parameter uncertainty. An existing robust control method, which uses the robustness properties of polynomials, was used for this system to calculate the permissible ranges of variation in the parameters. The method was applied to the Naval Postgraduate School AUV II and the results were verified by simulating the motion control of the vehicle under the influence of parameter perturbations.     

Experimental study of the flow characteristics in an automotive HVAC system using a PIV technique

Air flow inside an automotive HVAC module was visualized using a high-resolution PIV technique with varying temperature control modes. The PIV (particle image velocimetry) system used for the experiment consisted of a 2-head Nd:YAG laser (125 mJ), a high-resolution CCD camera (2 K × 2 K), optics and a synchronizer. A real automotive HVAC module was used as a test model, and some of its casing parts were replaced with transparent windows to capture the flow images of the laser-light-sheet illumination. In addition, instant velocity fields were measured for three different temperature control modes by adjusting the temperature baffle. Characteristics of the air flow inside the automotive HVAC were then evaluated based on the time-averaged PIV data. Results from the experiment showed that flow for the warm mode loses more momentum due to its complicated flow path. Thus, the present PIV data can be used to validate numerical prediction and to improve the performance of HVAC modules.     

Optimization of crashworthy marine structures

History shows that ferry and RoPax collisions with tankers can be devastating for human life. This paper follows up such a scenario to contribute to rational increase of safety of marine structures. Through the coupling of multi-objective structural optimization and crashworthiness analysis, a conventional tanker structure is optimized for higher collision tolerance, accounting for the change in hull mass, so that the increase in safety is efficient. Two new concepts, proposed here, are deemed necessary for the successful execution of this task: a ‘two-stage’ optimization approach, reducing the number of needed collision simulations, and a rapid collision simulation approach that utilizes coarse FE mesh and reduces calculation time. Combining the obtained results with the state-of-the-art knowledge, a new insight about crashworthy design of tanker structures is also realized.