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近年来随着北极冰区航道的开辟与成功通航,船舶航行安全广受重视,因冰区通航条件对船舶交通安全影响因素特殊且变化大,有必要分析极地冰区船舶航行时航路过程中的风险。探讨低温、浮冰、高纬度等特殊属性对船舶极地冰区航行安全的影响,结合船舶交通风险的特点,提出北极冰区东北航道船舶航行风险状态概率转移的过程风险,构建北极冰区东北航道船舶航行过程风险模型。基于马尔科夫过程假设,建立基于马尔科夫链-蒙特卡洛方法的云仿真模型,利用该模型对北极冰区东北航道船舶航行进行时间连续的过程风险动态仿真。研究表明:夏季时期船舶在北极冰区东北航道航行过程风险整体上处于可通航状态,离散风险程度随时间而连续变化,总体呈现"M"型趋势,风险波动明显。 相似文献
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利用中国第21、22次南极科学考察(2004/2005、2005/2006)对中山站附近海域固定冰物理特性系统观测的结果,特别是依据其中2005年11月下旬至2006年1月下旬的现场实测数据详细分析了中山站附近海域固定冰消融过程物理性质的变化特征。结果表明:此区域固定冰从11月下旬开始消融,融冰期为62 d;同时,融冰期冰下水体温度迅速升高;在不断增强的太阳短波辐射和海洋热通量作用下,海冰温度也逐渐上升,并出现"相对冷中间层";热力和动力外强迫作用下,2005年12月18日-2006年1月14日期间此区域固定冰边缘线后退了20.9 km;另外,2005年12月18日固定冰边缘区走航冰厚监测结果还表明,边缘区海冰厚度在向岸方向有明显的增加趋势,并且随着接近海岸海冰厚度的离散程度逐渐减小。 相似文献
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提出了冰雷达数据处理的流程,详细论述了冰雷达数据处理中常规修正的关键技术：静态校正、增益控制、带通滤波以及偏移处理等。以中国第24次南极科学考察（CHINARE 24）所获取的Dome A 地区30 km×30 km范围冰雷达原始数据处理作为实例,提取得到了该区域冰盖内部等时层埋深以及冰盖的冰厚数据。通过插值展现了冰盖等时层以及冰岩界面的三维空间形态。结合该区域ICESat冰盖表面高程数据,构建出了Dome A地区涵盖冰盖表面、冰盖等时层以及冰岩界面形态特征的三维模型。 相似文献
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2012年11月—2013年4月中国第29次南极科学考察期间,针对南极夏季固定冰单轴压缩性质开展了研究。使用冰芯钻直接在平整冰层钻取力学试样,取样冰厚为149 cm,其中颗粒冰、柱状冰和片状冰分别占采样冰芯总长度的15.4%、72.5%和12.1%;单轴压缩试样只采用柱状冰部分,加工好的力学冰样尺寸为直径9 cm,长度为18 cm;共设置5个试验温度(-2、-4、-6、-8和-10℃),加载应变速率在10-6—10-2s-1。利用统计方法分析试验结果,建立了南极夏季海冰单轴压缩强度与孔隙率和应变速率的关系式,以及综合考虑应变速率和温度影响下的单轴压缩强度定量表达式;同时,基于分形理论对单轴压缩试样破碎块分布规律进行了分析,结果显示碎块长度分形维数随着温度和应变速率的降低有增大趋势。在特别低应变速率下海冰试样整体发生蠕变时,无法采用分形方法讨论海冰内部破碎程度。 相似文献
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"雪龙"号破冰船是我国目前唯一的极地考察船,破冰航行是极地船舶的重要特征之一。以"雪龙"号破冰船的GPS数据为基础,通过建立模型算法识别冲击式破冰这一特殊的航行状态,在整个中国第28次南极考察航次的数据分析中,整体识别率超过86.1%,识别正确率达到98%以上。利用此算法,在中国第27次南极考察航次的破冰识别率也超过85%,识别正确率达到93.5%。雪龙船两个航次实测GPS数据验证了本文算法的可用性,而破冰识别统计结果表明,不同航次的破冰模式具有较大的差异。 相似文献
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<正>中国第9次北极科学考察是自然资源部组建后组织实施的第一次极地考察。本次考察队共有131名队员组成,包括1名来自美国特拉华大学的科学家和2名来自法国巴黎第6大学的科学家。2018年7月20日,雪龙船离开上海码头,至9月26日考察结束,历时69天。雪龙船总航行约12 500海里,冰区航行3815海里,最北到达84o48’N。考察作业的重要节点如下:2018年7月20日,从上海极地考 相似文献
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湖冰遥感监测方法综述 总被引：4，自引：2，他引：2
本文综述了多光谱和微波数据监测湖冰冻结、消融及冰厚的方法,并比较了各种方法的优缺点,最后运用MODIS和AMSR-E监测了纳木错2007/2008冬半年冰情.湖冰监测方法主要有阈值法和指数法.阈值法是根据冰水反射率、温度、后向散射系数等特征因子的不同直接区分冰水.精度较高,误差在5天以内.指数法主要是根据冰水波谱特性和极化特性.做波段运算后间接区分冰水.冰厚监测常采用经验公式法,用实测数据与反射率、极化比、亮温等建立关系式反演整个湖泊冰厚,此方法适用于特定的某个湖泊.冰厚识别是湖冰监测的难点,主动微波比多光谱数据更适合监测冰厚.从数据本身来讲,热红外、被动微波等高时间分辨率数据比可见光、主动微波等高空间分辨率影像更适合监测大面积湖泊冰情.基于多源遥感数据,发展自动反演算法将是湖冰遥感监测发展趋势之一. 相似文献
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The sea ice community plays an important role in the Arctic marine ecosystem. Because of the predicted environmental changes in the Arctic environment and specifically related to sea ice, the Arctic pack ice biota has received more attention in recent years using modern ice-breaking research vessels. Studies show that the Arctic pack ice contains a diverse biota and besides ice algae, the bacterial and protozoan biomasses can be high. Surprisingly high primary production values were observed in the pack ice of the central Arctic Ocean. Occasionally biomass maximum were discovered in the interior of the ice floes, a habitat that had been ignored in most Arctic studies. Many scientific questions, which deserve special attention, remained unsolved due to logistic limitations and the sea ice characteristics. Little is know about the pack ice community in the central Arctic Ocean. Almost no data exists from the pack ice zone for the winter season. Concerning the abundance of bacteria and protozoa, more studies are needed to understand the microbial network within the ice and its role in material and energy flows. The response of the sea ice biota to global change will impact the entire Arctic marine ecosystem and a long-term monitoring program is needed. The techniques, that are applied to study the sea ice biota and the sea ice ecology, should be improved. 相似文献
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南极内陆冰盖表面的特征与冰盖表面年际降雪量、冰盖表面风速有关,冰盖表面地貌特征主要包括雪面粗糙度、雪层软硬度,这些特征对内陆车队行进过程中的设备运输具有重要的参考价值。文中提出了车载自动化监测冰盖雪面特征的方法,并进行了监测系统的设计与数据分析;该系统包括以雪地车颠簸幅度代表的雪面凹凸程度(即雪面粗糙度),以GPS模块监测车辆行进距离,以激光测距监测雪地车车辙深度来表征雪面软硬度。通过数据采集系统的实时监测软件平台,实现了冰盖表面地貌特征的监测;该系统分别于2012年11月和2014年11月在中国第29次南极和31次南极考察中进行了监测应用,通过对以上监测数据的分析,初步给出了中山站至昆仑站沿途的冰盖表面粗糙度及雪面软硬度结果。 相似文献
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To investigate the vibration characteristics of a railway subgrade in different seasons, three field experiments were carried out in
the seasonally frozen Daqing area of China during spring, summer, and winter. The vibration characteristics and attenuation rates
of the subgrade induced by passing trains were investigated, and the influences of the season, train speed, train type, train load, and
number of train compartments are described in this paper. The results show that: (1) near the rail track the vibration in the vertical
direction was more significant than in the lateral and longitudinal directions, and as the distance from the railway track increased,
the acceleration amplitudes and the attenuation rates all decreased in all three directions; (2) the acceleration amplitudes and attenuation
rates decreased in the three different study seasons as the distance from the railway track increased, and the attenuation
rates in the freezing period were the largest; and (3) the acceleration amplitude induced by a freight train was greater than that by a
passenger train, and the subgrade vibration increased with increasing passenger train speeds when the number of train compartments
was similar. These results have great significance for enhanced understanding of the characteristics of train-induced vibration
embankment response in seasonally frozen regions, and provide essential field monitoring data on train-induced vibrations in
order to improve the performance criteria of railroading in seasonally frozen regions. 相似文献
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Predicted present-day evolution patterns of ice thickness and bedrock elevation over Greenland and Antarctica 总被引：4，自引：0，他引：4
This paper discusses predicted evolution patterns of present-day changes of ice thickness, surface elevation, and bedrock elevation over the Greenland and Antarctic continents. These were obtained from calculations with dynamic 3-D ice sheet models which were coupled to a visco-elastic solid Earth model. The experiments were initialized over the last two glacial cycles and subsequently averaged over the last 200 years to obtain the current evolution. The calculations indicate that the Antarctic Ice Sheet is still adjusting to the last glacial-interglacial transition yielding a decreasing ice volume and a rising bedrock elevation of the order of several centimetres per year. The Greenland Ice Sheet was found to be close to a stationary state with a mean thickness change of only a few millimetres per year, but the calculations revealed large spatial differences. Predicted patterns over Greenland are characterized by a small thickening over the ice sheet interior and a general thinning of the ablation area. In Antarctica, almost all of the predicted changes are concentrated in the West Antarctic Ice Sheet, which is still retreating at both the Weddell and Ross Sea margins. Over most of both ice sheets, the model indicates that the surface elevation trend is dominated by ice thickness changes rather than by bedrock elevation changes. 相似文献
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湖冰物候事件是气候变化的敏感指示器。本文以西藏纳木错湖为研究对象,基于MODIS多光谱反射率产品数据监测了2000-2013年纳木错湖冰冻融日期,并结合多个气象站点的气象数据和实测湖面温度、湖面辐射亮温分析验证了湖冰变化的原因。纳木错湖冰变化较好地响应了区域气候变暖：开始冻结日期延迟和完全消融日期提前使湖冰存在期显著缩短(2.8 d/a)、湖冰冻结期增长、湖冰消融期缩短,其中消融期变化最为明显,平均每年缩短3.1 d。湖冰冻融日期的变化表明：2000年后纳木错湖冰冻结困难,消融加速,稳定性减弱。纳木错湖冰变化主要受湖面温度、湖面辐射亮温和气温变化的影响,它们可以作为气象因子来解释区域气候变化。 相似文献
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船载卫星遥感图象处理系统是针对南极考察气象航线预报、冰区航行的海冰预报和导航需要而研制的船陆两用多功能软件系统。采用了最新的 DEL PHI可视化软件开发工具 ,开发了用于 WINDOWS98环境下的 32位的程序 ,并针对接收系统开发了 WINDOWS设备驱动程序 ,提高了在 WIND0 WS98多任务环境下 ,接收程序的实时性和可靠性 ;采用面向对象的程序开发方法和开放式的体系结构 ,便于功能的更新和提高 ;采用 SGP4/SDP4轨道模式及两行元素的轨道参数计算出卫星星下点的位置 ,实现了在 1 A图象上计算逐点经纬度的快速动态定位和图象显示的功能 ;采用迭代法利用电子地图网格数据 ,在接收的卫星云图上迭代套上地形及海岸线。组成了适合船陆两用的多功能快速灵活的图象处理系统 ,可以在 1～ 2分钟瞬间内完成一幅图的定位套网格和套地形线的工作。解决了南极海冰监测和冰缝、水道预报的难点。可以使图象上下滚动、左右移动、任意放大、缩小和剪取 ;可以随着鼠标的移动显示出图上任意一点的经纬度 ;能够在图上标出任意目标物 ,如船位、站位、岛屿等等 ;能够方便地在图上画出航线 ,直观地判断船所处的位置和航线周围的气象和海洋环境状况 ;解决了在茫茫海洋和冰区中航行找不到参照物时的困惑 :能够输出任意大小的 2 4位真 相似文献
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Imbricate reflections commonly occur in the glacigenic section of seismic profiles from the Bjørnøya Trough. This was the main drainage pathway for fast‐flowing ice‐streams from the former Barents Sea and Scandinavian ice sheets. Industry three‐dimensional (3D) seismic data from the southern flank of the Bjørnøya Trough are used here to investigate these imbricate reflections. Integration of vertical seismic sections with 3D plan view images and attribute maps reveal that imbricate reflections at the SW Barents Sea Margin are mega‐scale sediment blocks with a glacigenic origin. Imbricate reflections in two regions to the east of the survey appear on plan‐view as well‐developed lineations of U‐shaped crescents; however, following detailed analysis of their location, geometry and relation to sailing direction during data acquisition, we can demonstrate that these are seismic artefacts. These artefacts are related to the straight parts of east–west‐trending plough marks on the sea floor, having a dip direction that is directly related to the sailing direction of the ship during seismic acquisition. By analysing both real glacigenic imbrications and false imbrications or artefacts, we are able to demonstrate the critical distinguishing criterion. 相似文献