In this study, the compressive deformation of crushed sandstone was tested using a crushed rock deformation-seepage test system, and the effects of various factors, including crushed rock grade, grade combination, water saturation status, and stress loading method (i.e., continuous loading or cyclic loading and unloading), on the compressive deformation of crushed sandstone was analyzed from four perspectives including stress-strain, bulking coefficient, deformation mechanism and energy dissipation. The results indicate that the stress-strain relations of crushed sandstone are closely associated with all factors considered, and are well represented by exponential functions. The strain observed for a given applied stress increased with increasing crushed rock grade throughout the loading period. Crushed sandstone grades were combined according to a grading index (n), where the proportion of large-grade rocks in the sample increased with increasing n. The bearing capacity of a water-saturated crushed sandstone sample with n = 0.2 was less than that of an equivalent dry sample for a given applied stress. The stress-strain curve of a water-saturated crushed sandstone sample with n = 0.2 under cyclic loading and unloading was similar to that obtained under continuous loading. Observation and discovery, the deformation mechanism of crushed sandstone was mainly divided into four stages, including crushing, rupture, corner detachment and corner wear. And 20% of the work done by testing machine is used for friction between the crushed sandstone with the inner wall of the test chamber, and 80% is used for the closing of the void between the crushed sandstone, friction sliding, crushing damage.
During four Polish Geodynamical Expeditions to West Antarctica between 1979 and 1991, seismic measurements were made along 21 deep refraction profiles in the Bransfield Strait and along the coastal area of Antarctic Peninsula using explosion sources. Recordings were made by 16 land stations and 8 ocean bottom seismometers. Good quality recordings were obtained up to about 250 km distance. This allowed a detailed study of the seismic wave field and crustal structure. Three-dimensional tomographic inversion was carried out using first arrivals from the complete data set including off-line recordings. As a result, we obtained a 3-D model of the P-wave velocity distribution in the study area. In the area adjacent to the Antarctic Peninsula coast, sedimentary cover of 0.2 to 3 km thickness was found, whereas in the shelf area and in the Bransfield Strait sedimentary basins with thickness from 5 to 8 km were observed. In the Bransfield Strait a high velocity body with Vp > 7.5 km/s was found at 12 km depth. The use of the off-line data allowed for determination of the horizontal extent of the body. The thickness of the crust varies from more than 35-40 km in the coastal area south of the Hero Fracture Zone to 30-35 km in the area of Bransfield Strait and South Shetland Islands and about 12 km in the Pacific Ocean NW of South Shetland Islands.
Unification of laws on carriage of goods by sea on the international plane is likely the most sensible way to avoid conflict of laws and conflict of jurisdiction. Nevertheless, application of conflict-of-lawrules may still be inevitable.
Since 17 December 2009 the primary source of conflict-of-law rules has been Regulation (EC) no. 593/2008 of the European Parliament and of the Council of 17 June 2008 on the law applicable to contractual obligations (Rome I). This Regulation prompted a major reform of Polish private international law; the new law was enacted on 4 February 2011 and entered into force on 16 May 2011. Currently, as the Author points out, the flag of the vessel is no longer relevant as a potential connecting factor in shipping contracts.
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