Ships onboard

Oparaling Data for Ship Onboard Inerting Systam... 

Parsons adopted this multistage design to reduce turbine operating speeds to a useful level. His initial turbine was developed to produce electricity onboard ships and had an output of about 7 kW. In 1888 he designed the first steam turbine generating unit for public utility sei-vicc. By the time of his death in 1931, his company manufactured turbines generating more than. 30,000 kW. 

Pellenberg and Church [25] sampled stored and processed saline water samples from the Delaware Bay estuary in a variety of ways to allow different methods of maintaining their integrity to be compared. Samples were processed onboard ship, immediately after collection, by extraction with ammonium pyrollidinedithiocarbamate in methyl isobutyl ketone. 

A Teflon-coated sampler (General Oceanics, 10-L Go-Flo) on a stainless steel hydrowire was used to obtain whole-water samples and samples for filtration from 16 points in the water column on each cruise. Samples were pressure filtered onboard ship, within a Class-100 laminar flow enclosure, in an all-Teflon column-filter holder (Savilex) through tared 0.4-pm track-etched filters (Nuclepore). Samples, both total P and total filtrable P, were acidified with high-purity HC1 (Ultrex) and immediately frozen. 

Moreover, hydrogen storage onboard vehicles and ships remains in pressurised tanks. An alternative solution seems to be needed, which may be the liquid hydrogen tank developed by Air Liquide for the Renault fuel cell. See the listed Renault web site for the Renault/du Vera vehicle fuel cell project. 

Fish Oil The liquid removed from the fish presscake is separated by centrifugation into an oil fraction and a water-soluble protein fraction called solubles. The solubles are often concentrated by evaporation and either added back to the presscake before drying, sold separately as fish solubles, or discarded. Fishmeal plants operating onboard fish processing ships usually discard the solubles. 

Separation of CO2 from gas streams is required in four areas (1) purification of natural gas (gas sweetening), (2) separation of CO2 from enhanced oil recovery (FOR) gas streams, (3) removal of CO2 from flue gas, and (4) removal of CO2 from biogas. A fifth area vital for the space age should be mentioned removal of CO2 from life support systems onboard space ships, and also in submarines. All these applications have different specifications for the purified gas or for the recovered CO2, and future membrane applications will most likely be based on tailor-made materials. 

Stores of chemical antidote kits and antibiotics may be out of date and/or insufficient to treat all who might be exposed onboard ships, according to anecdotal evidence provided to the committee. Stocks at shore installations tend to suffer the same—or worse—shortfalls. 

General Council of British Shipping (1983) The Storage and Handling of Marine Fuel Onboard Ship. 

The SSSB is deployed in the Atlantic Ocean approximately 40 km northeast of Cape Hatteras (Case 1413) at 35° 26.16 N, 75° 2.90 W and retrieved at 35° 24 N, 75° 4 W. The data collection period is from 13 59 29.14 (t = 0) to 16 09 22.03 (t =7783.15s) UTC. The data for the first 14 minutes or so are onboard the research vessel and not used. On this day, two long internal wave bands several kilometres long and approximately 2 to 4 kilometres apart are spotted on the water surface. The buoy is released into water at 14 13 UTC. The sky is partly cloudy. At 14 49 (t 3000 s) the ship is in a large dark cloudy area. The buoy records a sharp drop in the ambient light at t >2500 s. The dual surface slick bands are visible throughout the morning. The buoy obviously crosses one of them at t 3100 s when a dip of 0.1°C water temperatures is recorded (Fig. lb). Visual confirmation of this encounter is not available due to the large distance between the ship and the buoy. However, similar surface temperature drops (from Jim Edson s onboard met-sensor display) occur when ship crosses slick bands in a few other occasions. 

Automatic Identification Systems (AIS) were introduced for vessel traffic control and represent a ship-based broadcast system operating in the VHF maritime band. Apart from ship-to-ship and ship-to-shore AIS systems there are airborne AIS transponders that make dynamic vessel information available to airborne surveillance platforms. Examples of information provided by airborne AIS are time, position, heading, course, speed, IMO number, destination, type of cargo and estimated time of arrival. This information is of general interest in airborne maritime surveillance, including search and rescue operation and oil spill monitoring. Especially the GIS integration of AIS information as well as its online visualisation onboard the surveillance aircraft are considered beneficial for oil spill response since it allows the identification of potential polluters. 

Fig. 4-7. Latitudinal distribution of carbon monoxide over the Atlantic Ocean. Open circles in the upper troposphere, from aircraft measurements. Filled circles at sea level, from measurements onboard of ships. Solid curve air mass-weighted average CO mixing ratio. [Adapted from Seiler and Schmidt (1974a).]...

Table 9-12 adds further observations of NOx in marine air masses and in the free troposphere. Measurements onboard ships and at coastal stations are made difficult due to self-contamination, and the original data must be carefully screened to eliminate conceivable effects of pollution. With these precautions it is then possible to show that the purest maritime air masses contain NOx mixing ratios less than 100 pptv. Broil et al. (1984) have... 

A concept of a composite LH2 container has been developed in Canada where the outer shell is fabricated from fiber reinforced plastics. The tank volume is 60 m. Such vessels of which a first set has been manufactured already, are to be used for the transportation of smaller amounts of LH2 onboard conventional container ships, railway carriers, or as a storage medium near power or refueling stations [34, 35]. 

Water samples collected from the ocean are measured for CFCs and CCI4 using an electron capture detection gas chromatography system. Analysis of water samples is done onboard ship, usually within hours of collection. The unit of measure is pmol kg or 10 moles kg . These are extremely low level concentrations that are easily susceptible to... 

Finally, some tools have been developed to retrieve pressurized cores and extract pore fluids onboard ships at in situ pressures. These tools are particularly important where high quantities of methane are found, either dissolved in pore fluid or as a gas hydrate. 

IEC60363 was first available in 1972 and IEC60909 in 1988. 1EC60363 was issued for evaluating the short circuits in power systems that are used onboard ships. It covers both the transient and sub-transient fault situations. AC power systems on modern large ships have certain similarities to those in oil industry, marine and onshore installations, e.g. 

Ideally, if very soft soils are to be tested, shear strength, excess ambient pore pressure, and the bulk density (saturated density) all need to be measured in situ. If less easily disturbed marine soils are to be tested, it may be possible to both test in situ and obtain the bulk density from onboard ship measurements of good-quality cores. 

OTEC power may be supplied to users by direct transmission of electricity to on-shore cnstomers at sites where deep cold water is available near shore, or nsed on-board to produce a fuel or product that can shipped ashore and stored for later use in motor vehicles or electric power plants. OTEC plantships sited on the tropical oceans will nse electric power generated onboard to electrolyze water and form hydrogen based fuels, which will be stored temporarily and then shipped to world ports at monthly intervals. 

After submersion, the cryogenic tank becomes warmer, the tank pressure increases to reach the value of hydrostatic pressure. When the required depth is reached, liquid nitrogen is fed to the heat exchanger - freezer. It takes 1 litre of liquid nitrogen to freeze one litre of water (without considering losses). When the ballast is dropped, the apparatus moves upwards, constantly releasing the excessive gas to level the tanks pressure with the pressure outside. The removal of the sample takes place onboard the research ship, after the heat exchanger warms up. 

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