Shipboard Evaluation Research Articles

The Development of Permeable Membrane Air Dehydrators for the U.S. Navy

ABSTRACTAs part of a program to eliminate chronic, shipboard, low pressure air dehydrator problems a Navy‐industry team consisting of the Navy, Newport News Shipbuilding and a permeable membrane manufacturer has developed a new generation of permeable membrane air dehydration equipment to replace the complex and unreliable desiccant units currently used. Permeable membrane dehydration is a new technology utilizing new polysulfone, semipermeable polymeric membranes specially designed to perform molecular separation of gaseous mixtures. This process has proven to be extremely reliable and cost effective. The successful development of the permeable membrane dehydrator from an SBIR concept to shipboard units is described. A review of the current dehydrators and system history that drove this program, and the benefits and payoffs of the new equipment, are presented. Results of the laboratory evaluation, shipboard evaluation and the fleet transition plan are addressed.

Shipboard investigation of DOC in the NE Atlantic using platinum-based catalysts in a Shimadzu TOC-500 HTCO analyser

Abstract A shipboard evaluation of the high-temperature catalytic oxidation (HTCO) efficiencies of various Pt-based catalysts, for the conversion of dissolved organic carbon (DOC) to CO 2 , was carried out using a Shimadzu TOC-500 system on replicate samples from the upper 300 m of the NE Atlantic Ocean. In some cases, catalysts were used in conjunction with scrubbers for removal of interfering gaseous by-products (Cl 2 , S and CO). Rigorous consideration of blanks, calibration and standards highlighted several uncertainties in the performance of some catalysts. It is postulated that a high and randomly fluctuating instrument blank, most probably arising from the catalysts, may be responsible. The inclusion of chemical scrubbers in combustion columns appears to have only minor effects on the integrity of analyses. The 100% Pt catalyst generally oxidised the greatest proportion of oceanic DOC, although all catalysts used here have produced DOC concentration (90–210 μM C); consistently higher than previous reliable wet oxidation data (50–60 μM C) for this region.

SHIPBOARD GASEOUS NITROGEN GENERATOR DESIGN AND DEVELOPMENT

Naval Engineers JournalVolume 104, Issue 4 p. 113-114 SHIPBOARD GASEOUS NITROGEN GENERATOR DESIGN AND DEVELOPMENT JACK L. MCCREA, JACK L. MCCREASearch for more papers by this authorTHEODORE F. PEARSON, THEODORE F. PEARSONSearch for more papers by this authorJOSEPH A. WOERNER, JOSEPH A. WOERNERSearch for more papers by this author JACK L. MCCREA, JACK L. MCCREASearch for more papers by this authorTHEODORE F. PEARSON, THEODORE F. PEARSONSearch for more papers by this authorJOSEPH A. WOERNER, JOSEPH A. WOERNERSearch for more papers by this author First published: July 1992 https://doi.org/10.1111/j.1559-3584.1992.tb01156.xAboutPDF ToolsExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat No abstract is available for this article. Volume104, Issue4July 1992Pages 113-114 RelatedInformation

Shipboard Evaluation of Motion Sickness Incidence and Human Engineering Problems

Seakeeping trials of a United States Coast Guard (USCG) cutter in March 1984 included a human factors engineering (HFE) evaluation having particular regard to problems of seasickness in certain work stations. Some motion sickness incidence and related data, and the derivation of human factors engineering principles from such data were reported by Bittner & Guignard in 1985: and some findings supporting the general utility of using magnitude estimation of motion sickness for operational comparisons were presented later (Bittner & Guignard, 1986). The present communication documents the previously unreported seasickness and related data from those trials; and the implications of the data for the planning of future seakeeping trials. It also reviews the general conclusions of the shipboard HFE evaluations. The subjects were 16 male USCG officers and enlisted personnel assigned to duties in mission-critical workspaces, to whom two questionnaires were administered systematically: namely, Motion Sickness Symptoms and Prewatch Status. The latter instrument evaluated intervening variables including sleep and use of medication. Analyses including correlation of questionnaire and ship motion data led to the following conclusions: (1) Contrary to traditional assumptions, seasickness is characterized by at least two functionally independent factors, identified as F1 (symptomatic General Motion Illness) and F2 (Retching-Vomiting). (2) Both factors showed declines across days as well as similar carry-over and location effects within days. However, F1 reflected persistent individual differences and was strongly associated with the vertical component of the ship's motion; while F2 was transitory and associated with large transverse relative to vertical components of motion. (3) The results support previously published human factors engineering principles for minimizing seasickness incidence (Bittner & Guignard, 1985) (4) Validity of future sea trials requires (a) multiple-score scaling of motion sickness (eg, using F1 and F2); (b) control of subject crew movements about the ship during periods of observation; and (c) avoidance of steaming patterns that induce extraneous carry-over effects.

DEVELOPMENT OF LONG LIFE ANTIFOULING PAINTS AND SHIPBOARD EVALUATION

ABSTRACTThis paper is an account of selected events in a technology exchange over a period of years that have led to the development, by the Navy, of improved evaluation procedures and new antifouling paint formulations potentially capable of five year service. It begins with the Navy's publication in 1952 of “Marine Fouling and Its Prevention.” At the time, the evaluation of new antifouling paints relied primarily on the exposure of test panels at marine sites in various locations. To reduce the variations in panel tests results, populations of barnacles were raised in the laboratory from the embryo to adult form to investigate various modes of physical and chemical fouling control. Bioassay populations of barnacles, both as larvae and adults, used to assess a large number of toxins, led to the selection of organometallic compounds as an effective toxic component in a new generation of antifouling paints. New paint formulations, based on various toxic release mechanisms, exhibited enhanced antifouling capability. These paints were used with improved epoxy paints formulated by the Navy to control corrosion. The need over the past decade to conserve fuel has led to new concepts for the underwater maintenance of hull coating systems. The advancing underwater diving technology has made available underwater multibrush cleaners and diver held power tools. Shipboard evaluation of experimental antifouling hull coating systems has brought about the application of new ship survey and inspection procedures assisted by improving underwater color photography.

LESSONS LEARNED IN DEVELOPMENTAL TESTING IN THE FLEET

ABSTRACTDevelopmental tests have been conducted in the Fleet to demonstrate concepts for reducing man—hoars required to perform certain shipboard functions while maintaining or improving effectiveness. Experiences during the Preparation, Conduct, and Reporting of the tests are described including the CNO Pilot Program for Reduced Bridge Manning; Integrated Bridge System (IBS); Facilities Maintenance (housekeeping); Wireless Communications During Damage Control Evolutions; and the Ship Contrblman. Areas discussed include system design and interface requirements; elements that go into tests designed for shipboard evaluation; approval requirements to conduct such tests; how to get Fleet Support in terms of personnel and assets; logistics and training requirements; and finally, what Fleet testing buys that other means do not.

亜鉛流電陽極の陽極性能に及ぼす鉄, アルミニウムおよびカドミウムの影響に関する実船評価

亜鉛流電陽極の陽極性能に及ぼす鉄, アルミニウムおよびカドミウムの影響に関する実船評価

Shipboard Evaluation of Zinc Galvanic Anodes Showing the Effect Of Iron, Aluminum and Cadmium on Anode Performance

Abstract A commercial zinc anode with desirable long term galvanic performance characteristics has been developed. Aluminum plus cadmium added to zinc has produced this improved anode. The tolerance for iron in zinc anodes has been increased by the aluminum plus cadmium addition. Less adherent corrosion products and uniform anode attrition also have been achieved without adverse effects on anode current efficiency. Improved zinc anode performance obtained with the aluminum plus cadmium addition is independent of anode current density or electrolyte temperature. In the absence of other constituents, controlling the iron content at 0.0014 percent does not give a zinc anode with optimum galvanic properties. Best performance is obtained when the iron content is on the order of 0.0002 percent. Barrier shields serve no useful purpose on the faying surface of zinc anodes installed on steel ship hulls. Long term performance tests on five active ships and quiescent marine exposures, using commercial size zinc anodes, provide the basis for these conclusions. 5.2.2