Literatura académica sobre el tema "Burner (H.M. Ship)"
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Artículos de revistas sobre el tema "Burner (H.M. Ship)"
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Yang, M., B. J. Huebert, B. W. Blomquist, S. G. Howell, L. M. Shank, C. S. McNaughton, A. D. Clarke et al. "Atmospheric sulfur cycling in the southeastern Pacific – longitudinal distribution, vertical profile, and diel variability observed during VOCALS-REx". Atmospheric Chemistry and Physics 11, n.º 10 (31 de mayo de 2011): 5079–97. http://dx.doi.org/10.5194/acp-11-5079-2011.
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Abstract. Dimethylsulfide (DMS) emitted from the ocean is a biogenic precursor gas for sulfur dioxide (SO2) and non-sea-salt sulfate aerosols (SO42−). During the VAMOS-Ocean-Cloud-Atmosphere-Land Study Regional Experiment (VOCALS-REx) in 2008, multiple instrumented platforms were deployed in the Southeastern Pacific (SEP) off the coast of Chile and Peru to study the linkage between aerosols and stratocumulus clouds. We present here observations from the NOAA Ship Ronald H. Brown and the NSF/NCAR C-130 aircraft along ~20° S from the coast (70° W) to a remote marine atmosphere (85° W). While SO42− and SO2 concentrations were distinctly elevated above background levels in the coastal marine boundary layer (MBL) due to anthropogenic influence (~800 and 80 pptv, respectively), their concentrations rapidly decreased west of 78° W (~100 and 25 pptv). In the remote region, entrainment from the free troposphere (FT) increased MBL SO2 burden at a rate of 0.05 ± 0.02 μmoles m−2 day−1 and diluted MBL SO42 burden at a rate of 0.5 ± 0.3 μmoles m−2 day−1, while the sea-to-air DMS flux (3.8 ± 0.4 μmoles m−2 day−1) remained the predominant source of sulfur mass to the MBL. In-cloud oxidation was found to be the most important mechanism for SO2 removal and in situ SO42− production. Surface SO42− concentration in the remote MBL displayed pronounced diel variability, increasing rapidly in the first few hours after sunset and decaying for the rest of the day. We theorize that the increase in SO42− was due to nighttime recoupling of the MBL that mixed down cloud-processed air, while decoupling and sporadic precipitation scavenging were responsible for the daytime decline in SO42−.
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Barberán Nazareno, José L. y José R. Marín López. "Determinación de los parámetros de productividad en los procesos de carenamiento en un varadero mediano". Ciencia y tecnología de buques 3, n.º 6 (30 de enero de 2010): 53. http://dx.doi.org/10.25043/19098642.24.
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Productivity parameters were determined in maintenance works of 16 ships in the slipways of ASTINAVE, a medium-size shipyard at Guayaquil, Ecuador, in the period between April 2008 and January 2009. Typical processes applied during ship maintenance, its units for evaluation and a classification chart are presented. With the registered time (Man-Hour, M-H), mean values, standard deviations and variation coefficients were calculated for each process. Mean value results for each work were: Plating replacement: 0.220 M-H/kg, Hull cleaning: 0.435 M-H/m2-machine, Painting: 0.027 M-H/m2-machine, Cathodic protection: 0.116 M-H/Kg, Thickness measurement: 0.030 M-H/test, Propulsion system: 130.92 M-H/line, Steering system: 54.89 M-H/line, Ship docking/undocking: 43.97 M-H/maneuver, Bottom Valves: 15.83 M-H/#valve, and, Fuel tank cleaning: 0.0093 M-H/gal.
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Grue, John. "Ship generated mini-tsunamis". Journal of Fluid Mechanics 816 (3 de marzo de 2017): 142–66. http://dx.doi.org/10.1017/jfm.2017.67.
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Very long waves are generated when a ship moves across an appreciable depth change $\unicode[STIX]{x0394}h$ comparable to the average and relatively shallow water depth $h$ at the location, with $\unicode[STIX]{x0394}h/h\simeq 1$. The phenomenon is new and the waves were recently observed in the Oslofjord in Norway. The 0.5–1 km long waves, extending across the 2–3 km wide fjord, are observed as run-ups and run-downs along the shore, with periods of 30–60 s, where a wave height up to 1.4 m has been measured. The waves travelling with the shallow water speed, found ahead of the ships moving at subcritical depth Froude number, behave like a mini-tsunami. A qualitative explanation of the linear generation mechanism is provided by an asymptotic analysis, valid for $\unicode[STIX]{x0394}h/h\ll 1$ and long waves, expressing the generation in terms of a pressure impulse at the depth change. Complementary fully dispersive calculations for $\unicode[STIX]{x0394}h/h\simeq 1$ document symmetries of the waves at positive or negative $\unicode[STIX]{x0394}h$. The wave height grows with the ship speed $U$ according to $U^{n}$ with $n$ in the range 3–4, for $\unicode[STIX]{x0394}h/h\simeq 1$, while the growth in $U$ is only very weak for $\unicode[STIX]{x0394}h/h\ll 1$ (the asymptotics). Calculations show good agreement with observations.
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L. Smialek, James. "Relative Ti2AlC Scale Volatility under 1300 °C Combustion Conditions". Coatings 10, n.º 2 (5 de febrero de 2020): 142. http://dx.doi.org/10.3390/coatings10020142.
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Turbine environments may degrade high temperature ceramics because of volatile hydroxide reaction products formed in water vapor. Accordingly, the volatility of transient TiO2 and steady-state Al2O3 scales formed on the oxidation-resistant Ti2AlC MAX phase ceramic was examined in 1300 °C high velocity (Mach 0.3, 100 m/s) and high pressure (6 atm, 25 m/s) burner rig tests (BRT). Unlike metals, the ceramic was stable at 1300 °C. Unlike SiC and Si3N4, neither burner test produced a weight loss, unless heavily pre-oxidized. Lower mass gains were produced in the BRT compared to furnace tests. The commonly observed initial, fast TiO2 transient scale was preferentially removed in hot burner gas (~10% water vapor). A lesser degree of gradual Al2O3 volatilization occurred, indicated by grain boundary porosity and crystallographic etching. Modified cubic-linear (growth-volatility) kinetics are suggested. Gas velocity and water vapor pressure play specific roles for each scale. Furthermore, a 7YSZ TBC on Ti2AlC survived for 500 h in the Mach 0.3 burner test at 1300 °C with no indication of volatility or spalling.
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Allan, Robert G. y Peter Woodward. "Ship-Handling in the Port of Churchill—The “Bear” Essentials". Marine Technology and SNAME News 25, n.º 03 (1 de julio de 1988): 190–204. http://dx.doi.org/10.5957/mt1.1988.25.3.190.
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This paper describes an indepth study performed by the authors' company to properly determine the ship-handling requirements in the Port of Churchill, on Canada's Hudson Bay, and the subsequent design and construction of the 3000-hp tugboat, H. M. Wilson. This tug is unusual primarily because of the unique and remote location of the port in which it operates, and by the limitations which this remote site placed upon its design and construction. Hudson Bay ship-berthing tug H. M. Wilson
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Syafiul, Ahmad. "KAJIAN DAMAGE STABILITY PADA STUDI KELAYAKAN DESAIN KAPAL BARGE PENAMBANG TIMAH DENGAN PENDEKATAN METODE NUMERIK". INOVTEK POLBENG 9, n.º 2 (28 de noviembre de 2019): 334. http://dx.doi.org/10.35314/ip.v9i2.1123.
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Nearly 90% of ship accidents or ship sinking are caused by leakage. Tin Mining Barge Vessel is an interesting research object because there are various challenges that are being faced in designing, arranging, and constructing tin mining vessels, especially regarding stability studies when a ship has a leak. Tin Mining Barge Vessel has a displacement (Δ) = 3025 tons, length (LoA) = 68 m, Width (B) = 17 m, High (H) = 5 m, Sarat (T) = 3 m. The configuration of the stability simulation of The Tin Mining Barge Vessel uses a variation of 1 intact case and 15 damage cases where simulated compartments around the ship's hole have leakage and then calculated its stability value and compared the results with IMO Code A.749 (18) Ch 3 and IMO regulations SOLAS requirements Chapter II Part B-1. From the results of the study, it can be concluded that the ship becomes unstable if there is a leak in the compartment on one side of the hole of the ship such as the Void 3 and 4 compartments at Portside (P) or on the Starboard (S). Overall, it can be concluded that the Tin Mining Barge Vessel will be instability when a leak occurs. The solution is conducted by adding the installation of a watertight length with a distance of 1200 mm in the compartment: Void 3 (P), Void 4 (P), Void 3 (P), and Void 4 (S).
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Tresnadi, Agung, Suparno Suparno, Sutrisno Sutrisno y Wawan Kusdiana. "TIME ACCELERATION ANALYSIS AND OPTIMAL COST OF HOSPITAL HOSPITAL DEVELOPMENT PROJECT ON SHIP BUILDING USING CRITICAL PATH METHOD (CASE STUDY: PT. PAL INDONESIA (PERSERO))". JOURNAL ASRO 12, n.º 01 (18 de enero de 2021): 137. http://dx.doi.org/10.37875/asro.v12i01.390.
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Hospital Auxiliary Ship is an Indonesian Navy ship produced by PT. PAL Indonesia (Persero). The construction of this BRS ship was very time consuming and one of the main parts of the ship building project was the construction of the hull structure. In relation to time and production costs, the shipyard must be as efficient as possible in the use of time in each activity or activity, so that costs can be minimized from the original plan. Acceleration of the total duration in a project is done by accelerating critical activities in the project. To find out which are the critical activities of a project, the Critical Path Method (CPM) technique is used; namely by drawing a Network Diagram of the project. By using the CPM method in scheduling a ship hull construction project, it can be seen which activities should take precedence so as not to experience delays and waste. After that, the crashing method is carried out by increasing work hours (overtime) which aims to speed up the time of the project. The results of research for activities that are in the initial critical path with the CPM method can be seen as activities A, C, H, M, R, W, AB, AC, AD, AI, AP, AT, BA, BJ, BN. After accelerating, the critical path activities include activities A, C, H, M, R, W, X, AC, AD, AI, AP, AT, BA, BH, BO. Calculation of the project during initial conditions with Early working days without using overtime hours PT PAL Indonesia (Persero) costs Rp. 5,299,631,000, - while the Crashing Method is through the addition of 1 hour / day overtime so that the project implementation can be accelerated from the initial implementation of 450 days to 412 days and PT. PAL Indonesia (Persero) issued a project cost of Rp. 5,323,752,480, -.
Keywords: Hospital Support Ship, Scheduling, CPM, Crashing.
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Xue, Han y Tian Chai. "Path Optimization along Buoys Based on the Shortest Path Tree with Uncertain Atmospheric and Oceanographic Data". Computational Intelligence and Neuroscience 2021 (27 de febrero de 2021): 1–7. http://dx.doi.org/10.1155/2021/6663446.
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In order to design an optimized route for ships in line with economic benefits; avoid bad weather; reduce unnecessary detours; shorten the navigation time; and achieve the purpose of safety, fuel saving, and punctual arrival, this paper takes the navigation mark as the node of the tree, takes the connection of the adjacent navigation marks as the tree path, and divides the distance of the adjacent buoys by the ship’s speed as the path cost. The speed calculation collects the current hydrometeorological data such as wind and wave data, uses Aertssen’s deceleration formula to adjust the speed, and improves Dijkstra to find the shortest path. In the experiment, two routes from Dongdu to Xiamen Gang Kou are compared under bad weather conditions. Route 1 is with 5.877 m/s average wind speed, 0.860 m/s wave speed, and total distance 34717 m. Route 2 is with 8.503 m/s average wind speed, 1.429 m/s wave speed, and total distance 30223 m. The calculated ship speed travelling in route 1 is 12.243 km, and its travelling time is 1.53 h. The calculated ship speed travelling in route 2 is 10.523 km, and its travelling time is 1.55 h. Although the total distance of route 1 is longer, it takes less time for ships to travel in route 1. The experimental results verify the effectiveness of the navigation algorithm based on the shortest path tree of uncertain weather maps.
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Berner, A. H., C. S. Bretherton y R. Wood. "Large eddy simulation of ship tracks in the collapsed marine boundary layer: a case study from the Monterey area ship track experiment". Atmospheric Chemistry and Physics 15, n.º 10 (27 de mayo de 2015): 5851–71. http://dx.doi.org/10.5194/acp-15-5851-2015.
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Abstract. For the first time, a large eddy simulation (LES) coupled to a bulk aerosol scheme is used to simulate an aircraft-sampled ship track. The track was formed by the M/V Sanko Peace on 13 June 1994 in a shallow drizzling boundary layer with high winds but very low background aerosol concentrations (10 cm−3). A Lagrangian framework is used to simulate the evolution of a short segment of track as it is advected away from the ship for 8 h (a downwind distance exceeding 570 km). Using aircraft observations for initialization, good agreement is obtained between the simulated and observed features of the ambient boundary layer outside the track, including the organization of the cloud into mesoscale rolls. After 8 h, a line of aerosol is injected to start the ship track. The simulation successfully reproduces the significant albedo enhancement and suppression of drizzle observed within the track. The aerosol concentration within the track dilutes as it broadens due to turbulent mixing. A sensitivity study shows the broadening rate strongly depends on the alignment between the track and the wind-aligned boundary layer rolls, as satellite images of ship tracks suggest. Entrainment is enhanced within the simulated track, but the observed 100 m elevation of the ship track above the surrounding layer is not simulated, possibly because the LES quickly sharpens the rather weak observed inversion. Liquid water path within the simulated track increases with time even as the ambient liquid water path is decreasing. The albedo increase in the track from liquid water and cloud fraction enhancement (second indirect effect) eventually exceeds that from cloud droplet number increases (first indirect or Twomey effect). In a sensitivity study with a higher initial ambient aerosol concentration, stronger ship track aerosol source, and much weaker drizzle, there is less liquid water inside the track than outside for several hours downwind, consistent with satellite estimates for such situations. In that case, the Twomey effect dominates throughout, although, as seen in satellite images, the albedo enhancement of the track is much smaller.
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Bariteau, L., D. Helmig, C. W. Fairall, J. E. Hare, J. Hueber y E. K. Lang. "Determination of oceanic ozone deposition by ship-borne eddy covariance flux measurements". Atmospheric Measurement Techniques Discussions 2, n.º 4 (19 de agosto de 2009): 1933–72. http://dx.doi.org/10.5194/amtd-2-1933-2009.
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Abstract. A fast response ozone analyzer based on the ozone-nitric oxide chemiluminescence method was integrated into the NOAA-ESRL flux system to achieve the first ship-borne, direct ozone flux measurements over the open ocean. Air was collected from an inlet at 18 m height over the ocean surface mounted to the bow-jackstaff and via a 30 m-long sampling line to the ozone instrument on the ship deck. A "puff" system was used for accurate and regular determination of the sample transport time (lag) between the inlet and the chemical analyzer. A Nafion-membrane dryer facilitated removal of fast water vapor fluctuations, which eliminated the need for quenching and density correction of the ozone signal. The sampling-analyzer system was found to have a ~0.25–0.40 s response time at a sensitivity of ~2800 counts s−1 per ppbv of ozone. Quality control and data filtering procedures for eliminating data that did not meet measurement requirements were critically evaluated. The new ozone flux system was deployed during several cruises aboard the NOAA Ship Ronald H. Brown, and evaluated using results obtained during several research cruises off the coasts of the North and South America continents.
Libros sobre el tema "Burner (H.M. Ship)"
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Winter, Barbara. H. M. A. S. Sydney: Fact, Fantasy and Fraud. Hyperion Books, 1990.
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Bligh, William. An Account of the Mutiny on H. M. S. "Bounty". Sutton Publishing Ltd, 1989.
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Wahll, Andrew J. Henry Mowat: Voyage of the Canceaux 1764-1776. Abridged Logs of H. M. Armed Ship Canceaux. Heritage Books Inc., 2003.
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McDougall, George Frederick. Eventful Voyage of H. M. Discovery Ship Resolute to the Arctic Regions: In Search of Sir John Franklin and the Missing Crews of H. M. Discovery Ships Erebus and Terror. University of Cambridge ESOL Examinations, 2014.
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Tronson, John M. Personal Narrative of a Voyage to Japan, Kamtschatka, Siberia, Tartary, and Various Parts of Coast of China: In H. M. S. Barracouta. 1854-1856. HardPress, 2020.
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M'dougall, George Frederick. The Eventful Voyage Of H. M. Discovery Ship Resolute To The Arctic Regions In Search Of John Franklin (1857). Kessinger Publishing, LLC, 2009.
Buscar texto completoCapítulos de libros sobre el tema "Burner (H.M. Ship)"
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"Shark Nursery Grounds of the Gulf of Mexico and the East Coast Waters of the United States". En Shark Nursery Grounds of the Gulf of Mexico and the East Coast Waters of the United States, editado por GLENN R. PARSONS y ERIC R. HOFFMAYER. American Fisheries Society, 2007. http://dx.doi.org/10.47886/9781888569810.ch19.
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<em>Abstract.</em>—From October 1997 to September 2000, we conducted a survey of shark nursery grounds in the northern Gulf of Mexico extending from Bay St. Louis, Mississippi to Perdido Bay, Alabama. The objectives of the survey were to identify shark pupping/nursery grounds, determine their extent, and characterize the environmental conditions prevalent. Collections were made from March to October of each year with at least four sites sampled each month, two sites in Mississippi waters and two sites in Alabama waters. Collections were made using a gill net fished from 1500 until 2200 hours each day. A total of 100 collections were made during the study, resulting in the capture of more than 2,200 sharks. Young-of-the-year and juvenile sharks were collected from many areas in the Mississippi Sound with many sharks taken around Cat, Ship, Horn, Petit Bois, Round, and Dauphin islands. Shark populations along the Mississippi and Alabama gulf coasts are dominated by three species, the Atlantic sharpnose shark <em>Rhizoprionodon terraenovae</em>, the blacktip shark <em>Carcharhinus limbatus</em>, and the finetooth shark <em>C. isodon. </em>Other species captured included the bull shark <em>C. leucas</em>, the scalloped hammerhead <em>Sphyrna lewini</em>, the bonnethead <em>S. tiburo</em>, the spinner shark <em>C. brevipinna, </em>the blacknose shark <em>C. acronotus</em>, and the sandbar shark <em>C. plumbeus</em>. We used analysis of variance to compare the environmental factors present at sites where sharks were present with those at sites where sharks were not present and found significant differences in surface and bottom dissolved oxygen when Atlantic sharpnose sharks were present, surface and bottom temperature and surface dissolved oxygen when finetooth sharks were present, and surface and bottom temperature when blacktip sharks were present. We used unweighted poisson regression to examine the effect of environmental factors on catch per unit effort (CPUE) (sharks 100 m net<sup>–1</sup> h<sup>–1</sup>) and found that surface salinity significantly altered catch of Atlantic sharpnose sharks, surface and bottom temperature and surface dissolved oxygen significantly altered finetooth shark CPUE, and both surface and bottom temperature and dissolved oxygen altered blacktip shark CPUE. To consider interspecific interactions between the three dominant species, we used the Yule coefficient of association and found that young of the year of the three most common species were significantly, positively associated. Future studies of shark abundance and distribution should consider the interactions between co-occurring species. The Mississippi Sound, associated barrier islands, and the lower reaches of the Mobile Bay are important nursery grounds for several shark species, particularly blacktip, Atlantic sharpnose, and finetooth sharks.
Actas de conferencias sobre el tema "Burner (H.M. Ship)"
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Ferraz, C., N. G. Oliveira y J. M. Vasconcellos. "FPSO-H Preliminary Design Approach". En ASME 2008 27th International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2008. http://dx.doi.org/10.1115/omae2008-57126.
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Brazil Campos Basin is under large offshore oil production activity. Many new giant oil fields are under development. In many oil fields Brazil has been using ship tankers converted as FPSO platform vessel. At this moment four FPSO are in final construction phase to be installed in Campos Basin (P-43, P-48, P-50 and P-54). Many oil cargo tankers are transformed to work as FPSO. Although they are showing good characteristics, some problems are rising. The turret design approach was used in the primary FPSO’s design phase but recently the spread mooring system is also under installation in Campos Basin. Two converted FPSO’s (P-43 and P-48) were installed recently using spreading mooring system. The P-43 was installed at 800 m of water depth in Barracuda field at Campos basin. It is brother P-48 is installed at Caratinga field. Both platforms are designed to produce 300.000 barril/day. New ideas about Floating Production Storage and Offloading (FPSO) system have been in focus since some projects started working in an appropriately FPSO design direction. The Naval Architecture and Marine Engineering Department at COPPE/UFRJ has been investigating a new FPSO design and many ideas are under evaluation. One of these ideas is implement a ballast tank system to improve the floating platform behavior in waves with less structure stress. This paper presents the FPSO-H preliminary design. The aim of this project is investigate a new conception where deck are is used to separate accommodation and production plant. Also, the design applied the idea that the number of tanks should be increased to allow better weight distribution and improve the tanks inspection plain. In addition the design includes ballast tanks to increase the operator ability to control stability and vessel motion. The paper presents a case study of FPSO-H design for a Campos basin field. Graphics and tables shown the main results and recommendations are highlights for future work.
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Shirai, Koji, Koji Tasaka y Toshiko Udagawa. "Applicability of FLASH-CAT Model to Cable Tray Fire Modeling in Zone Model BRI2002". En 2020 International Conference on Nuclear Engineering collocated with the ASME 2020 Power Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/icone2020-16874.
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Abstract To clarify the heat and smoke propagation in multi-compartments under the spread of cable fire, a large-scale multi-compartment fire test (hereinafter the CFS-2 test) was performed by the Institut de Radioprotection et de Sûreté Nucléaire (IRSN) in France within the framework promoted by the Nuclear Energy Agency (NEA) in Organization for Economic Co-operation and Development (OECD) program PRISME2 (OECD/NEA, 2017). In the CFS-2 test, two rooms of a large-scale facility were adopted and these rooms have an identical volume (120 m3) enclosed with fire walls and were connected by a doorway (0.8 m in width and 2.17 m in height). As a fire source, five-layer cable trays (tray length of 2.4m, tray width of 0.45m and separation distance between trays of 0.3 m) with a fire-retardant PVC cable (77 kg) were used and ignited by a propane gas burner. The power level of the propane gas burner was set to around 80 kW. Moreover, all rooms were mechanically ventilated, and the renewal rate was 15 times per hour (3600 m3/h). During the fire test, the mass loss rate of fuel, gas and soot mass concentration, gas temperature, and etc. were measured. The measured peak values of the HRR, the mass loss rate and gas temperature were about 800 kW, 58 g/s and greater than 600 °C, respectively (Zavaleta, 2017). As a fire model predicting fire characteristics in a compartment, a two-zone model, which divides the fire room into the hot smoke upper layer and lower layer consisting of cool fresh air, is widely used due to the advantages of the brevity of the calculation routine and the reliability of the calculation results. Among them, the BRI2 series, developed in Japan, is now reaching the current BRI2002 software (Wakamatsu, 2004) after several upgrades to improve the calculation precision. The Central Research Institute of Electric Power Industry (CRIEPI) introduced the cable tray fire source model based on the FLASH-CAT (Flame Spread over Horizontal Cable Trays) developed by National Institute of Standards and Technology (NIST) (McGrattan, 2012) into the zone code BRI2002. By comparing the numerical results with the experimental values measured during the CFS-2 test, the methodology for ignition time delay of each tray and horizontal flame propagation speed for each tray were discussed.
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Sadiq, Salman y Xiong-Liang Yao. "Multi-Dimensional Numerical Free Surface VOF Modeling With Moonpool Experiments". En ASME 2008 27th International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2008. http://dx.doi.org/10.1115/omae2008-57422.
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The homogeneous multiphase incompressible flow past a moonpool was investigated to determine the shape of vortex, flow field and pressure distributions. In this approach, a homogeneous flow model together with the VOF method for interface capturing is used to compute the entire flow field within the moonpool. The turbulence is represented via fully homogeneous buoyant model with air and water as continuous fluids. Numerical results are verified by conducting towing tank experiments. Simulation ship moonpool applications are verification of capabilities in ANSYS CFX multi-physics code by two and three dimensional circular and square shaped moonpool subjected to flow in a channel. The numerical results indicate that cavity location with a unit factor of 1.667(L/L1), where ‘L’ is length of cavity and ‘L1’ is the distance from inflow edge; was proved to be appropriate for such cavities to have optimum performance related to moonpool hydrodynamics. Distance ‘L2’ had a negligible effect on cavity. Free surface height ‘H’ inside the cavity was maintained at 0.4 m both in numerical calculations then in experiments. Numerical and experimental comparison of results reveals that due to multiphase modeling; results diverge from actual value near phase coupling. Shape factor like internal curvature, has a great influence on vortex shape and hydrodynamic forces inside the moonpool. By analyzing these numerical results a better understanding is established for VOF models and moonpool piston phenomenon. Square shaped moonpool results and numerical results agree very well till half of the moonpool depth from free surface height. These results can be very well used for the basis of designing complex shaped moonpool having free surface. The agreement with the experimental data is within the accuracy of other simulations. Further studies and the development of Best Practice Procedures are required as a next step to reduce/avoid numerical and set-up errors and establish CFD as an industrial tool.
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Zimin, P. S., V. K. Fishchenko, A. E. Subote, A. V. Zatserkovny y A. V. Golik. "РАЗРАБОТКА И АПРОБАЦИЯ В БУХТЕ АЛЕКСЕЕВА (О. ПОПОВА) ТЕХНОЛОГИЙ РЕГИСТРАЦИИ ВОЛНЕНИЯ И КОЛЕБАНИЙ УРОВНЯ МОРЯ С ИСПОЛЬЗОВАНИЕМ ВИДЕОВОЛНОМЕРОВ". En Fizika geosfer. ФГБУН Тихоокеанский океанологический институт им. В.И. Ильичева Дальневосточного отделения РАН, 2019. http://dx.doi.org/10.35976/poi.2019.1.38368.
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На Морской экспериментальной станции Бухта Алексеева , расположенной на побережье о. Попова (Амурский залив), с 2012 года проводятся исследования технологий регистрации волнения, подводных течений, колебаний уровня моря с использованием систем дистанционного видеонаблюдения. Установленные на берегу бухты интернеткамеры транслируют видео в сеть ДВО РАН, где в реальном времени производится его обработка с целью получения характеристик волновых процессов. Наиболее точной и эффективной является технология на основе видеоволномеров. Последние представляют собой развернутые в море на дистанциях до 500 м от берега измерительные конструкции с легким контрастным маркером, колеблющимся вертикально под действием волнения и колебаний уровня моря, а также береговой камеры, снимающей сцену с маркером. Программное обеспечение с заданной частотой (до 16 раз в секунду) анализирует кадры видео и регистрирует смещения маркера в пикселах относительно его начального положения. Зная размеры маркера, можно найти масштабный коэффициент для пересчета сигнала волнения h(t) из пикселов в сантиметры или миллиметры. Апробация этой технологии в бухте Алексеева показала, что волномер позволяет регистрировать приливные колебания, сейши, волнение зыби, ветровые волны, корабельные волны, волны ряби. В 20152016 годах были проведены исследования на базе трехточечных видеоволномеров. Последние позволили оценивать не только амплитуду и частоту волн, на также направление и скорость их распространения. Рассмотренные в работе технологии могут быть применены на любых прибрежных акваториях.At the Marine Experimental Station Alekseev Bight, located on the coast of Popov Island (Amursky Bay), since 2012, research has been conducted on technologies for recording waves, underwater currents, and sea level fluctuations using remote video surveillance systems. The IP cameras installed on the shore of the bay broadcast the video to the FEB RAS network, where it is processed in real time in order to obtain the characteristics of wave processes. The most accurate and efficient technology is based on videowavemeters. The latter consist of measuring structures deployed at distances of up to 500 m from the coast with a light contrasting marker, which oscillates vertically under the influence of waves and sea level fluctuations, as well as from a coastal camera filming a scene with a marker. Software with a given frequency (up to 16 times per second) analyzes video frames and registers marker displacements in pixels relative to its initial position. Knowing the size of the marker, you can find the scale factor for converting the wave signal h (t) from pixels to centimeters or millimeters. Testing of this technology in the Alekseeva Bay showed that a wave meter allows recording tidal oscillations, seiches, swell waves, wind waves, ship waves and ripple waves. In 20152016, studies were conducted on the basis of threepoint video wave meters. The latter allowed estimating not only the amplitude and frequency of the waves, but also the direction and speed of their propagation. The technologies considered in the work can be applied in any coastal areas.
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Zimin, P. S., V. K. Fishchenko, A. E. Subote, A. V. Zatserkovny y A. V. Golik. "РАЗРАБОТКА И АПРОБАЦИЯ В БУХТЕ АЛЕКСЕЕВА (О. ПОПОВА) ТЕХНОЛОГИЙ РЕГИСТРАЦИИ ВОЛНЕНИЯ И КОЛЕБАНИЙ УРОВНЯ МОРЯ С ИСПОЛЬЗОВАНИЕМ ВИДЕОВОЛНОМЕРОВ". En Fizika geosfer. ФГБУН Тихоокеанский океанологический институт им. В.И. Ильичева Дальневосточного отделения РАН, 2019. http://dx.doi.org/10.35976/poi.2019.25.50.005.
Texto completoResumen
На Морской экспериментальной станции Бухта Алексеева , расположенной на побережье о. Попова (Амурский залив), с 2012 года проводятся исследования технологий регистрации волнения, подводных течений, колебаний уровня моря с использованием систем дистанционного видеонаблюдения. Установленные на берегу бухты интернеткамеры транслируют видео в сеть ДВО РАН, где в реальном времени производится его обработка с целью получения характеристик волновых процессов. Наиболее точной и эффективной является технология на основе видеоволномеров. Последние представляют собой развернутые в море на дистанциях до 500 м от берега измерительные конструкции с легким контрастным маркером, колеблющимся вертикально под действием волнения и колебаний уровня моря, а также береговой камеры, снимающей сцену с маркером. Программное обеспечение с заданной частотой (до 16 раз в секунду) анализирует кадры видео и регистрирует смещения маркера в пикселах относительно его начального положения. Зная размеры маркера, можно найти масштабный коэффициент для пересчета сигнала волнения h(t) из пикселов в сантиметры или миллиметры. Апробация этой технологии в бухте Алексеева показала, что волномер позволяет регистрировать приливные колебания, сейши, волнение зыби, ветровые волны, корабельные волны, волны ряби. В 20152016 годах были проведены исследования на базе трехточечных видеоволномеров. Последние позволили оценивать не только амплитуду и частоту волн, на также направление и скорость их распространения. Рассмотренные в работе технологии могут быть применены на любых прибрежных акваториях. Ключевые слова: морское волнение, колебания уровня моря, прибрежные зоны, камера видеонаблюдения, видеоволномер, обработка изображений и видео, обработка сигналовAt the Marine Experimental Station Alekseev Bight, located on the coast of Popov Island (Amursky Bay), since 2012, research has been conducted on technologies for recording waves, underwater currents, and sea level fluctuations using remote video surveillance systems. The IP cameras installed on the shore of the bay broadcast the video to the FEB RAS network, where it is processed in real time in order to obtain the characteristics of wave processes. The most accurate and efficient technology is based on videowavemeters. The latter consist of measuring structures deployed at distances of up to 500 m from the coast with a light contrasting marker, which oscillates vertically under the influence of waves and sea level fluctuations, as well as from a coastal camera filming a scene with a marker. Software with a given frequency (up to 16 times per second) analyzes video frames and registers marker displacements in pixels relative to its initial position. Knowing the size of the marker, you can find the scale factor for converting the wave signal h (t) from pixels to centimeters or millimeters. Testing of this technology in the Alekseeva Bay showed that a wave meter allows recording tidal oscillations, seiches, swell waves, wind waves, ship waves and ripple waves. In 20152016, studies were conducted on the basis of threepoint video wave meters. The latter allowed estimating not only the amplitude and frequency of the waves, but also the direction and speed of their propagation. The technologies considered in the work can be applied in any coastal areas. Keywords: sea waves, sea level oscillations, coastal zones, video surveillance camera, videowavemeter, image and video processing, signal processing
Informes sobre el tema "Burner (H.M. Ship)"
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Plueddemann, Albert, Benjamin Pietro y Emerson Hasbrouck. The Northwest Tropical Atlantic Station (NTAS): NTAS-19 Mooring Turnaround Cruise Report Cruise On Board RV Ronald H. Brown October 14 - November 1, 2020. Woods Hole Oceanographic Institution, enero de 2021. http://dx.doi.org/10.1575/1912/27012.
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The Northwest Tropical Atlantic Station (NTAS) was established to address the need for accurate air-sea flux estimates and upper ocean measurements in a region with strong sea surface temperature anomalies and the likelihood of significant local air–sea interaction on interannual to decadal timescales. The approach is to maintain a surface mooring outfitted for meteorological and oceanographic measurements at a site near 15°N, 51°W by successive mooring turnarounds. These observations will be used to investigate air–sea interaction processes related to climate variability. This report documents recovery of the NTAS-18 mooring and deployment of the NTAS-19 mooring at the same site. Both moorings used Surlyn foam buoys as the surface element. These buoys were outfitted with two Air–Sea Interaction Meteorology (ASIMET) systems. Each system measures, records, and transmits via Argos satellite the surface meteorological variables necessary to compute air–sea fluxes of heat, moisture and momentum. The upper 160 m of the mooring line were outfitted with oceanographic sensors for the measurement of temperature, salinity and velocity. Deep ocean temperature and salinity are measured at approximately 38 m above the bottom. The mooring turnaround was done on the National Oceanic and Atmospheric Administration (NOAA) Ship Ronald H. Brown, Cruise RB-20-06, by the Upper Ocean Processes Group of the Woods Hole Oceanographic Institution. The cruise took place between 14 October and 1 November 2020. The NTAS-19 mooring was deployed on 22 October, with an anchor position of about 14° 49.48° N, 51° 00.96° W in 4985 m of water. A 31-hour intercomparison period followed, during which satellite telemetry data from the NTAS-19 buoy and the ship’s meteorological sensors were monitored. The NTAS-18 buoy, which had gone adrift on 28 April 2020, was recovered on 20 October near 13° 41.96° N, 58° 38.67° W. This report describes these operations, as well as other work done on the cruise and some of the pre-cruise buoy preparations.