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All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Testing a Hazmatpac Can with Locking Ring as a Secondary Shipping Container for Radium-224/Lead-212 Generators

A Hazmatpac can, paint can style shipping container with locking ring, was tested for use as an alternative shipping configuration for shipment of radium- 224 /lead- 212 generators. 224 Ra ( t 1/2 = 3.63 d) decays by alpha emission to radon-220 ( t 1/2 = 55.6 s). The potential for the radioactive radon gas to escape the generator column and the shipping container is of particular concern for the safe delivery of 224 Ra/ 212 Pb generators to customers. The purpose of this study was to evaluate whether the Hazmatpac can is a suitable shipping configuration, capable of containing the radon gas that may escape the generator column during transit. A 17.3 mCi 224 Ra/ 212 Pb generator was built and packaged into a Hazmatpac can. The can was smeared by a Radiological Control Technician (RCT) every day for seven days to analyze for radioactive contamination on the outside of the can. Over the course of the study, no radioactive contamination was found on the outside of the can. Therefore, the Hazmatpac can was approved as an alternative shipping configuration for shipment of 224 Ra/ 212 Pb generators.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS1990

Optical properties of marine stratocumulus clouds modified by ship track effluents

The angular distribution of scattered radiation deep within a cloud layer was measured in marine stratocumulus clouds modified by the emissions from ships. These observations, obtained at thirteen discrete wavelengths between 0.5 and 2.3 microns, were obtained as the University of Washington Convair C-131A aircraft flew through a pair of roughly parallel ship tracks off the coast of southern California on 10 July 1987. In the first of these ship tracks, the cloud droplet concentration increased from 40 to 107/cu cm (125/cu cm in the second ship track). Simultaneous to this spectacular change, the aircraft measured interstitial aerosol (Aitken nucleus) concentration that increased from 400 to 1000/cu cm and cloud liquid water content that increased from 0.03 to 0.75 g/cu m. Broadband pyranometer measurements showed that the upwelling flux density increased from 150 to 280 W/sq m. These in-situ microphysics and broadband pyranometer results, together with AVHRR satellite images obtained with the NOAA-10 satellite, are described in detail by Radke et al., (1989). Internal scattered radiation measurements at selected wavelengths obtained with the cloud absorption radiometer (King et al., 1986) for a 100 km section of marine stratocumulus clouds containing these two ship track features are presented.

King, Michael D.↗
NASA NTRS1990

In situ measurements of ship tracks

It has long been known that cloud droplet concentrations are strongly influenced by cloud condensation nuclei (CCN) and that anthropogenic sources of pollution can affect CCN concentrations. More recently it has been suggested that CCN may play an important role in climate through their effect on cloud albedo. A interesting example of the effect of anthropogenic CCN on cloud albedo is the so-called 'ship track' phenomenon. Ship tracks were first observed in satellite imagery when the ship's emissions were evidently needed for the formation of a visible cloud. However, they appear more frequently in satellite imagery as modifications to existing stratus and stratocumulus clouds. The tracks are seen most clearly in satellite imagery by comparing the radiance at 3.7 microns with that at 0.63 and 11 microns. To account for the observed change in radiance, droplet concentrations must be high, and the mean size of the droplets small, in ship tracks. Researchers describe what they believe to be the first in situ measurements in what appears to have been a ship track.

Radke, Lawrence F.↗
NASA NTRS2001

Impact of Ship Emissions on Marine Boundary Layer NO(x) and SO2 Distributions over the Pacific Basin

The impact of ship emissions on marine boundary layer (MBL) NO(x) and SO2 levels over the Pacific Ocean has been explored by comparing predictions (with and without ships) from a global chemical transport model (GCTM) against compiled airborne observations of MBL NO(x) and SO2. For latitudes above 15 N, which define that part of the Pacific having the heaviest shipping, this analysis revealed significant model over prediction for NOx and a modest under prediction for SO2 when ship emissions were considered. Possible reasons for the difference in NO(x) and SO2 were explored using a full-chemistry box model. These results revealed that for an actual plume setting the NO(x) lifetime could be greatly shortened by chemical processes promoted by ship plume emissions themselves. Similar chemical behavior was not found for SO2.

Davis, D. D.↗
NASA NTRS2001

Satellite Ocean Color Validation Using Merchant Ships

A collaborative measurement program for evaluating satellite-derived ocean color has been developed based on ships of opportunity (merchant, oceanographic) and specific instrumentation, the SIMBAD radiometer. The purpose of the measurement program is to complement, in a cost-effective way, dedicated evaluation experiments at sea, which are expensive, cannot be carried out over the full range of expected oceanic and atmospheric conditions, and generally provide a few match-ups. Ships participate in the program on a volunteer basis or at a very small cost, and measurement procedures do not interfere with other ship activities. The SIMBAD radiometer is a portable, easy-to-operate instrument that measures the basic ocean color variables, namely aerosol optical thickness and water-leaving radiance, in typical spectral bands of ocean-color sensors, i.e., 443, 490, 560, 670, and 870 nm. Measuring these variables at the time of satellite overpass is usually sufficient to verify satellite-derived ocean color and to evaluate atmospheric correction algorithms. Any ordinary crew can learn quickly how to make measurements. Importantly, the ship is not required to stop, making it possible to collect data along regular routes traveled by merchant ships in the world's oceans.

Frouin, Robert↗
NASA NTRS2011

Wallops Ship Surveillance System

Approved as a Wallops control center backup system, the Wallops Ship Surveillance Software is a day-of-launch risk analysis tool for spaceport activities. The system calculates impact probabilities and displays ship locations relative to boundary lines. It enables rapid analysis of possible flight paths to preclude the need to cancel launches and allow execution of launches in a timely manner. Its design is based on low-cost, large-customer- base elements including personal computers, the Windows operating system, C/C++ object-oriented software, and network interfaces. In conformance with the NASA software safety standard, the system is designed to ensure that it does not falsely report a safe-for-launch condition. To improve the current ship surveillance method, the system is designed to prevent delay of launch under a safe-for-launch condition. A single workstation is designated the controller of the official ship information and the official risk analysis. Copies of this information are shared with other networked workstations. The program design is divided into five subsystems areas: 1. Communication Link -- threads that control the networking of workstations; 2. Contact List -- a thread that controls a list of protected item (ocean vessel) information; 3. Hazard List -- threads that control a list of hazardous item (debris) information and associated risk calculation information; 4. Display -- threads that control operator inputs and screen display outputs; and 5. Archive -- a thread that controls archive file read and write access. Currently, most of the hazard list thread and parts of other threads are being reused as part of a new ship surveillance system, under the SureTrak project.

Smith, Donna C.↗
NASA NTRS2004

Modifying Ship Air-Wake Vortices for Aircraft Operations

Columnar-vortex generators (CVG) have been proposed as means to increase the safety of takeoffs and landings of aircraft on aircraft or helicopter carriers and other ships at sea. According to the proposal, CVGs would be installed at critical edge locations on ships to modify the vortices in the air wakes of the ships. The desired effects of modifications are to smooth airflows over takeoff and landing deck areas and divert vortices from takeoff and landing flight paths. With respect to aircraft operations, the wake flows of primary interest are those associated with the bow and side edges of aircraft-carrier decks and with superstructures of ships in general (see Figure 1). The bow and deck-edge vortices can adversely affect airplane and helicopter operations on carriers, while the superstructure wakes can primarily affect operations of helicopters. The concept of the CVG is not new; what is new is the proposed addition of CVGs to ship structures to effect favorable modifications of air wakes. Figure 2 depicts a basic CVG, vertical and horizontal CVGs installed on a simple superstructure, and horizontal CVGs installed on the bow and deck edges. The vertical CVGs would be closed at the deck but open at the top. Each horizontal CVG would be open at both ends. The dimensions of the CVGs installed on the aft edges of the superstructure would be chosen so that the portion of the flow modified by the vertical CVGs would interact synergistically with the portion of the flow modified by the horizontal CVG to move the air wake away from the takeoff-and-landing zone behind the superstructure. The deck-edge CVGs would be mounted flush with, and would extend slightly ahead of the bow of, the flight deck. The overall length of each tube would exceed that of the flight deck. Each deck-edge CVG would capture that portion of the airflow that generates a deck-edge vortex and would generate a columnar vortex of opposite sense to that of the unmodified vortex. The vortex generated by the CVG could be dispersed at its base, thereby removing unwanted turbulence in the path of an approaching airplane. The deck-edge CVGs would promote smooth flow over the entire flight deck. In the case of a Nimitz-class aircraft carrier like that of Figure 1, there would be a CVG on each of the outer edges of the two left portions of the flight deck and a single CVG on the right side of the flight deck. The forward-most CVG on the left side would take the generated vortex underneath the angled flight deck. A CVG could also be installed on the bow of the flight deck to smooth the flow of air onto the flight deck. In the case of wind incident on the deck from an azimuth other than straight ahead, the vortex generated by the bow CVG could, perhaps, be used to feed the CVG(s) of the leeward side edge of the flight deck.

Lamar, John E.↗
NASA NTRS2011

Radiative Forcing Over Ocean by Ship Wakes

Changes in surface albedo represent one of the main forcing agents that can counteract, to some extent, the positive forcing from increasing greenhouse gas concentrations. Here, we report on enhanced ocean reflectance from ship wakes over the Pacific Ocean near the California coast, where we determined, based on airborne radiation measurements that ship wakes can increase reflected sunlight by more than 100%. We assessed the importance of this increase to climate forcing, where we estimated the global radiative forcing of ship wakes to be -0.00014 plus or minus 53% Watts per square meter assuming a global distribution of 32331 ships of size of greater than or equal to 100000 gross tonnage. The forcing is smaller than the forcing of aircraft contrails (-0.007 to +0.02 Watts per square meter), but considering that the global shipping fleet has rapidly grown in the last five decades and this trend is likely to continue because of the need of more inter-continental transportation as a result of economic globalization, we argue that the radiative forcing of wakes is expected to be increasingly important especially in harbors and coastal regions.

Gatebe, Charles K.↗
NASA NTRS1991

Aircraft Ship Operations

The interest in the use of shipborne aircraft is widespread among NATO countries. Major weapons systems like aircraft carriers with conventional fixed-wing aircraft, VSTOL aircraft or helicopters embarked, are operated by the United States, the United Kingdom, France, Italy and Spain. Nearly all NATO countries employ various classes of smaller ships as helicopter platforms for amphibious assault, anti-submarine warfare or search and rescue. The deployment of aircraft on board ships presents unusual and difficult technical and operational problems. Considering the multi-national interest in aircraft/ship operations it was considered meaningful and timely for the Flight Mechanics Panel to sponsor a symposium on this topic. This symposium considered problems of mutual interest connected with fixed and rotary wing aircraft operations from ships, and the application of new technology to enhance such operations. The Symposium reviewed and assessed the current problems and possible future progress in: - The ship environment in terms of wind, temperature, precipitation, turbulence and deck motion. - Guidance, Controls and Displays, primarily in the approach and landing phase. - Flight Test and Simulation Techniques. - Launch, Recovery and Handling Systems Developments. - Operational/Pilot Views. - Future Developments.

Aircraft carriers↗
DOE OSTI2025

Ship Motion Testing Needs Evaluation

The American Bureau of Shipping performed an evaluation of national maritime nuclear testing capabilities and determined there currently is an inability to test maritime nuclear power plants in a ship motion environment. A Ship Motion Test Facility (SMTF) is proposed to fill this gap. To inform design of this facility, this report documents an evaluation performed by a panel of technical experts that identifies key physical phenomena associated with maritime nuclear power plant operation that are important to safety and reliability and have a low state of knowledge. This evaluation concluded that all of the major test needs to understand a nuclear plant's behavior in a ship motion environment are for thermal-hydraulics related phenomena. Based on this finding, the evaluation panel concluded that the SMTF would not be required to use nuclear fuel to provide a heat source for the fluids. This would significantly decrease the cost, timeline, and complexity for this test facility to enable the advancement of maritime nuclear technology.

22 - GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2024

Exploring ship track spreading rates with a physics-informed Langevin particle parameterization

Abstract. The rate at which aerosols spread from a point source injection, such as from a ship or other stationary pollution source, is critical for accurately representing subgrid plume spreading in a climate model. Such climate model results will guide future decisions regarding the feasibility and application of large-scale intentional marine cloud brightening (MCB). Prior modeling studies have shown that the rate at which ship plumes spread may be strongly dependent on meteorological conditions, such as precipitating versus non-precipitating boundary layers and shear. In this study, we apply a Lagrangian particle model (PM-ABL v1.0), governed by a Langevin stochastic differential equation, to create a simplified framework for predicting the rate of spreading from a ship-injected aerosol plume in sheared, precipitating, and non-precipitating boundary layers. The velocity and position of each stochastic particle is predicted with the acceleration of each particle being driven by the turbulent kinetic energy, dissipation rate, momentum variance, and mean wind. These inputs to the stochastic particle velocity equation are derived from high-fidelity large-eddy simulations (LES) equipped with a prognostic aerosol–cloud microphysics scheme (UW-SAM) to simulate an aerosol injection from a ship into a cloud-topped marine boundary layer. The resulting spreading rate from the reduced-order stochastic model is then compared to the spreading rate in the LES. The stochastic particle velocity representation is shown to reasonably reproduce spreading rates in sheared, precipitating, and non-precipitating cases using domain-averaged turbulent statistics from the LES.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1972

A technique for breaking ice in the path of a ship

A technique is described for breaking ice in the path of a ship. A laser is placed on the bow of the ship with apparatus to scan the ice in the path of the ship with the laser beam. The beam cuts or shatters the ice, enabling the ship to break the ice in its path.

Saunders, A. R.↗
NASA NTRS1977

Seakeeping considerations in the employment of V/STOL on Naval ships

Compatibility of Naval ships as V/STOL support platforms and the ship motions that V/STOL aircraft must endure are discussed. A methodology which evaluates the impact of motion criteria such as the maximum ship motion allowable during V/STOL landing/launch is presented. Emphasis is given to design alternatives that reduce ship motion.

Olson, S. R.↗
NASA NTRS1981

A low cost maritime control aircraft-ship-weapons system

It is pointed out that the long-range antiship standoff missile is emerging as the foremost threat on the seas. Delivered by high speed bombers, surface ships, and submarines, a missile attack can be mounted against selected targets from any point on the compass. An investigation is conducted regarding the configuration of a system which could most efficiently identify and destroy standoff threats before they launch their weapons. It is found that by using ships for carrying and launching missiles, and employing aircraft with a powerful radar only for search and missile directing operations, aircraft cost and weight can be greatly reduced. The employment of V/STOL aircraft in preference to other types of aircraft makes it possible to use ships of smaller size for carrying the aircraft. However, in order to obtain an all-weather operational capability for the system, ships are selected which are still big enough to display the required stability in heavy seas.

Fluk, H.↗
NASA NTRS1985

An investigation into the vertical axis control power requirements for landing VTOL type aircraft onboard nonaviation ships in various sea states

The problem of determining the vertical axis control requirements for landing a VTOL aircraft on a moving ship deck in various sea states is examined. Both a fixed-base piloted simulation and a nonpiloted simulation were used to determine the landing performance as influenced by thrust-to-weight ratio, vertical damping, and engine lags. The piloted simulation was run using a fixed-based simulator at Ames Research center. Simplified versions of an existing AV-8A Harrier model and an existing head-up display format were used. The ship model used was that of a DD963 class destroyer. Simplified linear models of the pilot, aircraft, ship motion, and ship air-wake turbulence were developed for the nonpiloted simulation. A unique aspect of the nonpiloted simulation was the development of a model of the piloting strategy used for shipboard landing. This model was refined during the piloted simulation until it provided a reasonably good representation of observed pilot behavior.

Stevens, M. E.↗
NASA NTRS1990

A comparison of ship and Coastal Zone Color Scanner mapped distribution of phytoplankton in the southeastern Bering Sea

Twenty-one Coastal Zone Color Scanner (CZCS) images of the southeastern Bering Sea are examined in order to map the near-surface distribution of phytoplankton during 1979 and 1980. The information is compared with the mesoscale (100-1000 km) distribution of phytoplankton inferred from pooled ship sampling obtained during the Processes and Resources of the Bering Shelf (PROBES) intensive field study during the late 1970s and early 1980s. The imagery indicates that open-water phytoplankton blooms occur first in late April in coastal waters, peak in early May over the middle shelf, and decay rapidly afterwards, reaching concentration minima in June in both regions. These patterns show that the earlier ship observations are valid for most of the eastern Bering shelf. A very tight correlation is found between the PROBES surface chlorophyll a concentrations and mean mixed-layer chlorophyll concentrations. The significant discrepancies between CZCS and ship-based chlorophyll estimates may be due to aliasing in time by the CZCS. It is concluded that neither satellite nor ship alone can do an adequate job of characterizing the physics or biological dynamics of the ocean.

Mcclain, C. R.↗
NASA NTRS2001

Reduction of Cloud Water in Ship Tracks: Observations and Large-Eddy Simulations

Ship tracks represent a natural laboratory to study the effects of aerosols on clouds. A number of observations and simulations have shown that increased droplet concentrations in ship tracks increase their total cross-sectional area, thereby enhancing cloud albedo and providing a negative radiative forcing at the surface and the top of the atmosphere. In some cases, cloud water has been found to be enhanced in ship tracks, which has been attributed to suppression of drizzle and implies an enhanced susceptibility of cloud albedo to droplet concentrations. However, more recently compiled observations indicate that cloud water is instead reduced in daytime ship tracks on average. Such a response is consistent with cloud-burning due to solar absorption by soot (the semi-direct radiative forcing of aerosols), recently suggested to be suppressing trade cumulus cloud coverage over the Indian Ocean. We will summarize observational evidence and present large-eddy simulations that consider these competing mechanisms in the effects of aerosols on cloud albedo.

Ackerman, A. S.↗
NASA NTRS2003

Asteroids as Propulsion Systems of Space Ships

Currently, rockets are used to change the trajectory of space ships and probes. This method is very expensive and requires a lot of fuel, which limits the feasibility of space stations, interplanetary space ships, and probes. Sometimes space probes use the gravity field of a planet However, there am only nine planets in the Solar System, all separated by great distances. There are tons of millions of asteroids in outer space. This paper offers a revolutionary method for changing the trajectory of space probes. The method uses the kinetic or rotary energy of asteroids, comet nuclei, meteorites or other space bodies (small planets, natural planetary satellites, space debris, etc.) to increase (to decrease) ship (probe) speed up to 1000 m/sec (or more) and to achieve any new direction in outer space. The flight possibilities of space ships and probes are increased by a factor of millions.

Bolonkin, Alexander↗