Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “SHIP”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2017

Aerosol and cloud microphysics covariability in the northeast Pacific boundary layer estimated with ship-based and satellite remote sensing observations: NE Pacific Aerosol-Cloud Interactions

Ship measurements collected over the northeast Pacific along transects between the port of Los Angeles (33.7°N, 118.2°W) and Honolulu (21.3°N, 157.8°W) during May to August 2013 were utilized to investigate the covariability between marine low cloud microphysical and aerosol properties. Ship-based retrievals of cloud optical depth (τ) from a Sun photometer and liquid water path (LWP) from a microwave radiometer were combined to derive cloud droplet number concentration Nd and compute a cloud-aerosol interaction (ACI) metric defined as ACICCN = ∂ ln(Nd)/∂ ln(CCN), with CCN denoting the cloud condensation nuclei concentration measured at 0.4% (CCN0.4) and 0.3% (CCN0.3) supersaturation. Analysis of CCN0.4, accumulation mode aerosol concentration (Na), and extinction coefficient (σext) indicates that Na and σext can be used as CCN0.4 proxies for estimating ACI. ACICCN derived from 10 min averaged Nd and CCN0.4 and CCN0.3, and CCN0.4 regressions using Na and σext, produce high ACICCN: near 1.0, that is, a fractional change in aerosols is associated with an equivalent fractional change in Nd. ACICCN computed in deep boundary layers was small (ACICCN = 0.60), indicating that surface aerosol measurements inadequately represent the aerosol variability below clouds. Satellite cloud retrievals from MODerate-resolution Imaging Spectroradiometer and GOES-15 data were compared against ship-based retrievals and further analyzed to compute a satellite-based ACICCN. Satellite data correlated well with their ship-based counterparts with linear correlation coefficients equal to or greater than 0.78. Combined satellite Nd and ship-based CCN0.4 and Na yielded a maximum ACICCN = 0.88–0.92, a value slightly less than the ship-based ACICCN, but still consistent with aircraft-based studies in the eastern Pacific.

Painemal, David↗
DOE OSTI2025

Detectable ship tracks account for just 5% of aerosol indirect forcing from ship emissions

Ship emissions are a major source of aerosols over oceans, affecting both air quality and energy balance of the climate. However, estimates of their climate forcing diverge between studies relying on visible ship-tracks and those based on models. Here we show that forcing due to visible ship-tracks accounts for just 5% of the total forcing over the southeast Atlantic shipping-lane. Most forcing from ship emissions comes from aerosols that do not form detectable ship-tracks. They are only tips of the iceberg. We make three forcing calculations, one bottom-up based on visible ship-tracks, one top-down based on spatial relationships, and a hybrid approach that combines top-down or model estimated cloud droplet number concentration changes and cloud adjustments. Although the forcing based on machine learning detected ship tracks is an order of magnitude greater than prior results using manually detected ship-tracks, it remains only 5% of that inferred by top-down or cloud adjustment based methods for pre-2020 shipping. The top-down and the combined cloud adjustments methods show similar forcing for the post-2020 reduction in ships’ sulfur emission, although the methods have important regional differences in cloud adjustments that need further investigation. Our results reconcile a long-standing discrepancy in the literature and have important implications for aerosol indirect forcing and marine cloud brightening.

Yuan, Tianle [NASA Goddard Space Flight Center (GS↗
DOE OSTI2015

Motion correction for passive radiation imaging of small vessels in ship-to-ship inspections

Passive radiation detection remains one of the most acceptable means of ascertaining the presence of illicit nuclear materials. In maritime applications it is most effective against small to moderately sized vessels, where attenuation in the target vessel is of less concern. Unfortunately, imaging methods that can remove source confusion, localize a source, and avoid other systematic detection issues cannot be easily applied in ship-to-ship inspections because relative motion of the vessels blurs the results over many pixels, significantly reducing system sensitivity. This is particularly true for the smaller watercraft, where passive inspections are most valuable. We have developed a combined gamma-ray, stereo visible-light imaging system that addresses this problem. Data from the stereo imager are used to track the relative location and orientation of the target vessel in the field of view of a coded-aperture gamma-ray imager. Using this information, short-exposure gamma-ray images are projected onto the target vessel using simple tomographic back-projection techniques, revealing the location of any sources within the target. Here,the complex autonomous tracking and image reconstruction system runs in real time on a 48-core workstation that deploys with the system.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2015

Results from the Solar Hidden Photon Search (SHIPS)

We present the results of a search for transversely polarised hidden photons (HPs) with ∼3 eV energies emitted from the Sun. These hypothetical particles, known also as paraphotons or dark sector photons, are theoretically well motivated for example by string theory inspired extensions of the Standard Model. Solar HPs of sub-eV mass can convert into photons of the same energy (photon ↔ HP oscillations are similar to neutrino flavour oscillations). At SHIPS this would take place inside a long light-tight high-vacuum tube, which tracks the Sun. The generated photons would then be focused into a low-noise photomultiplier at the far end of the tube. Our analysis of 330 h of data (and 330 h of background characterisation) reveals no signal of photons from solar hidden photon conversion. We estimate the rate of newly generated photons due to this conversion to be smaller than 25 mHz/m{sup 2} at the 95% C.L. Using this and a recent model of solar HP emission, we set stringent constraints on χ, the coupling constant between HPs and photons, as a function of the HP mass.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2026

Post-processed surface meteorological, air-sea flux, SST, wave, and ship navigation/position merged data from NOAA Ship Pisces

These are post-processed surface data from the NOAA Ship Pisces, merged from several instruments. They consist of meteorological, ocean, ship navigation/position, and surface air-sea flux quantities calculated at three different time frequencies. Because the averaging of directions can be complex, they are provided as a courtesy. R1 in the filename indicates "revision 1" or version 1. R2 will include surface waves (TBD).

17 WIND ENERGY↗
DOE OSTI2018

Assessment of CO 2 Storage Resources in Depleted Oil and Gas Fields in the Ship Shoal Area, Gulf of Mexico

The Gulf of Mexico is one of the most important regions in the United States for energy resources and infrastructure. Gulf of Mexico federal offshore oil and gas production accounts for 17% of total U.S. crude oil production and 5% of total U.S. gas production (EIA Gulf of Mexico Fact Sheet). This region presents an excellent combination of high need and significant opportunity for large scale geologic storage of CO 2 . The Ship Shoal Area is located about 20 miles offshore Louisiana within the Gulf Coast federal waters. Miocene and Pliocene sediments in the Ship Shoal Area are proven to provide excellent and secure traps for oil and gas. The Ship Shoal Area contains a large number of depleted oil and gas fields either currently abandoned, or planned for abandonment by 2025, which may provide very significant potential CO 2 storage capacity. GeoMechanics Technologies conducted a comprehensive research project to better characterize Neogene sediments in the Ship Shoal Area for high volume CO 2 storage. The data generated from literature, well data, well log, and formation evaluation were input into Rockwork 16 geologic software to create a detailed geologic model for the Ship Shoal study area. The geologic grids were then fed into TOUGH2, the gas migration model software and FLAC 3D, the geomechanical model software. The fluid flow modeling for both the Miocene and Pliocene simulation from both Block 107 and Block 84 indicated that Pliocene and Miocene are a good reservoir for the CO 2 sequestration. Thirty years of CO 2 injection (at a rate of 1 million metric tons CO 2 per year) and 30 years of observation simulations were run with the fluid flow modeling. The 3D geomechanical modeling for Ship Shoal Block 107 and Block 84 were developed to evaluate induced surface deformation and potential fault reactivation after 30 years CO 2 injection at base of Pliocene and at upper Miocene injection locations. Evaluation results indicate low to no risks for fault slips or fault reactivation. Twelve well bores and 76 well bores for Ship Shoal Blocks 84 and 107 respectively were reviewed for their cement history. Most wells (57 out of 76 and 7 out of 12 wells in Ship Shoal Block 107 and 84 respectively) have good integrity. Nineteen and 5 wells (in Ship Shoal Block 107 and 84 respectively) with no top plug, incomplete cement or Plug and Abandonment information are given yellow cautionary indicators. These cautionary wells may provide leakage paths of CO 2 through the well bores to the USDWs. Using our Quantitative Risk & Decision Analysis Tool (QRDAT) for caprock integrity evaluation, we compared Ship Shoal’s risk to that of In Salah, Sleipner, Kevin Dome, Loudon, Illinois Industrial CCS and Wilmington Graben. We found the risk at the Ship Shoal Blocks 84 and 107 fields are similar to the known CO 2 active sequestration sites, but lower than the Wilmington Graben turbidities offshore California studied site. The risk of natural seismicity in the Gulf of Mexico is relatively low. Geomechanics Technologies has documented the top 25 CO 2 emission sources within the close proximity of the Ship Shoal Block 84 and 107 fields. All the offshore and onshore pipelines have been digitized and can be viewed in an interactive website (http://www.geomechanicstech.com/shipshoal.html). We also performed a feasibility study on the potential for converting existing oil or gas pipelines for CO 2 transport. There are abandoned, idled and retired onshore and offshore pipelines. However, there is no standard specification for maximum pipeline pressures needed for CO 2 transport. It is a function of design, materials, and testing provided; thus it will be the responsibility of the pipeline operator to correctly determine, maintain and operate within the limits of the pipelines. There are a few transit corridors extending from onshore Louisiana (Cailou Bay) to offshore trunk-lines. The cost for constructing a pipeline has increased about 46% from 2015 to an average cost of $5,064,046 per mile in 2016. We use the NETL CO 2 storage resource mass estimate to calculate the potential resources for Ship Shoal Block 84 and 107 fields using the depleted oil and gas reservoir volume and sand volume generated from our geologic modeling. The estimated storage resource results are greater when using the sand volumes derived through geologic modeling than the oil and gas reservoir data. The difference is due to the depleted oil and gas reservoir information not accounting for the water-flooded sand located below the oil/gas-water contact or unproductive sand units. Resource calculation using the sand volume obtained through geologic modeling overestimate the storage capacity as the model accounts for all sand within the formation, not just the interconnected sand.

02 PETROLEUM↗
DOE OSTI2017

Lift-based up-ender and methods using same to manipulate a shipping container containing unirradiated nuclear fuel

A shipping container containing an unirradiated nuclear fuel assembly is lifted off the ground by operating a crane to raise a lifting tool comprising a winch. The lifting tool is connected with the shipping container by a rigging line connecting with the shipping container at a lifting point located on the shipping container between the top and bottom of the shipping container, and by winch cabling connecting with the shipping container at the top of the shipping container. The shipping container is reoriented by operating the winch to adjust the length of the winch cabling so as to rotate the shipping container about the lifting point. Shortening the winch cabling rotates the shipping container about the lifting point from a horizontal orientation to a vertical orientation, while lengthening the winch cabling rotates the shipping container about the lifting point from the vertical orientation to the horizontal orientation.

42 ENGINEERING↗
DOE OSTI2023

Interactions Between Lightning and Ship Traffic

It is important to understand connections between society and the natural environment for anticipating hazards and anthropogenic effects on the Earth system. In this study, we conduct a detailed exploration of interactions between oceanic thunderstorms and maritime traffic. Shipping traffic produces aerosols that perturb the otherwise “clean” ocean environment. Prior work proposed these aerosol effects as the cause of increased lightning over certain shipping lanes. However, introducing tall grounded objects into a high electric field environment might also facilitate lightning discharges, as we see with upward lightning over land. We consider both possibilities. Our analyses of the thunderstorms responsible for enhanced lightning activity over the shipping lane with the clearest anthropogenic signal indicate that the enhancement results from an increased frequency of lightning-producing storms. Observed variations in thunderstorm microphysics between the shipping lane and nearby oceans are small compared to natural factors such as the Indian monsoon, and are on the same scale as the local variability in the data. By contrast, matching lightning stroke data with ship transponder events in oceanic regions where public data are available reveals a strong signal from direct ship interactions. Lightning is 15× (66×) more likely to occur at a ship location compared to 2 km (25 km) away. These results highlight the central role of direct ship interactions in explaining lightning enhancements over shipping lanes. We also document the frequency of these direct lightning interactions across various categories of vessels and on individual ships present in the public data.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2026

The role of local shipping emissions in aerosol-cloud interactions in the central Arctic

Arctic shipping is projected to increase as sea ice retreats, yet the impact of modern low-sulfur ship emissions on Arctic clouds and radiation remain poorly constrained. We use year-long in situ observations from the MOSAiC expedition to characterize ship-aerosol-cloud interactions for an icebreaker burning ultra-low sulfur fuel (0.1% mass per mass). Exhaust plumes were found to be strongly enriched in Aitken-mode particles, organic aerosol, and black carbon, but showed no detectable enhancement in particulate sulfate. Despite reduced hygroscopicity relative to ambient aerosols, ship emissions substantially increased local cloud condensation nuclei concentrations. A droplet activation parameterization was applied to quantify responses in cloud droplet number concentration ( N d ) to ship-induced perturbations in low-level Arctic clouds. In winter, abundant background accumulation-mode particles from Arctic haze supplied nearly all cloud droplets, while additional particles from ship emissions had little impact on N d . In contrast, during summer months, when unperturbed background aerosol concentrations are low, ship emissions nearly doubled N d compared to average background conditions and increased N d by a factor of five compared to very clean background conditions (25th percentile of background aerosol number concentrations). Longwave radiative transfer simulations for typical conditions of summer Arctic low-level clouds/fog suggest that these ship-induced increases in N d locally (i.e. <100 km downwind) lead to enhanced net surface longwave fluxes and consequent warming, primarily for optically thin clouds (liquid water path (LWP) ⩽ 30 g·m −2 ). For LWP = 10 g · m −2 , ship emissions lead to an increase of 1 W · m −2 in cloud longwave forcing at the surface compared to average unperturbed conditions (+7% relative increase), and up to 4 W · m −2 when compared to very clean background conditions (+22% relative increase). Even ultra-low sulfur fuel emissions can therefore locally and episodically modify Arctic cloud microphysics and radiative properties, especially during summer, implying that future increases in Arctic shipping could have non-negligible regional climate impacts.

Arctic↗
DOE OSTI2024

Has Reducing Ship Emissions Brought Forward Global Warming?

Abstract Ships brighten low marine clouds from emissions of sulfur and aerosols, resulting in visible “ship tracks”. In 2020, new shipping regulations mandated an ∼80% reduction in the allowed fuel sulfur content. Recent observations indicate that visible ship tracks have decreased. Model simulations indicate that since 2020 shipping regulations have induced a net radiative forcing of +0.12 Wm −2 . Analysis of recent temperature anomalies indicates Northern Hemisphere surface temperature anomalies in 2022–2023 are correlated with observed cloud radiative forcing and the cloud radiative forcing is spatially correlated with the simulated radiative forcing from the 2020 shipping emission changes. Shipping emissions changes could be accelerating global warming. To better constrain these estimates, better access to ship position data and understanding of ship aerosol emissions are needed. Understanding the risks and benefits of emissions reductions and the difficultly in robust attribution highlights the large uncertainty in attributing proposed deliberate climate intervention.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

Exploring the cost and emissions impacts, feasibility and scalability of battery electric ships

The United States’ greenhouse gas (GHG) emissions reduction goals, along with targets set by the International Maritime Organization, create an opportunity for battery electric shipping. In this study, we model life-cycle costs and GHG emissions from shipping electrification, leveraging ship activity datasets from across the United States in 2021. We estimate that retrofitting 6,323 domestic ships under 1,000 gross tonnage to battery electric vessels would reduce US domestic shipping GHG emissions by up to 73% by 2035 from 2022 levels. By 2035, electrifying up to 85% of these ships could become cost effective versus internal combustion engine ships if they cover 99% of annual trips and charge from a deeply decarbonized grid. We find that charging demands from electrifying these ships could be concentrated at just 20 of 150 major ports nationwide. This study demonstrates that retrofitting to battery electric vessels has economic potential and could significantly accelerate GHG emission reductions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

The future of ship engines: Renewable fuels and enabling technologies for decarbonization

Shipping is one of the most efficient transportation modes for moving freight globally. International regulations concerning decarbonization and emission reduction goals drive rapid innovations to meet the 2030 and 2050 greenhouse gas reduction targets. The internal combustion engines used for marine vessels are among the most efficient energy conversion systems. Internal combustion engines dominate the propulsion system architectures for marine shipping, and current marine engines will continue to serve for several decades. However, to meet the aggressive goals of low-carbon-intensity shipping, there is an impetus for further efficiency improvement and achieving net zero greenhouse gas emissions. These factors drive the advancements in engine technologies, low-carbon fuels and fueling infrastructure, and emissions control systems. This editorial presents a perspective on the future of ship engines and the role of low-life cycle-carbon-fuels in decarbonizing the marine shipping sector. A selection of zero-carbon, net-zero carbon, and low-lifecycle-carbon-fuels are reviewed. This work focuses on the opportunities and challenges of displacing distillate fossil fuels for decarbonizing marine shipping. In conclusion, enabling technologies such as next-generation air handling, fuel injection systems, and advanced combustion modes are discussed in the context of their role in the future of low-CO 2 intensity shipping.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2015

Thermal evaluation of alternative shipping cask for irradiated experiments

Results of a thermal evaluation are provided for a new shipping cask under consideration for transporting irradiated experiments between the test reactor and post-irradiation examination (PIE) facilities. Most of the experiments will be irradiated in the Advanced Test Reactor (ATR) at Idaho National Laboratory (INL), then later shipped to the Hot Fuel Examination Facility (HFEF) located at the Materials and Fuels Complex for PIE. To date, the General Electric (GE)-2000 cask has been used to transport experiment payloads between these facilities. However, the availability of the GE-2000 cask to support future experiment shipping is uncertain. In addition, the internal cavity of the GE-2000 cask is too short to accommodate shipping the larger payloads. Therefore, an alternate shipping capability is being pursued. The Battelle Energy Alliance, LLC, Research Reactor (BRR) cask has been determined to be the best alternative to the GE-2000 cask. An evaluation of the thermal performance of the BRR cask is necessary before proceeding with fabrication of the newly designed cask hardware and the development of handling, shipping and transport procedures. This paper presents the results of the thermal evaluation of the BRR cask loaded with a representative set of fueled and non-fueled payloads. When analyzed with identical payloads, experiment temperatures were found to be lower with the BRR cask than with the GE-2000 cask. Furthermore, from a thermal standpoint, the BRR cask was found to be a suitable alternate to the GE-2000 cask for shipping irradiated experiment payloads.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
DOE OSTI2022

Invisible ship tracks show large cloud sensitivity to aerosol

Cloud reflectivity is sensitive to atmospheric aerosol concentrations because aerosols provide the condensation nuclei on which water condenses. Increased aerosol concentrations due to human activity affect droplet number concentration, liquid water and cloud fraction, but these changes are subject to large uncertainties. Ship tracks, long lines of polluted clouds that are visible in satellite images, are one of the main tools for quantifying aerosol–cloud interactions. However, only a small fraction of the clouds polluted by shipping show ship tracks. Here we show that even when no ship tracks are visible in satellite images, aerosol emissions change cloud properties substantially. We develop a new method to quantify the effect of shipping on all clouds, showing a cloud droplet number increase and a more positive liquid water response when there are no visible tracks. We directly detect shipping-induced cloud property changes in the trade cumulus regions of the Atlantic, which are known to display almost no visible tracks. Our results indicate that previous studies of ship tracks were suffering from selection biases by focusing only on visible tracks from satellite imagery. The strong liquid water path response we find translates to a larger aerosol cooling effect on the climate, potentially masking a higher climate sensitivity than observed temperature trends would otherwise suggest.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2025

Image masks of global ship tracks for NASA MODIS data products

Ship tracks, long thin artificial cloud features formed from the pollutants in ship exhaust, are satellite-observable examples of aerosol-cloud interactions (ACI) that can lead to increased cloud albedo and thus increased solar reflectivity, phenomena of interest in solar radiation management. In addition to ship tracks being of interest to meteorologists and policy makers, their observed cloud perturbations provide benchmark evidence of ACI that remain poorly captured by climate models. To broadly analyze the effects of ship tracks, high-resolution satellite imagery data highlighting their presence are required. To support this, we provide a hand labelled dataset to serve as a benchmark for a variety of subsequent analyses. Established from a previous dataset that identified ship track presence using NASA’s MODIS Aqua satellite imager, our first-of-its-kind dataset is comprised of image masks: capturing full ship track regions, including their contours, emission points and dispersive patterns. In total, 300 images, or around 2,500 masked ship tracks, observed under varying conditions are provided, and may facilitate training of machine learning algorithms to automate extraction.

Atmospheric dynamics↗