Evaporative weathering of petroleum residues: The age of pelagic tar

The rate of evaporative weathering of a component of crude oil residue is assumed to be proportional to its equilibrium vapor pressure and to the amount remaining in the sample. This model is tested using literature data on normal paraffin profiles of crude oil weathered artificially and gas chromatographic data on crude oil residues weathered on rocky shores. Semiquantitative agreement over the time range from 1 to 400 days is demonstrated. Application of the model to gas chromatograms of pelagic tar lumps collected at Station S near Bermuda in 1972 implies that most of these lumps were formed by fragmentation of much larger and older masses, some within less than one day of the time they were collected. The weathering of pelagic tar thus involves a great deal more physical fragmentation than was previously supposed.     

Ship hull drag reduction using bottom air injection

The idea of bottom air injection to reduce ship hull resistance is not new. Early patents envisioned planing hull applications. Recent planing hull tests speed realized an increase of 7–12 knots. River barges and ship fitted with an air injection system results are presented to show a 10–15% reduction in the frictional resistance. Graphs for making initial estimates for displacement hulls with bottom air injection are presented. It is clear from these results that improvements in high speed planing catamarans and full form hull resistance can be realized by using bottom air injection.     

Kirsch problem and the lower natural frequencies of a clamped square-plate

A clamped square-plate is subjected to a uniform state of stress in the x-direction. The present study deals with the basic question of determining the variation of the lower natural frequencies of transverse vibration of a plate as a small diameter, central hole is made in it, introducing a stress concentration field.     

Transverse vibrations of a rectangular cantilever plate with thickness varying in a discontinuous fashion

A numerical solution is obtained for the title problem by means of the popular finite element method. An experimental investigation of the problem is also presented for plates of square planform. The agreement between theoretical and experimental values is very good in the case of the fundamental frequency, and reasonably good when the second and third normal modes of transverse vibration are considered. It is concluded that beneficial effects are obtained in the sense that one generates a lighter structural element with higher fundamental frequency of transverse vibration. Hence, dynamic stiffening is achieved.     

The thermohaline fields and currents measured in the sub-arctic frontal zone of the Pacific Ocean

Based on the MEGAPOLYGON data, it is shown that the large-scale elements of the thermohaline structure and the fields of currents in the baroclinic layer (down to 1200 m) are well coordinated. The circulation has a two-layer structure with a transitory layer at a depth of 1200 m. The topography of the isopycnic surface of the layer's core is formed under the influence of small-scale and mesoscale processes which realize the trans-frontal exchange.Translated by Mikhail M. Trufanov.     

Fine vertical structure of currents and hydrological elements in the Black Sea

Data on the fine vertical structure of currents and hydrological elements in the Black Sea, obtained through the use of a hydrophysical OLT profiler, are examined. Vertical exchange coefficients are evaluated, whose distribution is characterized by the occurrence of minima in the seasonal pycnocline and main halocline, a maximum in the core of the cold intermediate layer (CIL), and relatively steady values within the 300–500 m layer. The vertical exchange coefficient values, are consistent with the data acquired through other techniques, and the profiles of this parameter vertically are more detailed.Translated by Vladimir A. Puchkin.     

Experimental investigation of the combustive sound source

In this paper, we describe a unique low frequency underwater sound source called the combustive sound source (CSS). In this device, a combustible gas mixture is captured in a combustion chamber and ignited with a spark. The ensuing combustion produces expanding gases which in turn produce high intensity, low frequency acoustic pulses. With high-speed motion pictures of the CSS event, we relate the motion of the bubble to the acoustic waveform. We also compare the measured first bubble period in the CSS pressure signature with the predictions of the Rayleigh-Willis equation, including the dependence of the radiated acoustic waveform on the volume and depth of the bubble. Measurements of the first bubble period agree with Rayleigh-Willis theory in trend, but not in absolute value. In addition, we discuss the variation of the acoustic output with the fuel/oxygen mixture. Finally, several other factors that affect the acoustic output of CSS are discussed. These include the shape of the CSS combustion chamber, the type of oxidizer and fuel, and the ignition source     

The environmental management of shipping

The environmental management of shipping requires systematic consideration of the geography of shipping routes, ship types and cargoes, and environments which can form the basis of a classificatory approach to Environmental Impact Assessment (EIA). Beyond this, effective environmental management depends in the first instance upon sound information management including monitoring of the environment, surveillance of shipping and information technology, followed by information assessment including, in particular, risk and environmental impact. The general management dimension includes co-ordination of technical management and organisational aspects related to shipping. It is suggested that effective environmental management of shipping may depend upon a regionalisation of the marine environment for EIA purposes akin to that found in the loadline rules, together with rationalisation of the increasing number of special areas in existence or proposed for this purpose. EIA will have to become an integral part of the overall management system in the shipping industry.