TECHNICAL AND ReseaRcH Buttetin No. 4-14 Guide for Supplementary Ventilation in a Ship’s Cargo Hold When Using Internal Combustion Engines ReTuANTO Swamne ug 801 PAVIA ave eUNe gop VERSEY CInY- Na Gis ‘The Society of Naval Architects and Marine Engineers 74 Trinity Place, New York, N.Y. 10006 September 1970this Bulletin has been Prepared by paNeL_0-31_ (CARGO HANDLING) of {WE SOCIETY OF NAVAL ARCHITECTS AND HARINE ENGINEERS TECHNICAL AND RESEARCH PROGREM charles Cushing, Chatzman Janes Alanko Worst Janecke Richard J. Anderson David B, Lettency Bdnund J» Cansei Rarvey iH. Marvin 6. Fraser Casey Frank W. Nolan, Jr layne fh. Christensen, JT Henry A. Olson Francis G. Ebel Richerd E. Pendioton Richard H. Fors Brie Rath Charles R. Glenn Donald J. Schmidt Richard J. Goldrick Nicholes MN. Stiglich Raynond E- Hirst Robert J. Tapscott. Albert C: Hoyle Charles G. Viseont’ Wiltian He tunley So yan Walton, Jr- Review and Approval by the sui TECH AL OPERATIONS COMMITTEE ‘theodore J. Banvard, Chatoman éward G. Baker Harlan T. Heller Eugene L. Binda Ralph. Hooper Nathew Carrol ‘Sohn S._ Huntington Charles Cushing Eestrative Karikas Paul C. Dahan Willian P. Muir Guy. J. DeSimone Robert G. Norton Raymond P. Devoluy Sohn B. Oren Francis Gs mel Teonard E, Penso Willian Elinor, Jr. Thomas Js Sartor, JP bernard E, Ericson Robert J. Tapscott Norman R. Farmer Henry M. Tiedenana Mex Wideman Vernon A. Olson, Technical Adminéatnaton Vernon tp, Mulla, Tecknéeal Coondinaton Rodemonas young," feohnical CoordinatorWE SOCIETY OF NAVAL AROKITECS 2 MARINE ENGLREERS TA Trinity Place, he YorK, We, T0206 TAR Bulletin No. 4145 Gutde for Supplenentary Ventilation in a Ship's Cargo Held inn Using internal. Comustion Engines CARGO HOLD VENTILATION GUIDE ‘enn Yet ree wa nt ont ec eae +CAUTION |F A CARBON NONOKIOE EMISSION OF LESS THAN L185 ASSUMED, THE CARBON WONOKIDE ‘CONCENTRATION IN THE HOLD MUST BE CHECKED FREQUENTLY TO INSURE AGAINST EXCESSIVE ‘CONCENTRATIONS, NOTE: The matimum carbon monoxide enssion of gasoline and LPG fueled fork it truck engines found in known tests i 10.78, Test results also show thatthe carbon monoxieenisson ‘of a truck engine can vary wily and unprelctaly. Consequently tobe completely ste, ‘entilalion requirements shoul! be based on 115 carbon monoxide emission unless the actual truck candiion and percent carbon monoxide emission are accurately known from recent lst. TYPICAL FORK TRUCK ENGINE DATA Ruck. nari ccapaciry HoRst- DISPLACEMENT DUE SPEED FULL LOAD SPEED WBS 24" Lc POWER (CUBIC INCHES ‘REM RPM) 2,000 ” w cy 00 3,000, a mm 0 00 3,000 0 we 0 250 4,000 ” 18 250 5,000 0 1 Co 00 6,000 0 26 «o 240 7,000 70 6 0 250 0 26 600 200 8 a Co 2090 is 78 « 7300 Load Center. over)TECHNICAL AND RESEARCH BULLETIN No. 4-14 Guide for Supplementary Ventilation in a Ship’s Cargo Hold When Using Internal Combustion Engines Prepared by Panel 0.31 (Cargo Handling) of the Ship Technical Operations Committee Published by ‘The Society of Naval Architects and Marine Engineers 74 Trinity Place, New York, N. Y. 10006 September 1970PREFACE In November, 1964 Panel 0-81 (Cargo Hand! Ing), under the guidence of the Ship Technical Operations Can- mittee of The Society of Noval Architects and Marine Engineers (SHAME) Technical and Research (T & R) Program, Undertook the development of Gulde for datermining the fenount of auxiltory ventilation roquired for ship's cargo holes In which fork lift trucks poweres by Internal con bustion angines are operating. The coordination of the efforts of the Panel and of the organizations and Indi~ Viduols {isted in the Acknowledgnonts was acconp! ished by tr, Willem Hunley who, 92 a monber of The Panel, prepared the text of this Guide. ‘The results of these efforts are prosonted In ‘this publ ication, which Is Intended to provide ship operators and stevedoring companies with @ convenient guide and reference.ACKNOMLEDGHENTS. Pane! 0-31 (Cargo Handling) of The Society of Naval Architects and Marine Engineers Technical and’ Re~ Search Program wishes t0 acknowledge the valuable assist= ‘nee given by the fol loving companies In providing Informa fon for use in tho preparation of this Guide Ccoppus Engineering Corp Cont Inental Motors Corp. Wal ker Manufacturing Coepany Clark Equipment Compacy Piper & Paine 4.1, Case Company International Harvester Campany The assistance of Hr. Mork Selkind and Mr. Boyd Shonaker, who planned and conducted tho natural venti at ion fest; the Nationa! Bureau of Standards for the loan of the hel fun sonsing equipment; Messrs. R. Jamiason, J. Anoibale tnd G. NeDouge!!, who assisted with research and caleviations; cde FE. Bidgode and Hr. Ns Js Dyovich of the $5 EMPIRE STATE IY for their assistance during the natural venti tat ion fast; and lr, Honry W. Stoll, Je., who prepared the norograph, is gratefully” acknow’ edged. In addition, the Panel wishes to acknowledge the special efforts of tr, Fraak Nolan and personnel of the international Terminal Operating Company, Inc. in conducting ‘the fork truck duty cycle test program.conTeNTs Page PREMCE oe eee eee eee era AOMMOMLEDOMENTS ee eee cee tt ONTENTS ee eee i UIST OF FIOURES AND TABLES © ve ee ee ee sey WIRODUCTION See ot [DEVELOPMENT OF CARGO HOLD VENTILATION NOMOGRAPH «ve eS Survey of Problem vse ee ee eee eee 8 Survey of Fork Truck Engine Opte ee eee 8 Initial Theoret ica! Calculations 6 eevee 3 ature! Yentl lation and Fork Truck vty Gyole Tests. 4 Hold Yonti lotion Guide Nonograph ves vee 4 APPENDIX, 1 FORK TRUCK TEST DATA Ge ee oe 7 APPENDIX 11 = CALOULATION OF EXHAUST GAS VOLUME, COARGON MONOXIDE VOLUME. AND VENTILAe TION REQUIREHENTS «ss weg APPENDIX 111 = NATURAL VENTILATION TESTS ON SSEMPIRE STATE IV ee ee IB APPENDIX. IV. = FORK TRUCK OUTY CYCLE TESTS 6s. 0 I7FIGURE | FlouRE 2 FIORE 3 FIGURE 4 FicuRE 5 FlouRe 6 TABLE TABLE 1 TABLE 11 TABLE 1 TABLE TABLE VI Figures ‘GASOLINE PONEREO FORK TRUCK BEING USED To STACK CARGO IN A SHIP'S HOLD PORTABLE VENTILATION BLOWER ITH CANVAS UCT SECTIONS. TO VENTILATE HOLD OURING CARGO HANDLING OPERATIONS. WITH. INTERNAL [COMBUSTION ENGINED FORK’ TRUCKS OUTY CYCLE OF FORK TRUCK OPERATION CONSTRUCTED FROM OATA OF TABLE 117 HOLD OF EMPIRE STATE IV, SHOMING LOCATION OF VENTILATION MEASURING PROBES IN PLACE FOR DETERMINING AMOUNT OF NATURAL VENTSLA- TION THROUGH THE OPEN HATCH HELIUM CONCENTRATION DECAY CURVES RATURAL VENTILATION TESTS. TYPICAL SERVIS RECORDER CHART. SHOWING TRUCK OPERATIONS FOR AN 8-HOUR PERIOD TABLES, FORK TRUCK ENGINE CARON MONOKIOE EMISSION TEST ~ NORMAL. WORKING CONDITIONS FORK TRUCK ENGINE CARBON MONOXIDE, €M1SS10N TEST ~ NEW ENGINES, LABORATORY CONDITIONS HELIUM SENSING INSTRUMENT READINGS, NATURAL VENTILATION TESTS, No. 4 HOLD, SS EMPIRE STATE IV, 14 Wor. 1958 HELIUM CONCENTRATION OECAY FROM NATURAL VENTILATION TESTS VENTILATION RATES AL WAILHAL VENTILATION TEST PROBE LOCATIONS FORK TRUCK DUTY CYCLE = PERCENT OF 1 IME WORKING AND OLE OURING TYPICAL SHIPBOARO (CARGO HANDLINGINTRODUCTION, The current practice of using gasoline and liquid petrolaun gee (LPG) powered fork lift trucks fo move cerge in the holds of corso Ships, Figure |, prevents 9 potential haserd fo tha personnel within ‘compartnatts In the absence of ademinte venti lotion. tha fork ‘ruck ongines amit varying amounts cf cardom mnoxida. (CO) gas in mhoust, the enaunt Sopending on 8 number of factors Including ine alas operet iy leeds duty cpetey egw vont fon and co Fetor adjustrent, Ae carbon sonoxide 1s povsonoue to mon and hos Cumulative effect of danage tothe brain shen sresthed In exconsive ‘wont ities for extended periods of tino, cilution of she carbon non= Oxide concentration In the ship's cargo hold #0 acceptable: standards fas been sccore|ishody whore necessary, tnrough fhe tse of etxt lary Ventiletion equtpront, such as shown ta Figure’ 2 Recognit lon of the Inherent danger from overexposure of personnel to carbon monoxide led to early establ ishsent of regulations by the U. 5. Coast Guard and the U. §. Department of Labor establ sh- Ing maximum al lovable concentrat lons in which work could continue, and sett Ing forth procedures to be followed when tho al lovable | imit is excaaded. Coast Guard and Oepartnont of Labor regulations In effect in 1964 required stoppage of all work and evacuation of all personnel from ny compartment In which the carbon monoxide concentration exceeded (00 parts par miliion. As the Use of fork trucks Increased with in creased pallet ization of cargo, Incidence of work stoppage because of excessive carbon monoxide concsntrations Increased. In 1969 tho Department of Labor requirement was chenged to Limit the maximum carbon monexice concentration to 20 parts per mill ion, fond tho Coast Gusrd raquiresonts changed to |Init carton wonoxide con Contratlons to rot more than 50 parts per millon as a tino-walghted Gveraga. Goth the Coast Guard and the Deportment of Labor ragulat ions fare explicit In steting the maximum allowable concentration. However , hho specific guidance 1s given In thoso rogulatlons as to how mich Vent iat ion ts required, how tests are to be mde, and how frequently ‘ihe tests are to be conductod. There was an obvious neod for a Guide that could be used by stevadores to devermine ihe required rule ef auxtltary vont Tletion Tn ship's cargo holds 10 protect personnel loading and unloading ships and Fo Olininate work stoppages causod by excessive carton monoxide re sulting fron fork Ii#? Frucks powered by Infernal conbustion engines. ‘To answer this need, Pane! 0-31 (Cargo Handling) of SNANE'S T&R Program, undertook the developsont of this Gulde. The nono graph "Cargo flold. Vantilat ton Guide” on pega 5 represants the end re- 2/7 of the Panel's Invastigat lon and provides 2 possible means of determining euxillery ventilation requironents.Figure 1. GASOLINE POWERED FORK TRUCK BEING USED TO STACK CARGO IN A SHIP'S WOLD. ( Duct Sections Ready for Rigg!ng Ouets Rigged in Ship's Hatch Figure 2. PORTABLE VENTILATION BLOWER WITH CANVAS DUCT SECTIONS TO VENTILATE HOLD DURING CARGO HANDLING OPERATIONS WITH INTERNAL COMBUSTION ENGTNED FORK TRUCKS,DEVELOPHENT OF CARGO HOLD VENTILATION NOMDGRAPH Survey of Probl Tho problem of adequate vent lotion In 9 cargo hold in which {gasoline or LeS-powored fork Ife trucks are operating was first Seproached from tho standpoint of dotersining the oxtent of adverse Conditions arising from inadsquate ventilation to assure that the prob= Tom was of sufficient magnitude to warrant the effort required for’ (ts solution. Inforration suppl tod by the Canadian Ministry of Transport, ‘the U. 5. Dopartnant of Labor and others. indicated that while to fatalities had been reported, there had been froquent work stoppages and frequent occasions In which personnel hed required treatment and hospitel ization because of high carton monoxide concentrations in the hold. Consequently, investigation of the problem appeared desirabla. Survey of Fork Truck Engine Data A Iltereture search was conducted and inquiries were sent to B11 known U. $. manutacturers of fork trucks and of enginas for fork ‘trucks 2uitable for use in shipboard cargo hand! ing operat lone, in order to ebtain data on carbon monoxide emission. The Information sbtalned Is listed tn Appendix | of this Guide. ‘Tho carbon ronoxide anission dove from manufacturer's and other tests of fork truck engines Indicated that the anaunt of carbon monoxide in the exhaust gas varles erratically. While not 9s extensive as vould bo desirable, the existing recorded date In Appendix | indicate that the Carton monoxide eniasion ranger from 0, to 10.7 percent by volun of the Gxheust gos, The data also indicote that the fluctuation’ Is unpredict= able, and may go from minimum to maximum in a short perlod of fine Initial Theoretical Calculations Theoretical calculations of exhaust gas volte, carton monox Ide volume, and vont lat lon required were ede, based on'nenufacturer'= date for shines tor fork trucks used Tor shipboard operation and he stone. developed In Appendix tI. In view of the range In pereont of Fhe carbon monoxide omrt00 In the exhnost gos, [twos essunos that the toeriTetton to be supplted could be colestotes’ based on dilution Fe Sete Tovels of the waxinun expected corbon monoxide output. However, using an I percent by voluse content of carton mon oxide in the exhoust gas, an etsuned truck vorking cycle, and assur ‘hat sufficient mochanice! ventilation must be used to dilute the car- on monoxide content 40 50 parts per million In the hold, the theoretical Calculations Indieatad mechonical ventilation requirenents far In excess _ Sf the current stevedoring practic14 being evident that this initio! theoretical calculation indicated vent iletion requirenests which ware Inpractically high, tests ere conducted 40 provide actual data on the natural vanti lat ion’ through Fhe cargo hatch (this had boon assuned negligible in the initial calcu= lation) and on fork truck operating cycles during typical cargo hand! Ing operations. Natural Vent lation and Fork Truck Duty Cycle Tests Natural ventilation tests wore subsequectly conductod In cargo hold Number 4 of the training ship EMPIRE STATE IV at the Now York State Maritime College. This cargo hold wes selected for the tast az representing 9 hold with poor natural vontilation. Therefore the test results could be considered conservative. In addition, to further abtain results Indicative of the most sevara conditions, the fosts were conduerad in the hold, three decks Below the main deck. The natural ventilation of the held was measured by Introducing e. small concentretion (5 percent) of helium into the ataosphere of the Closed compartment, then opening the hatch and measuring the rate of Gecey of tha concentration of the trace gas. Hallum Was used 8s the trace gos because of tho ready ovol lability of U. 5, Bureau of Stands ards! equipmant fo cont Invously measure helium concentration. The details of the test ere contained In Appendix 111 ‘The fork truck duty cycle was determined by equipping & fork truck with a Servis running time recorder. The recorder Indi~ Ceted by stylus trace on 2 revolving chert, the tine that tho truck wos working under load, 161 ing and stopped’ during en eight hour work= ing ay. Recardings for several weeks were taken, ond Typicel neavy~ uorkday chorts used to establish an average duty cycle, The detafl3 OF this test ara given in Appendix IV. Cargo Hold Ventilation Guide Nonograph After completion of the natural vent! lation tests and the truck duty cyele tests, ventilation reoulranents were recalculated Using the data developed in these tests. The nomograph, page 5, wes prepared to provice 2 quick and easy means of determining the ven Wiletion required to keep carbon wonaxide (CD) concentrations. below 50 parts per million with one or more gasol ine or LPG povered fork frucke operating in the hold, The nosograph relates engine full lood Ipod, engine dfsplacenant ‘ond an aoeumad or known carhan monoxide out put percentage fo ventilation required for each truck. An allowance Fe tbeludad for netural vent lation through the open hatch. — Semple fork ruck naneplate data. and a reconmended carbon wonoxide enission evel for use whon the actual carbon monoxide emission percentage 1s Unknown are included in the nosograph. The instructions for using the Hold Vent lation Guide Nomo~ ‘graph to determine the anount of supplonentary ventilation recommended fore given cargo hold when using gasol ne or LPG powered fork Lift JRucks in the bold are contained In the Instruct ions on the nowogrash. Cautions on its use are also noted thereon. 4THE SOCIETY OF NAVAL ARCHITECTS. & MARINE ENGINEERS TA Trinity Place, New York, N.¥. 10006 T&R Bulletin No. 4-14, Guide for Supplementary Ventilation in a Ship's Cargo Hold Tinen Using Internal Combustion Engines CARGO HOLD VENTILATION GUIDE ohenes Yom eeces m so ke Huon tens To saa 7 5 (over?CAUTION IF A CARBON MONOXIDE EMISSION OF LESS THAN 11% 1S ASSUMED, THE CARBON MONOXIDE CONCENTRATION IN THE HOLD MUST BE CHECKED FREQUENTLY TO INSURE AGAINST EXCESSIVE ‘CONCENTRATIONS, NOTE: The maximum carbon monoxide emission of gasoline and LPG fueled fork lift truck engines found in knowa tests is 10.7%, Test results also show thatthe carton monoxide emission of a truck engine can vary widely and unpredictably. Consequently, tobe completely safe, ventilation requirements should be based on 11% carbon monexie emission unless the actual truck condition and percent carbon monoxide emission ae accurately Known from recent tests. TYPICAL FORK TRUCK ENGINE DATA Ruck MAXIMUM CAPACITY HORSE- DISPLACEMENT IDLE SPEED FULL LOAD SPEED (UBS 24" Lc) POWER (CUBIC INCHES) (RPM) (RPM) 2,000 3 mw 0 2500 3,000 37 uz oo 2500 3,000 50 12 00 2500 4,000 50 16 oo 2500 5,000 0 1@ oo 2500 6,000 10 726 00 2600 7,000 70 26 oo 2600 8,000 10 226 oo 2600 10,000 B 2a 0 2600 10,000 85 208 oo 800 (over)Fork truck carton monoxide output data was solicited from all ‘the known manufacturers of fork trucks ond ongines for fork Trucks suitable for uso in shipboard cargo handling operations. Data pro- Viges by those manufacturers who had Fun carbon monoxide tests Is pre- Sentad In Tables. | and I The data contained In these tables Indicate that carbon mon oxida emission ranges fron 0 To 9.67 percent of exhaust gas by volume for gotol ine powored trucks and O'to 10.7 percent for liquid setraloun gee (LPG) fusied trucks, Other sources, such a= "Litt Truck Hazords," MICHIGAN'S OCCUPATIONAL HEALTH, Michigan Department of Health, 1956 Writer Edition, co not Tabulate data but report carvon monoxide concon= trations of 134 to 15% for trucks In poor mechanical repair or with faulty carburet ion. | APPENDIX 1 FORK TRUCK TEST OATA The tabulated dats and other reports from engine and fork | a cour Sgt meri oso oust, $a ce ett ly tame Sees ee Gar oy “arin oe tives iowtp et 7eee oh bagest anon 225 ble In acm EineAPPENDIX 11 CALCULATION OF EXKAUST GAS VOLUME, CARBON NONOKIDE VOLUME AND VENTILATION REQUIREMENTS The volune of exhaust gas emitted fron an internal combustion fongine In a given period of Tine may be calculated, if the air-fuel ratio and the fuol rate are known, using the relotionchip whore: Py wR P= pressure (atmospheric, 2116.8 pounds per Square foot (psf)? V = volume, cubic foot B= mass (air plus fuel), pounds R= gas constant (53.4 petra T = temperature, Rankine or Absolute (*Fahrenholt + 460°) For exanpte, assuming an engine which burns 3.0 pounds of fuel por hour at an air, fuel ratio of 13.5: a v= MRE volume of exhoust ges. P = Atmospheric Pressures =14.7 psi x 144 = 2116.8 pst. M = G0 Ib. fuel x 13.5 Ibe elr/ib. fuel) + 3:0 1b. fuel pour. = 40.5 + 5.0 = 43.5 1b. /houre R= 55.4 1 = Compartment steady-state tonpersture = 80°F (assumed) = (80° + 460°) °R (Absolute? + 540°R (Absolute) 43,5 x 53.4 x 540 TT8.8 coft) at 80°F 592.5 cuble feet per hour 592.5 - 9.9 cubic feet per minute (cfm) at 80°F 60 a‘The above relationships al low calculation of the volume of exhaust gas enitted If the fuel rate ond the air-fuel ratio are known for the engine in use at The time It 1s operating. Since both fuel rote and air-fuel ratio are variable over 9 perlod of operation and bre not readily measured during operation, these would havo to be assumed (based on empirical data) in making calculations to fit 2 practical case. The volume of exhaust gas could also be calculated to a rea~ sonabie approximation using the engine displacement voluno, The volu= tric efficiency, and on averege engine spaod for the period of use Dad work cycles The average work eyelo can be readily determined (Fig. 5) by recording the work cycle for typical shipboars cargo hanc! Ing Sperations over 9 period of time as ts discussed under Fork Truck Duty Gyele Tests (Appendix IV), so that only the average volumetric efficiency need be estinated of assumed $0 Calculate the exhaust gas Onission rate. Since ongine displacement and rated speeds are usually Feadily determined, while fuol rate and air-fuel ratio are not, this is the eesler mathod and yas used Tn calculating exhaust gas emission rates In this study. There is no method presently known to calculate the per~ centage of carbon monoxide thet will be present in the exnaust gas of Grinternal conbusion engine. The arount of carton monoxide formed fe dotermined by many variables, including air-fuel ratio, spark tim jng, combustion chamber shape, engine cloaniiness and others, causing Carbon monoxide emission in practical working conditions to be aiff l= Euli fo predict. The carbon monoxide emission levels used in calcu ating ventiletion requirements must, therefore, be based on enpirical data. Fron Internal Combustion Engine Theory, sen hints? a store og * orton sonorigo (00) amleson rata (68 c= percent 0D of exoust (by volume) n= engine revolutions par minure «Rr ° angine displacement (cubie inches)From Figure 3 on poge 12 n 433 N ty whore N= Full toad engine apeod (rpm) Substituting equation (2) into equation (1) gives Yoo = & (ny) (48 Met o ‘The volune of fresh alr, V, required to dilute Veg to 50 parts per million ts Vo = 20,000 Veo a Substituting Equation (3) into Equation (4) and simplifying gives v= 2.508 NO o Besed on experience, 2 real istic volumetric efficiency for mst fork truck engines is considered to be on the order of 80 percent. Using this valve for ny, Equation (5) becomes. Yoo= 2xExNKD (6 Equation (6) vas solved for verious values of E, N, and 0 to prepare the nonagraph on page 5.PERGENT FULLLOAD ENGINE RPM (N) TIME IDLING % TIME MOVING 5 2 = 2 Sle 8 z |5| 2 G js) 2 e |2| s N 5 & 8 0 “ (AVERAGE) ae = =43.3% 25 be ° S71 783 817 100 PERGENT OF TOTAL OPERATING TIME Figure 3. OUTY CYCLE OF FORK TRUCK OPERATION CONSTRUCTED FROM DATA OF TABLE VIAPPENDIX LIT NATURAL VENTILATION TESTS ON SS EMPIRE STATE IY It Is evident thot in corgo hend! Ing operations through an fopan hatch, the natural flow of gir Through the hatch wil reduce the forced ventilation required to dilute the carbon monoxide eaitted from fork trucks oparat ing in the hold. To assoss this natural vant lation, Ges! wan sun suuord the 55 OHPIRE STATE. IV, the trafning ship of Tho Now York State Maritime College (Ft. Schuylar) The test ws conducted In the Ho. 4 hold, using @ Notional Bureau of Standards vent lat ion measuring device cesigned to dater~ nine the rate of change of air in a conpartnont by sensing the change Tn baat conductivity of the atmosphere resulting from the decay of helium concentration in the oir. The Instrumentation, consi sting Of 10 probes and the maasuring equipment, was instal léd in the hold Tn positions chnsen to give an indication of the effect of lecation in the hold upan the rate of notural vent lation, Figure 4. Four of tthe probes were sot used. Only the six probes In use are show. Since the equipment required overnight stabilization in place, only fone test run was made. < ‘Oppose peepee —pet ‘TEMP. © PROBES ~6o" it a PASE Figure 4. HOLO OF EMPIRE STATE IV, SHOWING LOCATION OF VENTILATION NEASURTNG PROBES IN PLACE FOR OETERWINING (MOUNT OF NATURAL VENTILATION THROUGH THE OPEN HATCH. 8At the beginning of the test, the main deck hatch was closed and the hold and hatch Trunk, 25,280 cu. #4. (hale), filled with a 56 concentration af helium gaz.” The noteh wos then opened and the vent i lation rate at each probe moesured. The measuring Instrument wos cal ibroted to show relative hel lum concentration on # scale from | to 100 with tho seale reading 00 at approximately SF hel lun in tha gir. Readings were taken at ‘ach probe st Intervals of one minute fron the opaning of the hatch Ge tabulated In Table I!) TABLE 111 ~ HELIUM SENSING INSTRUMENT READINGS, NATURAL VENTILATION TESTS, No, 4 HOLD, SS EMPIRE STATE IV, "24 War. 1968 Probe TIME IN MINUTES, ces ee eee a | Nor usep 100 81 69 60 53 49 43 41 39 38 36 37 35 36 NOT USED - = = = 97 92 82 76 70 67 62 54 4B 46 45 NOT useo MBI 75 65 51 50 42 38 M30 26 = nor USED = = 88 77 66 58 58 47 39 34 31 25 Tos 90 62 74 GB GI 59 52 47 45 41 38 40 39 : = = 9 85 78 76 69 65 Os These readings Indicate ventilation in terms of alr changes per hour (he) by the following relat lonship: = on af obs vier fe = archos pr oir oc) = nite! concentration of Blin In percent @ zero minutes cg = Final concentration of helium In percent @T minutes 1 = elapsed time from start of test in ininutes.‘The raadings of Table 111 yore plotted on sesi-log graph peper and concentration decay determined fron the slope of @ strsight line drawn Through the plotted points, Figure 5, for that portion of the plot most nearly following a stesigh line TABLE IV - HELIUM CONCENTRATION DECAY FROM | From this figure was obtalned the following tabulation | fitbans Teer Iuat an Tests | Initial Elapsed | Probe No. Concentration Time | (c) o 2 8 6 4 100 6 94 8 31 9 98 10 93 he 2 tim gy) xB 6 tin 2:55) x 10 0.9561 x 10 = 9.36 he/hrs Similarly, the rate of ventiletion at the other five probes was deter ininag as" shovn In Table Ve TABLE Vo ~ VENTILATION RATES AT NATURAL VENTILATION TEST PROBE LOCATIONS Probe Height Probe No. ir Changos/br. Above Dock (he) (feet) : 5 ; ¢ for example, for Probe 2 | Contrean eons)HELIUM SENSING INSTRUMENT READINGS The average rate of change throughout the compartment from the data in Table ¥ was determined to be 6.72 alr changes per hour, or for 23,240 cuble feat (bale), 2,827 cubic feot per minute of natural vantllation trough the open’ hatch 100 8 8 re 3 4 6 6 7 8 9 © UN 2 TIME (MINUTES) Figure 5. HELIUM CONCENTRATION DECKY CURVES NATURAL VENTILATION TESTS,pePENOIK IY FORK TAUCK OUTY CYCLE TESTS To dateraine the volume of carton monoxide anitted, Yoo) # roal istic estimate of engine rpm (n) over tho duration of tho fork ‘ruck operation Is required. To obtain this, fork truck duty cycles swore recorded using Servis Fork Truck Recorders during actual carga Operations st New York for a period of several weeks.” A typical five {sy period was seloctad to dotfarmine the average truck duty cyele, The Servis recorder consists of clock work which causes @ cin, dinmeter costed poper chart, Figure &, fo revolve In contact With'a stylus which indicates when the truck Ts moving under load find when It ie Idle or stopped. Figure 6. TYPICAL SERVIS RECORDER CHART SHOWING TRUCK OPERATIONS FOR AN S-HOUR PERIOD. NOTE: Brood, fuzzy Interrupted Iine near outer periphery Indicates that truck Is moving, thin Tine In lerge geos indicates thet truck Is stepped. Idling shoxs es thin, fuzzy Ine. aThis date waz than reduced and is shown Iq Table VI 8s per= cont of total operating "The average engine rpm over 6 day" ‘operation was than inferred {roa this data. To accomplish N15, Stvoral duty cyclos were postulated to. agree with the average time ‘Spent moving and id\ing as determined fron tho fasts, Table Vi. The duty cycle chosen as most realistically fitting the fests Is shown as Figure 3, . TABLE VI = FORK TRUCK OUTY CYCLE - PERCENT OF TIME WORKING AND OLE DURING TYPICAL SHIPBOARD {CARGO HANDLING Average ode Percant of Tine Roving, 30.4% 29.0% 47h STG 2k 2.9 Percent of Time Taling, 69-06 70,28 «253K Az TOL OTISHall Stucturey Continued tei? mesg eae non Rou El neyen bot ons HEE Ei oan Te oP de i eon ie oy B. Mae Se Rare ae No.2.12: Guide for the Selection | Fheran, Reine Baers Ia ote Groep HS Sheth ed SHIPS? MACHINERY wes ee fee ena SO Panel Sooke yA Mt Biarcanas nos ee, ca “i cag an, SO none eee ea meas Yana 1S BA nia er tas {fe ont btn, Bane MAE C9 No.t1t: Recommended Prac, Jr eg Mee Nous ro sain; eeeh ATS Cis Mig Tn Nod (Seer i Mean by Fan No. 322 Nott: Guide er ty Di ae a cea) Phwrt one Belle Reiman eters Ak” Siokp Petes one xtra eel [econ rin or Corti Sa APIS ehh samen Sey “Conlerions Jor. Nucla, Power Plo Mar le, 6 NES red Neth of Recondition ope te Tal ny Pod Ne BE ria ape at oor te ar ond Ue a6 Bee ae Sy Ba Se 5 Relbitey and Mott Eracering om dine tna by" Pan Sek SHIP TECHNICAL OPERATIONS Note 1 Zrmeccane Reig of Shing hae on Nout pe Go re ee Bppndiians wires Nod $ Special Garg Tanks for Dry Cage Shins Nott Ret § Sree by Me 0 ane CIS" saggren Revers oy Panel oe Nate: sets ‘eras da ers a ae ot Ss Se ee ‘Mavine Deck Covering Guide, by Panel O28 969) $5.50" ie se tr ef te een ‘rans Panel 036 (0) 3880" Be Sia at ft Nee les ts TECHNICAL AND RESEARCH REPORTS 1 alin pr ling rm sins fe ah Tec and Rah, rgran Pte ct Br Na dates ore mah a! oan be met sy pee cone No.R: ts Byun Callan of Ware Probe fr Na: 6 now a Givrgte sicher figk Naa Nor: 3: Sout Leta bal Foner Non «Fat ol en More ae vam 1: Bo me compan 1 Renda Samet ein sc No Ri Bat te ae SS Be Bi Nora esha ag om le a niet Fak iy BE Co ose te te ‘Bac onay sda for Sm oe nba re Hee ra ce eeottaen Specailaristt esas TECHNICAL AND RESEARCH SYMPOSIUM REPORT [Nols Some Eos of Hal Form on Ship Performance a Seneay, for Pane HES, $6.50Publications of the Technical and Research Committees Plu ares your ne foray of te ong penton “The Soci of Naval Architect and Marne Bagge 7 Thiy Mace New Ves, NY. ‘As of | Ianony 1970, he pes of he allowing. puieans wil bs $2.50 pe Copy except at noted” All pict include i third class mao pared ‘other counties Shipments il ations ae avaiable tormembers ofthe Soclely atthe Usted paces ‘tem, Pyblshedbllting are umbered comseutvely within each copes ‘God om Mencnurng nd Spec Tri and ne Os a a in ate: ‘t Us ere or arco ee fess 8.50 itor exe ot Usted ate out of eit, No.C: Cole fo Spbood train Meagwenets Sra EY ah SB No. a: Cole" island Shop Tet by Dane 0g "5850 Sta Cty 8 "cue Pa eade 98) fag ty Ede oe ntramenteaAppra for Sip frat (iy owt ax Sind Leg Cole (Revie 168,67 eos ao sypnopyNamtcs ees er eee ene ESE an martes et eee mecatatea ee mow FE Epi ag ere Tite hapret Phad ty WE Recan ‘Movin onthe Surface of = Deep, Previous x (5H tern ir y ete Fi by. ite 8 eS ead dtr tits PSE BX, 119: Het, Lent ond Step of Seemnres in No as Bo Cisss stmt) ” a ne ot and meri of Se, * “Bele Sess aS re ‘Rol nagted by Mtns (1958). $5.0, sen a eB ee cheer ahi es as feet eae ti te ear Baw le a, GE oct Se pe Shao Bate S08. Hasina S61 a i siege has iea® 15 Frnenger Cargo Vests bed NOD Si fae Bess aad for Resta Pred ay 2 SReiiret eee BE gate me Sa en ne 90) ie aca eee ees Fae fe Ber ae tyes 3 USN Combat Vanes 1090 No, 128 Ee, fences, Ie ATIC, Mod scp i hci AZ, Mots eS Sr See a a ee Shore Beco ER Noe ta a SPropaisics Date No. 1-27: Naser om Sie ‘Conv, by Panel 110 Tiere Companion pcs tothe Dam'thect, No, 28; Pull Sele Tank Ts of the 8.8 Maver Yooh ep Bea ere ets Me ae No 1S Refoton, tg Thera EES ot tae OSS sta” Legh rased Segoe Borge, Oy Pan HE {BB HULL STRUCTURE No.2 2 4 Dey Aan on te Buin Sgn Ramey G38) Saad REE BEESPH ED far om toe (comand)