roll-on/roll-off automobile transport i … · roll-on/roll-off automobile carrier. the results of...

RD-AIGI 1B5 ROLL-ON/ROLL-OFF AUTOMOBILE TRANSPORT SHIPS - AN V/3ASSESSMENT OF CARBON DIG.. (U) COAST GUARD RESEARCH ANDDEVELOPMENT CENTER GROTON CT W H MCLAIN OCT 85

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MICROCOPY RESOLUTION TEST CHARTNATIONAL BUREAU OF STANDARDS 19R63-A

-. 72

Report No. CG.0.34.85

Lfl00 ROLL-ON/ROLL-OFF AUTOMOBILE TRANSPORT SHIPS -

AN ASSESSMENT OF CARBON DIOXIDE REQUIREMENTSFOR FIRE SAFETY

DR. WILLIAM H. McLAIN

U.S. COAST GUARD RESEARCH AND DEVELOPMENT CENTERAVERY POINT, GROTON, CONNECTICUT 06340-6096

FINAL REPORTOCTOBER 1985

This document is available to the U.S. public through theNational Technical Information Service, Springfield, Virginia 22161

Prepared for: b

C- U.S. Department Of Transportation DTICS United States Coast Guardw Office of Research and Development JAN 1 4 1986

Washington, DC 20593 S

86 1 14 003S.,. ..

This document is disseminated under the sponsorship of theDepartment of Transportation in the interest of informationexchange. The United States Government assumes no liabilityfor its contents or use thereof.

rhe United States Government does not endorse products or4manufacturers. Trade or manufacturers' names appear hereinsoley because they are considered essential to the object ofthis report.

The contents of this report reflect the views of the CoastGuard Research and Development Center, which is responsiblefor the facts and accuracy of data presented. This reportdoes not constitute a standard ,sp~cification, or regulation.

/ /W

SAMUEL F. POWEL, IIl

Technical DirectorU.S. Coast Guard Research and Development CenterAvery Point, Groton, Connecticut 06340

cy

. •

04 !

Sr

Technical Report Documentation Page1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. 6%

'* CG-D-34-854. Title and Subtitle 5. Report Date

October 1985 iRoll-On/Roll-Off Automobile Transport Ships - An 6. Performing Organizat1o8 Code

Assessment of Carbon Dioxide Requirements for Fire . ri g o dSafe ty

a. Performing Organization Report No. - '7. Author(S) _ ___-

Dr. William H. McLain CGPJDC-13/859. Performing Organization Name and Address 10. W-rk unit No. (TRAIS)U.S. Coast Guard _-.,_-._

Research and Development Center 11. Contract or Grant No.Avery Point ._-. -LiGroton, Connecticut 06340-6096 13. Type of Report and Period Covered

12. Sponsoring Agency Name and Address -T-fp t d e d''.

Department of Transportation FinalU.S. Coast Guard Final _.-.--,:__

Office of Research and Development 14. Sponsoring Agency CodeWashington, D.C. 20593 "'-_'-'_

15. Supplementary Notes

Experimental work performed at the USCG Fire and Safety Test Detachment under thetechnical direction of the USCG Research and Development Center, Avery PointGroton, Connecticut 06340-6096

.6. AStract

* TThis project provided an experimental assessment of the U.S. Coast Guard(USCG) requirements for carbon dioxide (C02) application rates on aRoll-On/Roll-Off ship. The assessment used a series of full-scale fire teststo determine the relative effectiveness of Safety of Life at Sea (SOLAS) andUSCG requirements. The fire tests were conducted in a cargo hold of the MAYOLYKES modified to simulate a Roll-On/Roll-Off automobile carrier. The resultsof these tests indicated that the SOLAS carbon dioxide requirements weresufficient to extinguish flammable fuel fires and automobile fires in a cargo

* hold.

Key Words 18. Distribution Statement

Roll-On/Roll-Off Ship Fires Document is available to the U.S. public -.

Carbon Dioxide Large Scale Tests through the National Technical InformationAutomobile Service, Springfield, Virginia 22161

79. Security Classif. (of this reoort) 20. SECURITY CLASSIF. (of 'his page) 21. No. of Pages 22. Price

Unclassified Unclassified

Form DOT F 1700.7 (8/72) Reproduction of form and completed page Is authorized.

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TABLE OF CONTENTS '.

FORWARD ..................... ............ ..............99999999*999 viii

1.0 OBJECTIVE/SU44ARY *.................................**9**9*9999999* 1

L2.0 BACKGROUND ....... ......... 99 * ................... **9** 1......

*3.0 PROBLEM STATEMENT AND TECHNICAL APPROACH ...................... 1

3.1 Problem Statement ...............*...........................1

3.2 Technical Approach ........ * ...........9.. 999.9.. 99.9.9.... 9... 2

* ~4.0 EXPERIMENTAL .*........ . .. ....... . ... .. . ... . . . . . . . . . ... 3

4.2 Fire Scenario *. .................................. 9~ ~ ~ ~ 99~~~ 5

4.4 The Automiobil e Array .... .................. ..... 6

4.5 Fuels ........99 9999 ........................... 999.99* 9

4.6 The Carbon Dioxide System .................................... 9

4.7 Instrumentation 9..................................9.... 13 : c*5.0 RESULTS *......* ..... .......99*9.....................999 15

5.1 General .. ..................................... 15

5.2 Weight Loss of Carbon Dioxide ......................... 18

5.3 Optical Density ..............................9999 ....... 18

5.4 Time/Temperature Above the Fire Pans ............... 21

*.5.5 Percent Oxygen at Selected Locations........................ 22

5.6 Percent Carbon Dioxide at Selected Locations................ 22

5. 7 Fuel Fi res Extinguished ........ . .. .............. .. . .. 22

5.8 Quantity of Gasoline Burned.............................. 24

6.0DICUSIO ...................................................... .. ..

.7 2 - - .C

TABLE OF CONTENTSPage ., :

6.2 Gas Concentration of Carbon Dioxide and Oxygen ................ 24

6.3 Characterization of the Flammable Fuel Fires ......... 27

6.4 Probability of Controi/Extinction ................ 34

6.5 Flow Obstruction by the NFaisem Decking ............. 34

6.6 Effect of Fuel Type ....................... 36

6.7 SOLASWborse Case" FiScnreo...c............... 36

7.0 CONCLUSIONS ......................... ................... 3

APPENDIX A -Assigned Instrumentation Channels........................ A-i

APPENDIX B - Data..................................... B-1

APPENDIX C - Nozzle Data ............................. .......... C-1

LIST OF FIGURES

Figure Pa9e,

1 MAYO LYKES- #3 Cargo Hold .......................... 4

2 Fi re Test Area on MAYO LYKES .. ............. .. . ... .. .. . .. 7

3 Location of Automobiles in #3 Cargo Hold ..................... 8

4 Fire Test Pan in the Automobile Array....................... 10

5 Schematic Diagram of Low Pressure Carbon DioxideFire Suppression System -USCG Tests........................ 11

6 Schematic Diagram of Low Pressure Carbon DioxideFire Suppression System-SOLAS Tests ..................... 12

7 Coordinate System for Instrument Location .................... 14

8 Instrument Locations A, B, C with Respectto aTypical Test Automobile............................ 16

9 Fire Pan and Automobile After a Typical Fire ................. 17

10 Limits of Flammability of Gasoline Vapor in

Mixtures of Air and Carbon Dioxide.......................... 26

vi

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LIST OF FIGURES

Ila Carbon Dioxide Concentration - 10 Inches Above DeckUSCG Single Deck ............................................. 28

1ib Carbon Dioxide Concentration - 10 Inches Above Deck -

SOLAS Single Deck ............................................. 29

12a Oxygen Concentration - 10 Inches Above Deck -

USCG Single Deck ............................................. 30

12b Oxygen Concentration - 10 Inches Above Deck -

SOLAS Single Deck .... ... .............. 31

13a Temperature above Fire Pans ULSCG Single Deck............... 32

13b Temperature above Fire Pans - SOLAS Single Deck .............. 33

14 Post Test Condition of Worst Case Automobiles ................ 38

LIST OF TABLES

Table Page

I Carbon Dioxide Discharge Times ........................... 19

II Carbon Dioxide Discharge Rates .......................... 20

III Pan Fire Control/Extinction Times ............................ 23

IV Fuel Burned .................................................. 25

V Data Summary ............................................ 35

Accession For

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FORWARD

This report was prepared by the Marine Fire Research Branch, Ocean Science and

Technology Division of the U.S. Coast Guard Research and Development Center,

Avery Point, Groton, Connecticut. The project number assigned for this work

was 3308.08.41. The experimental tests were conducted over a four week period

in February 1985.

The experimental work was conducted by the U.S. Coast Guard Fire and Safety

Test Detachment, Mobile, Alabama under the supervision of CWO Robert Cushing.

The project officer was Mr. Michael Friel. The Program Manager (CVS) was Dr.

Alan Schneider. Mr. Ronald Martin and Mr. Larry Pritchard of Chemetron, Inc.

provided technical assistance in the form of detailed engineering

calculations, CO2 nozzles and construction practice review. Mr. David Beene

made the roll-on/roll-off ship construction surveys. Data acquisition and

reduction was provided by T. Kalayanapu and R. Layne. The author acknowledges

the assistance and advice of the above individuals.

3 This report is a final report outlining the tests performed and their results

* and concludes work on Project 3308.08.41. The results obtained on this

project provided the technical basis for changes in U.S. Coast Guard

regulations effective 22 May 1985.

7

viii

v viii:

S. . |

1.0 OBJECTIVE/SUMMARY

I The major objective of this project was to provide an experimental

?r assessment of the U.S. Coast Guard (USCG) requirements for carbon dioxide

(C02 ) application rates on a Roll-On/Roll-Off ship. The assessment used a

series of full-scale fire tests to determine the relative effectiveness of

Safety of Life at Sea (SOLAS) and USCG requirements. The fire tests were

conducted in a cargo hold of the MAYO LYKES modified to simulate a

Roll-On/Roll-Off automobile carrier. The results of these tests indicated

that the SOLAS carbon dioxide requirements were sufficient to extinguish

flammable fuel fires and automobile fires in a cargo hold.

2.0 BACKGROUND

In a recent reflagging of a ship for Roll-On/Roll-Off service it was

required that the on-board carbon dioxide fire protection system be modified

to meet U.S. Coast Guard regulations. The ship had been designed and built to

conform with the SOLAS requirements. The changes required upgrading the

carbon dioxide fire extinguishing system with respect to the rate of CO2

discharge. The total quantity of CO2 required to be available for use was

the same for both sets of regulations (22 cubic ft/lb C02 ). The USCG

requirements (46 CFR+ ) specify the delivery of 100 percent of the CO2 in

two minutes. The SOLAS requirements (SOLAS 1974, as amended*) specify the

delivery of 66 2/3 percent of the CO2 in ten minutes. A substantial cost

penalty was incurred as a result of these changes. Experimental data was

needed to determine whether the more stringent USCG requirements are necessary.

3.0 PROBLEM STATEMENT AND TECHNICAL APPROACH

3.1 Problem Statement

Carbon dioxide extinguishes fires by reducing the oxygen concen-

tration to a point where the atmosphere will no longer support combustion.

+ CFR 46, 95.15-5f, 76.15-5f

* Amendments to the International Convention for the Safety of Life at Sea,

1974, 1981 Amendment, Chapter II-2-Reg.53-Section 2.2.1.1 (page 150)

1 .

,.-

The C02 concentration must be maintained for a sufficient period to allow

the temperature to be reduced below the autoignition temperature of the

burning material. Carbon dioxide is highly effective against flammable liquid

fires.

The required quantity and rate of application of CO2 is based on a

combination of small-scale experimental fire test data and professional

engineering judgement. Typically, in small-scale tests an open pan of

flammable liquid fuel is ignited on the floor of a burn room and a CO2

discharge is made from a ceiling location. The required application rate is

determined by the time needed for fire control and extinguishment.

A major difference between laboratory test fires and a flammableliquid fire on a Roll-On/Roll-Off vessel carrying automobiles is the

obstruction to CO2 flow resulting from the ship compartmentation andautomobile cargo. Large-scale fire data was needed to providii quantitative ---information about the distribution and flow of CO2 in Roll-On/Roll-Off cargo

spaces and its effect on the fire extinguishment process.

3.2 Technical Approach

A three-phase program of work was developed to obtain the

information needed. Phase I consisted of a background survey of currentlyoperating Roll-On/Roll-Off ships. The investigation included a survey ofRoll-On/Roll-Off ships operating under SOLAS regulations and a review of USCGdatabank and American Bureau of Ships listings for U.S. flag vehicle

carriers. The survey and review included an evaluation of the CO2 fire

suppression systems on two existing ships.

The Phase II work effort provided experimental data under realistic

large-scale fire conditions. The test fires were conducted in the #3 hold of

the MAYO LYKES using a 3x6 array of automobiles installed on the 2nd deck. A

* total of 18 large-scale fire tests were conducted. These tests simulated the

- CO2 application flow rates required by SOLAS and USCG regulations. The fire

scenario simulated a gasoline spill from a ruptured fuel tank or a portable

gasoline fuel container. To provide a "worse case" accident, each test used

2

two simultaneous fire incidents under adjacent automobiles. The area of the

gasoline spill for each incident was limited to a 21"x21" pan fire with

sufficient fuel for a 10-12 minute burn. The test documented the time to

control/extinction of two flammable fuels; gasoline and mineral spirits. -../

Video coverage, thermocouple data at selected locations, CO2 and 0220...2concentrations at selected locations, and the application rate of CO2 were

used and/or measured to provide detailed information for engineering analysis.

The Phase III work effort involved the reduction of data and

* "analysis of results. The reduction of data included the development of tables

and graphs summarizing the experimental results. The analysis of results

included an evaluation of the time to control/extinction together with an

estimation of 02 and of CO2 gas distributions in Roll-On/Roll-Off cargo

spaces.

4.0 EXPERIMENTAL

4.1 General

A number of previous investigators have examined the minimum CO2requirements needed to control and extinguish flammable fuel fires. In

general, these investigators have utilized small-scale fire test data to

estimate the required quantities and application rates needed to control and Lextinguish large-scale fires. The basic premise for such estimates is that

d.4-d from smaller laboratory fires can be scaled to predict fire

extinguishment and control phenomena for large-scale ship cargo holds.

A major difficulty in developing these scaling factors is to

describe CO2 dispersement, and mixing and ventilation process effects. In

order to accurately represent these effects a large-scale experimental test

program was developed. The experimental model simulated a cargo hold in a --

Roll-On/ Roll-Off ship by testing an array of automobiles contained in a cargo

hold in the USCG fire test ship MAYO LYKES (Figure 1). This large-scale test

approach is believed to provide a more reliable basis for the development of

fire safety regulations for ships.

3. * .. * *-*. "

- - ~~ . .~ . .. * . . . . .

-.- .-

In order to provide a margin of safety, the quantities of CO2 that

were used were somewhat less than the quantities prescribed by SOLAS and USCGregulations. The point of view adopted was that if during the early tests it

. became apparent that fire control/extinguishment could not be achieved using

these conservative quantities of CO2 then the quantity could be increased.

If, on the other hand, it was effective then extrapolation of results tospecific cargo vessels could be made with a higher degree of confidence.

4.2 Fire Scenario

The fire scenario chosen assumed the major threat was spilled fuel 7-from a ruptured tank or portable gasoline container. Discussions with the

ship operators indicated that for new automobile cargoes a minimum of gasoline

or diesel fuel was carried in the automobile tanks. Observations during the

surveys indicated that 5-gallon portable containers were used to refuel the

* automobiles. Therefore, a 5-gallon spill fire was assumed to be a most

* realistic fire scenario. To simulate this type of spill, a pan fire was used

to represent the initial fire stage, before the fire spread to the vehicle.

The fire threat was limited to an area of 21"x21" and five gallons of fuel.

Two types of fuel were used: gasoline and mineral spirits (to simulate diesel

oil fires). During testing the fuel pans were placed directly under the

gasoline tank of a test automobile to simulate the most probable spill

location. Prior to testing all fuel tanks were emptied and vented to prevent

explosion. The total fire threat thus consisted of the flammable fuel fire

together with the Class A fire load associated with tires, upholstery and

other automotive components.

During Phase I of this project, a survey was made of two foreign

flag Roll-On/Roll-Off ships. One of the results of this survey was the

observation that multi-deck cargo spaces were commonly employed with the CO2nozzles located on the upper areas. The use of open grating decking allowed

the dispersement of CO2 to the lower volumes of a cargo hold. Such an

arrangement together with closely spaced cargo could restrict the transport of

CO2 to a fire on a lower deck. To evaluate the effect of such restrictions,

a series of four tests were conducted in which a "false" overhead was

constructed above the automobile array. The false deck was fabricated from

.........." . . .. . . . . . . :.-.:':::... -.-.,. *- . :. :;: :.; :2 ::.::.:; ;: :.:: 2 :::

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corrugated siding and light steel supports. The CO2 discharge nozzles were

above the decking and the flow of CO2 was similar to that expected on

typical Roll-On/Roll-Off ships. On such ships an open grating decking was

present along the "sides" of the cargo space.

4.3 Test Program

The test program was divided into five major tasks. Task I Yconsisted of a series of four "cold flow" tests designed to verify the

operation of the low pressure CO2 piping, valving, and nozzle subsystems.Task 2 investigated mineral fuel fires (4 tests) from an open single deck.Task 3 investigated gasoline fires (4 tests) for an open single deck. Task 4

provided information on gasoline fires with an overhead false deck. Task 5

consisted of a single "worse case" test in which the fire threat was generatedby saturating the interior of the automobiles with gasoline as well as by the

spill fire pans. For Task 5, the more conservative SOLAS carbon dioxide

quantity and rate limits were used for extinguishment. The fire test "time

line" consisted of the following sequence: (1) a 2-minute preburn in both

fuel pans, (2) an application of CO2 at a rate similar to those specified by

SOLAS and USCG regulations, (3) a holding period for mixing of CO2 with the

cargo hold air, and (4) control/extingishment of the fire.

4.4 The Automobile Array

For this test series, eighteen automobiles were placed in the #3hold of the MAYO LYKES. The areas used (indicated by the shading in Figure 2)

included the 2nd deck, the 1st platform deck in the #3 hold, and the forward

cabins on the boat deck. The automobiles were located on the 2nd deck which

had been partitioned with a steel bulkhead. The fire test area had a total

volume of 37,470 cubic feet and a length of 55 feet. Instrumentation was

located on the 1st platform deck, on the 2nd deck of the #2 cargo hold and on

the boat deck. Hatches on the #3 hold were in place but not sealed.

The automobiles were installed in a three by six array. The r.:

assigned locations for individual autos are indicated in Figure 3. The. automobiles were installed using a minimum of space. Generally a distance of

* separation of less than two feet was maintained between adjacent autombiles

6

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and bumpers. An exception to this was the lane where the pan fires were set.In this case a 3-foot lane was used in order to allow room for video .

monitoring equipment and personnel access during fuel loading (Figure 4). The

*close spacing was made in order: (1) to simulate actual shipboard conditionsas closely as possible, and (2) to determine whether the fire would propagatefrom auto to auto in a closely packed array.

As a worse case scenario it was assumed that two adjacent spillWN*incidents might occur. Therefore, all testing utilized two simultaneous pan* fires in adjacent automobiles, Auto 9A and Auto 10A. This arrangement enabled

a determination of whether interactive effects between two fires were*Important. Also, this arrangement doubled the number of extinguishment data-. test points without an increase in experimental effort.

4.5 Fuels

The study included an evaluation of two liquid fuels: gasoline andmineral spirits. Mineral spirits, a fuel less volatile than gasoline was usedin the early tests for safety reasons. Mineral spirits fires are similar todiesel fuel fires. A commercial brand of unleaded gasoline (Texaco 87 octane)was used for all gasoline fires, and commercial grade mineral spirits were

- used for the simulated diesel oil fires.

4.6 The Carbon Dioxide System

A low pressure carbon dioxide system was used for all tests. The*system consisted of the following components: (1) a low presure 7-1/2 ton

Cardox tank, (2) a 4-inch main valve, (3) a 4-inch stainless steel flexibleline, (4) approximately 155 feet of piping, and (5) nozzles. In-line pressuretransducers were installed to measure dynamic pressure changes at selectedtank and line locations. Pressures were measured at the tank, along the line,

*and at the nozzl es. The principal differences between the SOLAS and USCG*tests involved the line pipe sizes and the nozzle orifices. For the USCG

tests a 4-inch main line was used. This line was reduced to a branched 1-1/4

-inch line in the fire test hold volume. For the SOLAS tests a 3/4-inch linereduced to 1/2-inch was used. Schematic diagrams of the carbon dioxide

9

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systems are shown in Figures 5 and 6. The nominal main tank operating

pressure was 300 psi. However, because of difficulties in maintaining this

pressure on consecutive tests, lower operating pressures were used for many

tests. The first four tests were "cold flow" tests to verify the

functionality of the system. Changes made during Tests 1-4 included modifying

a blind flange transition section between the 4-inch flexible line and the

p SOLAS main line to a more gradual transition section and reballasting the ship

to allow accurate carbon dioxide weight measurements. The two main lines

(SOLAS and USCG) were run side-by-side to minimize systematic variations due -

to pipe run lengths and elevation drop factors.

4.7 Instrumentation

A brief listing of instrumentation that was used is given in

Appendix A. The locations refer to the distance in feet from the point of

origin at the aft-starboard corner of the #3 cargo hold (Figure 7). A brief

summary of the instrumentation that was used is described as follows:

a. Weight loss of CO2. Transducers were used to measure the

dynamic weight changes in the Cardox tank. Weight loss per test ranged from

500 to 1600 lbs. The precision of measurement was estimated to be + 20 lbs.

b. Forty-three (43) thermocouples were installed in the cargo hold

to monitor the propagation of the fire. Two thermocouples were mounted above

the fire pans to moni4.or the time/temperature history of the fire.

c. 02 gas analyzers. Six paramagnetic oxygen analyzers were used

to measure 02 concentrations at critical locations. Two of these locations

were immediately above the fire pans.

- d. CO2 gas analyzers. Nine analyzers were used to measure CO2

cncentrations in the fire hold. Three additional analyzers were used to

evaluate personnel safety hazards in the instrumentation area.

e. Line Pressure Transducers for CO2 piping.

13..................................................

..............................................

h LEGEND

01 Automobile11Laser

CO~ 2 Piping/Nozzles

B 1 OrAbove Auto RoofC 24C Below Overhead

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f. Optical Density of Smoke. Six lasers were used to monitor the

optical transmission of red light (He-Ne laser) through the "smoke" produced

by the fire and the CO2 discharge.

g. Video cameras. Three video cameras were used to provide visual

information on the ignition and extinguishment of the test fires.

An elevation view of the location of instrumentation with respect to

a typical automobile is shown in Figure 8. Because the height of the overhead

varied due to the hatch cover, the distance of 24" from the overhead is only

approxi mate.

5.0 RESULTS

5.1 General

In the interest of conciseness, the reported d3ta are limited to

that required for a documentation and understanding of the main program

objectives. The reported results include data for the following experimental

parameters:

o Weight loss for the Cardox CO2 system c..'-.

o Optical density

o Time/temperature above the fire pans

o Percent oxygen at selected locations

o Percent carbon dioxide at selected locations

o Extinguishments/non-extinguishments

o Quantity of fuel burned

The data is presented graphically in Appendix B by test number. A brief

outline of the data and their format of presentation is provided in the

following sections. Figure 9 shows a fire pan and automobile after a typical

test.

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FIGURE 9. FIRE PAN AND AUTOMOBILE AFTER A TYPICAL TEST

17

5.2 Weight Loss of Carbon Dioxide

The Cardox tank was suspended on flexible chains attached to load

*transducers. The dry weight of the tank was 12,500 lbs. and the total weight*with contents varied from 14,000 to 26,000 lbs. The precision of measurement

* is estimated to be at least +20 lbs. Weight loss data is presented for each

test in Appendix B. For clarity of presentation, the ordinate is adjusted to

*0 to 2000 l bs. Indicated on each plot is the total weight of CO2 dischargedand the rate of discharge. This data is summiarized in Tables I and II. Table

I indicates the carbon dioxide discharge times for the test time at end of

discharge, and the total discharge time. For most tests, the total discharge

time differs from the test time at end of discharge by the constant 2-minutepreburn time. The discharge times ranged from 2.0 to 12.8 minutes.Associated with each discharge time is a rate of discharge. The rate of

discharge is a function of the nozzle size, main tank pressure, and discharge

time. Discharge rates for carbon dioxide are summarized in Table II. Thedischarge rates varied from 87 to 810 lbs. (39 to 368 kg) per minute.

5.3 Optical Density

The optical density of the smoke in the cargo area was measured

*using a He/Ne laser system. Six lasers were used. Four were located inposition B on the auto as indicated in Figure 8. The emitter and receiver for

*these lasers were separated by a one meter distance. Two laser systems were

positioned at 4-1/2' and 8' above the deck with the emitter separated from thereceiver by a distance of 16.72 meters.

The optical density (OD) was calculated using Beers Law:

OD = lo,..0....]L (5.3.1)

where: 1 0 = the light intensity with no smoke present

I = the light intensity with smoke present

L =optical pathlength in meters

The optical density data is presented on two graphs for each test in

*Appendix B. The first plot shows the data for the one meter channels

18

TABLE I

CARBON DIOXIDE DISCHARGE TIMES

Test Time atEnd of Discharge Discharge Time* ,..

(minutes) (minutes)

Task 1. Cold Flow

Test 1 3.0 3.0

Test 2 6.5 4.5Test 3 14.5 12.5Test 4 13.5 11.5

Task 2. Mineral Spirits -Single Deck

Test 5 14.8 12.8Test 6 14.3 12.3

Test 7 5.0 3.0Test 8 5.5 3.5

Task 3. Gasoline -Single Deck

Test 9 5.8 3.8Test 1O** 7.0 5.0Test 11 14.5 12.5

Test 12 14.5 12.5

Test 13 4.5 2.5

Task 4. Gasoline - Two Deck

Test 14 4.0 2.0Test 15 4.0 2.0Test 16 13.6 11.6

Test 17 13.5 11.6

*Adjusted for preburn time

*Test aborted due to lack of CO2

19

TABLE II

CARBON DIOXIDE DISCHARGE RATES

Weight of C02 Rate of C02 Dischargelbs kg lbs/mi n -kg/mi n

Task 1. Cold Flow lbs/m, k-/mm

Test 1 1570 712 523 237

Test 2 440 199 98 44

Test 3 1270 576 102 46 .

Test 4 1105 501 96 44

Task 2. Mineral Spirits - Single Deck

Test 5 1115 505 87 39

Test 6 1122 509 91 41

Test 7 1470 667 490 222

Test 8 1475 669 421 191

Task 3. Gasoline - Single Deck

Test 9 1500 680 395 179

Test 10 1082 491 216 98

Test 11 1120 508 90 41

Test 12 1160 526 93 42

Test 13 1618 734 647 294

Task 4. Gasoline - Two Deck

Test 14 1620 735 810 368

Test 15 1580 716 790 358

Test 16 1125 510 98 44

Test 17 1128 511 97 44

20

.p .. .° %"

(Channels 2, 3, 4, and 5). The second plot shows the data for the 16.72 meter

* path length (Channels 6, 7). The estimated optical density limiting values arelisted for each channel. These limiting values were calculated by using a

* statistical analysis of the laser system noise in a time period immediatelypreceding each test. The limiting optical density at low light levels wasdefined as the calculated optical density when the low level signal is equalto the pre-test noise level. In using this parameter, the validity of any

* experimental data where the measured OD exceeds the limiting value is assumedquestionable. For example, for Test 15 the limiting value for the one meterchannels varies from 1.87 to 2.49, whereas the limits for the 16.72 meter pathlength range from .11 to .12. Any optical density data having higher valuesare considered to be out of range. For Tests 1-4, the increase in opticaldensity is primarily due to formation of particulated solid carbon dioxide.

* In the remainder of the tests (involving active fires), the observed opticaldensities are a combination of the smoke produced by the fire, solid carbondioxide, dust, amd condensed water vapor.

5.4 Time/Temperature Above the Fire Pans

A relatively complete network of 43 thermocouples was installed in

the test array of automobiles (see Appendix A). The purpose of this network* was to provide information concerning the rate of fire spread between adjacent

automobiles. However, since the fires did not progress beyond the fire pans* and automobiles imediately above each pan (Auto 9, Auto 10), the reported

data is limited to the time temperature history of the fire pans. For each

test, two channels of data are reported: Channel 50 (Auto 9A), and Channel 53(Auto 10A). Experimental data for each test is graphically presented inAppendix B. Data for Tests 1 through 4 are not reported since they involvedcold flow tests required to check out the CO2 system.

Characteristically, the time/temperature history can be divided intothree zones; the preburn zone, the fire zone, and the control /exti ngui shment

*zone. The preburn period constitutes the first zone. With the exception of*Tests 1-4, a 2-minute preburn time was used for all tests. Typically, the

temperature rises to a peak of 700-8000C during the first minute of thisperiod and decays to about 90% of the peak value at the end of two minutes.

21

The time required for the initial rise varies from 30 to 45 seconds. Zone 2can be described as a quasi-steady state combustion period. Typically, thetemperature decays slowly with time until the fire control point is reached.Zone 3 involves control /extinction processes. The onset of this process issomewhat arbitrary, but in these tests it was taken to be the beginning of arelatively smooth exponential decay curve. In the data presentation, thepreburn time and the onset of the control /exti ncti on curve are shown byvertical lines. The end of the CO2 discharge is also indicated. In most of

*the tests, the CO2 discharge was completed before the control point was* reached. A summary of the fire control/extinction times is given in Table 11I.

5.5 Percent Oxygen at Selected Locations

The percent oxygen was measured at six locations. Two of theselocations were immediately above the fire pans (Channels 8, 9). Two we relocated 10" above the deck at sample stations Auto 11A and Auto 12A and twowere located 10" above Autos 9 and 12 at automobile stations 9B and 128. Thetime vs oxygen concentration data are summarized in Appendix B. The data wasnot adjusted for sample line flow lags or instrumental response times.Therefore, it is estimated the reported data may lag the actual concentrations

*by an estimated 30 to 210 seconds. Also reported are the percent oxygen atthe control time and the minimum percent oxygen observed during each test.

5.6 Percent Carbon Dioxide at Selected Locations

The percent carbon dioxide was measured at nine selected locations.Five of these sample points were located 10" above the deck (9A, 10A, 11A,

12A, and 3A). Three sample points were 10" above the automobile roof lines(9B, 12B, and 3B), and one point was located in the overhead (9C). The timevs carbon dioxide concentration plots for these sample points are summarizedin Appendix B together with the concentration measured at the control timesand the maximums measured during the tests. No correction was made to adjustfor sample system transit times and instrumental lag times.

5.7 Fuel Fires Extinguished

All fuel fires were extinguished during these tests.22

TABLE III

PAN FIRE CONTROL/EXTINCTION TIMES

Auto 9A Auto IDA Average(Minutes) (Minutes) (minutes)

Task 1. Cold Flow

Test 1I--Test 2 --

Test 3 --

Test 4 --

Task 2. Mineral Spirits - Single DeckTest 5 14.6 14.1 14.7

Test 6 13.2 13.8 13.5Test 7 8.6 6.0 7.3Test 8 6.8 7.3 7.0

Task 3. Gasoline -Single Deck

Test 9 5.8 5.6 5.7Test 10 9.1 6.1 7.6Test 11 11.3 12.0 11.7

Test 12 11.8 10.8 11.3Test 13 3.8 3.6 3.7

Task 4. Gasoline -Two Deck

Test 14 3.8 3.6 3.7Test 15 3.8 3.7 3.8Test 16 13.3 12.2 12.8

Test 17 12.3 11.7 12.0

23

5.8 Quantity of Gasoline Burned

The depth of the gasoline in the fire pan was measured before andafter each test. In all cases there was residual fuel in the fire pans at the

end of the test indicating that the extinguishment was a result of the actionof carbon dioxide and not fuel burned. Table IV, Fuel Burned, summarizes thisdata. The precision of the depth measurement is estimated at + 20%.

6.0 DISCUSSION

6.1 General

Carbon dioxide is effective as an extinguishing agent againstflammable fuel fires because it reduces the oxygen content of the localatmospheres in the region of the fire below the flammability limit. Thelimits of flammability of gasoline vapor in selected air/inert gas atmospherehas been summarized by Coward and Jones1. Figure 10 shows these limits forgasoline vapor, air, and carbon dioxide. As indicated the limit offlammability for this 3-component system corresponds to a minimum requirement

of 14.4% oxygen. Also, as indicated, the gasoline vapor limits for thesemixtures are 1.5 to 7.3% gasoline (at zero CO2 content) and become narrowerwith the addition of CO2 . The carbon dioxide atmosphere must be maintainedfor a sufficient period to allow local temperatures in the fire zone to bereduced to below those associated with the auto-ignition temperature for the

. fuels. Since CO2 has a relatively low heat capacity it has a limited

cooling effect. These two effects, (1) the reduction of oxygen content, and(2) the holding time required to reduce temperature, are the most importantparameters in assessing the effectiveness of alternative application rates for

carbon dioxide.

6.2 Gas Concentration of Carbon Dioxide and Oxygen

Although both SOLAS and USCG regulations require the same weight of

1 "Limits of Flammability of Gases and Vapor, Coward, H.F., and Jones, G.W.,Bulletin 503, Bureau of Mines (1952)

24

'r r.".."--'"

TABLE IV ..

FUEL BURNED

I. GASOLINE - Single Deck Configuration IwFuel Burned Fuel Burned

SOLAS Test 11 (Inches) USCG Test 9 (Inches)Au to 9 1.25 Auto 9 .75

Auto 10 1.25 Auto 10 .75

SOLAS Test 12 USCG Test 13

Auto 9 1.50 Auto 9 .62

Auto 10 1.25 Auto 10 .50

Average 1.3 Average .65

. II. GASOLINE - Two Deck Configuration

Fuel Burned Fuel BurnedSOLAS Test 16 (Inches) USCG Test 14 (Inches)

Auto 9 1.0 Auto 9 .25

Auto 10 1.0 Auto 10 .50

SOLAS Test 17 USCG Test 15

Auto 9 1.0 Auto 9 .50

Auto 10 1.0 Auto 10 .62


III. MINERAL SPIRITS - Single Deck ConfigurationFuel Burned Fuel Burned

SOLAS Test 5 (Inches) USCG Test 7 (Inches)

Auto 9 1.25(?) Auto 9 .50

Auto 10 1.50(?) Auto 10 .50

SOLAS Test 6 USCG Test 8Auto 9 1.38 Auto 9 .25

Auto 10 1.25 Auto 10 .50


25

... ". ** . . . . . . . . .

L.L

200

u.GOJ Z

cnr

z -J c0o c

t..

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.% .0 .~f ..' .. -...

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V 26

carbon dioxide, the SOLAS regulations allow a fire protection system capableof applying 2/3 of this amount within a 10-minute period whereas the USCGregulation requires a system of applying the entire amount within a 2-minuteperiod.

The differences can be seen by a comparison of typical time!

concentration plots for carbon dioxide in Figures Ila and b. Figure Ila is a

composite graph showing the time concentration data for five sampling pointslocated 10 inches above the deck for USCG Test 13. After a preburn time oftwo minutes (indicated by the shaded area) the C02 concentration increasesrapidly to a limiting average concentration of about 30% at 5 minutes. Thecommnonly prescribed value of 28% CO2 is indicated by a horizontal line. Theaverage concentration of CO2 remains above this line for several minutes.The individual sampling points within experimental error tend to be closelygrouped indicating reasonably uniform disbursement of the CO 2 at the 10-inchlevel. The data for Figures 11 and 12 were adjusted for estimated transit and

* instrument response time delays.

Figure llb shows a similar plot for a typical SOLAS system. In thisL

*case the individual sample points show a more slowly increasing CO2atmosphere corresponding to the slower rate of application. In this test the

CO 2 concentration did not reach the 28% level during the first 15 minutes of

the test.

Corresponding to the dilution of the air by the CO2 there is adecrease in oxygen concentration. Typical data for this decrease is shown in

6 Figures 12a and 12b for three sampling positions 10 inches above the deck. A

horizontal line indicates 14.4% oxygen, the oxygen limiting value. For the

USCG system this value is reached at about seven minutes (Figure 12a). For

the SOLAS system (Figure 12b) this value is not reached before 15 minutes.

6.3 Characterization of the Flammable Fuel Fires

Figures 13a and 13b show the time/temperature history above the fuelLparn for UJSCG and SOLAS rates of application. The general form of the curveindicates a rapid rise in temperature to about 7000C in the fire plume

27

67 W 7 - . -. C- -7 C- *

ODp

Cl)

z CC-)wl~

0awL

CO z w

I 2

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during the first minute of the tests. The temperature then remains constant

for a period of time ranging from 3 minutes for the USCG (Figure 13a) and 4-5minutes for the SOLAS systems (Figure 13b). After 5 minutes the SOLAS system

temperatures gradually decrease from 7000C to 5000 C over a 5-6 minute time

period. A similar decrease occurs for the USCG system but over a much faster

time period. The control/extinction time is taken to be the point at which a"cooling" curve occurs. This cooling curve is characterized by a relatively

smooth exponential decrease in temperature. For both. tests this decrease

starts when the temperature is in the range of the auto-ignition temperatureI(440-5150 C) for gasoline . The overall process is consistent with aninitial rapid flame spread to reach a steady state equilibrium followed by a

decreasing rate of combustion until a critical auto-ignition temperature isreached. For the SOLAS test the critical temperature occurs about 12 minutes

into the test at which point the oxygen concentration is less than 15.5%. For

the USCG tests the critical temperature occurs at about 3.8 minutes into the

test. The corresponding oxygen level at this time is uncertain due to

variable transit and instrumental lag times. Assuming these lag times are 2

1/2 minutes the oxygen concentration would be between 15 and 16 percent.

6.4 Probability of Control/Extinction -4-.

With respect to the extinguishment of the postulated flammable fuelthreat, the carbon dioxide systems designed to both USCG and SOLAS standards

were equally successful in extinguishing the pan fires. All fires were

extinguished. Therefore it was concluded that the application rates and

quantities are conservative and provide a margin of engineering safety.

6.5 Flow Obstruction by the "False" Decking

One of the objectives of thi.s project was to determine whether therewas a significant obstruction to flow posed by multideck construction typical

of the Roll-On/Roll-Off automobile ships that had been observed. Table Vcontains a summary of test data. Using the SOLAS configuration the effect of

* the false deck can be determined by comparing Tests 11 and 12 with Tests 16 and

2 Fire Protection Handbook, NFPA

4. "34

.- .- .. .. . • .• . . . . . . • . • • . . .. - . . . . • .-. .. - . • .-. .-. '.. .. • •..° .. . . . . . . .. .. . _- :." -. - • _ :j ..'

S. 84JI

4)

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1

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u3 00 0 0 N 9 ! ) ) 4 t4J -~ W N f. : . - C

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to 0

00 =

W'- ul A9) $A 41 4) (9) (9) ND N- <9P- 0- r- r- - c 1- c " 1r

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. CD 4 C9 0 L7 (z C F-l 4.)-4 S

W. . W- %0 r-. CO- N to (n to N l N c N

354

17. Although the average rate of application for the two-deck configurationwas 6.5% higher for the "false" deck system, the control time was increased by

7.8%, indicating a minor obstruction to flow. The average percent 02a

onset of control was the same (16.25% vs 16.3%). Using the USCG configuration

the effect of the "falsen deck can be estimated by comparing Tests 9 and 13*with Tests 14 and 15. For all four tests no distinction in time required for

control /exti ngui shment was observed. Again, the average percent 02 at onsetof the control /extinguishment time was the same (19.4% vs 19.2$). The

discrepancy for the percent CO2 at onset of control is most probably aresult of sample flow and instrument transit lag times. Based on these

results it was concluded that the "false" deck did not have an important

effect on either the fire extinguishment processes or control times for this

* two-deck arrangement.

6.6 Effect of Fuel Type

Two fuels were evaluated; mineral spirits and gasoline. For theSOLAS rate of application, the effect of fuel type can be evaluated bycomparing test data for mineral spirits (Tests 5, 6) with those for gasoline

*(Tests 11, 12) using the single deck configuration. Control times for themineral spirits were 22$ longer. For the USCG rate of application, a

comparison of Tests 7, 8, 9, and 13 indicated the observed control times formineral spirits were 93% longer. Because of a change in nozzles the rate ofapplication for the USCG tests were higher for gasoline which may, in part,

* account for the differential. These results indicate a longer control time is

*required for mineral spirits than for gasoline. A possible reason for thisdifference could be a higher radiative feedback to the liquid mineral spiritfuel surface caused by the aromatic fractions in the mineral spirits.

6.7 SOLAS "Worse Case" Fire Scenario

As a final "proof" test the fire scenario was modified to determine* if the rate of application of CO2 prescribed by SOLAS regulations was

sufficient to extinguish a very severe automobile fire. The modificationconsisted of saturating with gasoline the interior upholstery of the two

36

automobiles located above the fire pans (immediately before ignition). The

resulting fire consisted of a combination of an accelerated Class A fire

combined with a Class B spill fire. Since only limited instrumentation was

used, the data for this test (Test 18) are not reported. After a 2-minute

preburn, carbon dioxide was applied at the SOLAS rate. The fire did not

propagate to adjacent automobiles. Both the Class A and Class B fires were Iextinguished. A post-test examination showed 1-112 Inches of gasoline

. remained in each fuel pan. Only a limited quantity of Class A material

- remained unburned inside the automobile. Figure 14 shows the post-test

condition of the two automobiles. These "worst case" test results provided a

demonstration of the effectiveness of the SOLAS regulations as applied to a

cargo hold containing closely spaced automobiles.

7.0 CONCLUSIONS

1. The application rates prescribed by SOLAS regulations are sufficient

to extinguish two 5-gallon gasoline spill fires on a Roll-On/Roll-Off

automobile carrier.

2. The application rates prescribed by USCG regulations are sufficient

to extinguish two 5-gallon gasoline spill fires on a Roll-On/Roll-Off

automobile carrier.

3. Class B spill fires (gasoline or mineral spirits) on an automobile

Roll-On/Roll-Off ship can be extinguished by carbon dioxide applied at an

application rate of one pound per 33 cubic feet over a 10-minute period.

4. The flow of carbon dioxide to lower levels was not significantly

impeded by the simulated two-deck construction.

5. A longer time is required for control/extinguishment of mineral

spirits fires than for gasoline fires.

37.*

, . . o

L......... .

Jy

FIGURE ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ i. 14 OTTS ONIINO OS CS UOOIE

38r

..- .-_- ,.-- --.- --- - -

APPENDIX A

ASSIGNED INSTRUMENTATION CHANNELS

CHN# INSTRUMENT/PARAMETER SERIAL RANGE LOCATION REMARKS

0 LOAD CELL CARDOX TANK --- 26,000# --- TOTAL WTO-.lV

1 UNASSIGNED ---

: 2 LASER #1 #370 0-100% (15,2094'8") O--.lV

3 LASER #2 #366 0-100% (15,40,4'8") 0--.V

4 LASER #3 #359 0-100% (50,20,4'8") 0--.lV

5 LASER #4 #378 0-100% (50,40,4'8") O--.1V

• 6 LASER #5 --- 0-100% (40,0-,4') O--.1V

7 LASER #6 #266 0-100% (40,0-,7') 0--.1V I

•i= = === = = = = '== ====

8 02 GAS #1 Beckan755 0-25% AUTO 9 A 0-1

9 02 GAS #2 Beckman755 --- 0-25% AUTO 10 A 0-1

. 10 02 GAS #3 Beckman755 --- 0-25% AUTO 12 A 0-1

11 02 GAS #4 #74-50059-1-2 0-25% AUTO 11 A 0--.005VL&N 7803-6

12 02 GAS #5 #73-69702-1-1 0-25% AUTO 9 B O--.005VL&N 7803-6

13 02 GAS #6 #74-50059-1-1 0-25% AUTO 12 8 O--.005VL&N 7803-6

======= = ==== = 3= = = ===== =f = =3- 3=."=3.

14 WIND VELOCITY 0-100 MPH --- 0-.I -

15 WIND DIRECTION 0-3600 00 = True O-.1North

A-1

. ............... *. . . . .

......... . . .... ..

s.---~-'* *. ~ - ~.- - .- '-


16 C02 LINE PRESSURE O-500psi NOZZLE #1 O-5V

17 C02 LINE PRESSURE --- O-50psi NOZZLE #2 O-5V

18 C02 LINE PRESSURE O-SOOpsi NOZZLE #3 0-5V

19 C02 LINE PRESSURE --- O-500psi NOZZLE #4 O-5V

20 C02 LINE PRESSURE --- 0-500psi BRANCH #1 O-5V

21 C02 LINE PRESSURE 0-500psi BRANCH #2 O-5V

22 C02 LINE PRESSURE --- O-500psi MAIN LINE O-5V

23 C02 CARDOX TANK PRESSURE --- 0-500psi MAIN TANK O-5V

24 UNASSIGNED

25 C02 GAS #1 MSA 34056 0-,,0% AUTO 9 A 0-.1

26 C02 GAS #2 MSA 34057 0-50% AUTO 10 A 0-.1

27 C02 GAS #3 MSA 31334 0-50% AUTO 11 A O-.1

28 C02 GAS #4 MSA 34059 0-50% AUTO 12 A O-.1

29 C02 GAS #5 MSA 34061 0-100% AUTO 9 C 0-.1

30 C02 GAS #6 MSA 34062 0-100% AUTO 3 A O-.131 C02 GAS #7 MSA 30606 0-100% AUTO 9 B 0-.1

32 C02 GAS #8 MSA 31335 0-100% AUTO 12 B 0-.1

33 C02 GAS #9 MSA 34063 0-100% AUTO 3 B 0-.1

34 C02 GAS #10 BECKMAN 0103496 0-20% ROVING- 0-.1HOLD#2

35 C02 GAS #11 MSA LIRA 303 0-25% OBSERVATION 0-.1#34064 ROOM

36 C02 GAS #12 MSA LIRA 303 0-25% BELOW FIRE 0-.I#34065 DECK

A-2r

A- 2""

.-- .. .-.-

77.- .----


37 T/C #1 Type K -- O-1000C AUTO 14 A ---

38 T/C #2 Type K -- O-I00C AUTO 14 B ---

39 T/C #3 Type K -- O-I00C AUTO 14 C--

40 T/C #4 Type K -- O-1000C AUTO 15 A ---

41 T/C #5 Type K -- O-1000C AUTO 15 B ---

42 T/C #6 Type K -- -1000C AUTO 15 C--5-,-= _- __-_-=-_,,- __ = = U = = --= -=- -_.-.-_;=-= _---=.==.-.. . .. ._ =--= _.= ; "

43 T/C #7 Type K -- 0-1000C AUTO 16 A ---

44 T/C #8 Type K -- O-1000C AUTO 16 B

45 T/C #9 Type K -- O-IO00C AUTO 16 C ---

46 T/C #10 Type K -- 0-1000C UNASSIGNED ------------- == U.

47 T/C #11 Type K -- O-1O00C AUTO 8 A ---

48 T/C #12 Type K O-1000C AUTO 8 B

49 T/C #13 Type K -- O-I000C AUTO 8 C ---

50 T/C #14 Type K O-1000C AUTO 9 A ---

51 T/C #15 Type K 0-1000C AUTO 9 B ---

52 T/C #16 Type K O-1O00C AUTO 9 C --.

53 T/C #17 Type K -- O-IOOOC AUTO 10 A ---

54 T/C #18 Type K -- 0-1000C AUTO 10 B ---

55 T/C #19 Type K 0-1000C AUTO 10 C --------- ----- --------- --

56 T/C #20 Type K -- UNASSIGNED ---

57 T/C #21 Type K -- O-1000C AUTO 11 A ---

58 T/C #22 Type K -- O-IO00C AUTO 11 B ---

59 T/C #23 Type K -- O-IO00C AUTO 11 C ---

60 T/C #24 Type K -- O-lO00C AUTO 12 A ---

61 T/C #25 Type K -- O-1000C AUTO 12 B ---

62 T/C #26 Type K -- 0-1000C AUTO 12 C ---

A-3

.............................................


63 T/C #27 Type K 0- -1000C AUTO 2 A--

i64 T/C #28 Type K -- -IQOOC AUTO 2 B--

65 T/C #29 Type K 0- -1000C AUTO 2 C--

66 T/C #30 Type K -- UNASSIGNED--

67 T/C #31 Type K 0- -1000C AUTO 3 A===========----------

68 T/C #32 Type K 0- -1000C AUTO 3 B--

69 T/C #33 Type K 0- -1000C AUTO 3 C ---- - - - - - -

70 T/C #34 Type K 0- -1000C AUTO 4 A--

71 T/C #35 Type K 0- -1000C AUTO 4 B--

72 TIC #36 Type K 0- -1000C AUTO 4 C--

73 T/C #37 Type K -- O-1000C AUTO 5 A--

74 TIC #38 Type K 0- -1000C AUTO 5 B--

75 TIC #39 Type K -- O-1000C AUTO 5 C

76 T/C #40 Type K -- UNASSIGNED ---

77 TIC #41 Type K 0- -1000C AUTO 17 A--

*78 T/C #42 Type K -- O-1000C AUTO 17 B--

*79 T/C #43 Type K 0- -1000C AUTO 17 C------------

A-4

APPENDIX B

TEST 1

7~~~ -7*-_ _J 7

r- co co (0 In4.~ N - 1

*0 N__ _ _ _ _ _coN_ _

CD

C CD

aQ0 0 co 0 _N

52. 0 0

w 0

1±.q (1)D jo lb

0 -B 1-0

. . .. . . .*. . . . . . . I.

Test 1 ROLL ON /ROLL OFF TEST

2.50

QD. LMTVAL-UeS.2.00 Channel2 2.20

q) Channel 3 1.99EChannel 4 1 .99

a 01.00

.20.500.

0.00 1 1 a0 2 4 6 a 10 12 14 16 18 20

Time (minutes)Channel 2

----- Channel 3. Channel 4

a. Data Channels 2, 3, 4, 5


2.50

0.0. LNTVA&JJESChanne 6.07 6

L2.00 Chan" 7 .08

EN1.50

o1.00

o 0.50

0.00 -- - - I-- -

0 2 4 6 8 10 12 14 16 18 20Time (minutes)

Channel 6----- Channel 7

b. Data Channels 6,7

FIGURE B I-2. OPTICAL DENSITY vs TIME

8 1-2

APPENDIX B

TEST 2

'N7.

N c co U') W) 0*4

c) CO4 0

000)

q_ . -0E

V)) o 00

F--00

0 0 0

00

0 ~~~ 00 0 0 0 .-00o c to

B 2-1

Test 2 ROLL ON IROLL OFF TEST

2.50

O.D. LIMIT VALUES.~2.00 Channel 2 2.68

Channel 3 2.08EN-1 Channel 4 2.37S1.50 Channel 5 2.36

o1.00

0

0.00 -- L L I -.-

o 2 4 6 8 10 12 14 16 18 20


----- Channel 3* ... Channel 4

........ Channel 5

a. Data Channels 2. 3. 4.5


2.50

O.D. LIMIT VALUES2.00 Channel 6 .11

Channel17.09

E1.50

4)

o1.00

o 0.50-

0.00 -l-------- Io 2 4 6 8 10 12 14 16 18 20


- -- - Channel 7


FIGURE B 2-2. OPTICAL DENSITY vs TIME

8 2-2

APPENDIX B

TEST 3

(6m~) zo 40 146 .19m

r0 &D (-0 0 In *1 0~N

0 9 o0

cN00

CC

c 0.

oL C.4oL 000

0 0 0 0 0w 0o wCA 0 GLL 4

B-3-

-~~~k 1% 7 S - . ---.

onac awvff. f"I


2.50

O.D. LIMIT VALUES

11'2.00 Channel 2 2.550 . Channel 3 2.17

E Channel 4 1.97. - Channel 5 2.16

0

0.00


- -- - Channel 3Channel 4

.....Channel 5

a. Data Channels 2 .4.5


2.50

O.D. LIMIT VALUES

S2.00 Channel 6 .09Channel17.09

0 0.50-

0 .00

0 2 4 6 8 10 12 14 16 183 20Time (minutes)

Channel 6- --- Channel 7

Ix Data Channels 6,7

FIGURE B 3-2. OPTICAL DENSITY VS TIME

53-2

.:. -. - t 7,; -Q7

APPENDIX B

TEST 4

267.

V-7.

in .4. * In 0'4

*13 I2n LO 0 r-

c Cao Go£t

2 o~ a. (D

LO (

0)

44m

LL04

0 0 sq0)0 040 0q6! MB0A-i 0 00 toC

........ ~~~~~~~~~ *..pt.lp8...p t . .*'.%

Test 4 ROLL ON/ ROLL OFF TEST

2.50O.D. LIMIT VALUES

2.00 .Channel 2 2.190 Channel 3 2.10

I.15 Channel 5 2.07

o 1.00

.0.50

00.00


- -- - Channel 3.... Channel 4........ Channel 5

a. Data Channels 2,3, 4. 5


2.50 ~I l

2.00

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C)

00.50

000 2- 4 6 a4 -r 10 K it 12 14 161is20

Channel 6- -- - Channel 7


FIGURE B 4-2. OPTICAL DENSITY vs TIME

B 4-2

.............................. .. .. .. .............

- - - - - - '- ..-...- -......................... rrrr.

I - - -

.4-

4

9

APPENDIX BI I.TEST 5

U

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25 * ~ ~ ~* I I I

L

20

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C 10

0

01

lime (minutes)

a. -Test Location - Automobile 9A

Test 5 ROLL ON /ROLL OFF TEST Channel 9

20

20

0

.15

0

0 10 0 2 142

71ime (minutes)

b. Test Location - Automobile 1 OA

FIGURE B 5-6. PERCENT OXYGEN vs TIME

B 5-6

Test 5 ROLL ON /ROLL OFF TEST Channel 10j

25

20-

~15

CL

Time (minutes)

c. Test Location - Automobile 11 A


20H

15-

CL

L.15

0.

0

Time (minutes)

d. Test Location - Automobile 1 2A-

FIGURE B 5-6. PERCENT OXYGEN vs, TIME (cont'd)

85-7

0"De Odomw 1,. im

Test 5 ROLL ON/ ROLL OFF TEST Channel 12

uS

25

20 _ ,- .-

o-

Time (minutes)

e. Test Location - Automobile 9B


20-

C 10

054-

L.15 - -.

f. Tes Loato - utmbie 2

C 10il 1

>,x

Time (minutes) '...

e. Test Location - Automobile 19B .-

FIGURE B 5-6. PERCENT OXYGEN vs TIME (contd)

85-8

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15

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0

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C 0

0

0 2 4 6 a 10 12 14 16 18 20

Time (minutes)

a. Test location - Automobile I9A

Te GUR 5 ROLL OECNT CAROLLOF TESTID Chane 26M

Test 5 ROLL ON I ROLL OFF TEST Channel 27

40

5

0515

C0 10-

.0

0 2 4 6 a 10 12 14 16 18 20

Time (minutes)Lj

c. Test location - Automobile I1I A

Test 5 ROLL ON IROLL OFF TEST Channel 28

40 *

35

~300

~25

~20

0

C.0 10

005 21 0 1 4 1 s 2

Time (minutes)

d. Test location - Automobile 1 2A

FIGURE B 5-8. PERCENT CARBON DIOXIDE vs TIME (cont'd)


40

35

C30

4)~25

~20

0515

Co10-

0005 1 2 1 1 s 2

Time (minutes)

e. Test location - Automobile 9C


25

C 20

L

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0.

. 0

0 L -0 0 1 4 1 S 2

Tie ( ints

f.Ts.oain uooie3

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40

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20

05

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0 2 4 6 a 10 12 14 16 16 20

Time (minutes)

g. Test location - Automobile 98


40

35-

4)30-

s-25

V 20

0

0 10-

0 2 4 6 8 10 12 14 16 18 20

-. Time (minutes)

h. Test location - Automobile 12B


B 5-13

Test 5 ROLL ON IROLL OFF TEST Channel 33 '%'k

40

35

~30

-~25

S20

0515-

0 10 L-

01

0 2 4 10 1 14 1 is 2

Time (minutes)

i. Test location - Automobile 3B


B 5-14

~-' .v

I.-

I

APPENDIX B

TEST6

I.- -~.

I

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r

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25

0

0.

0-

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a. Test Location - Automobile 9A


25

20

C1

C 0

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010 1 2 1 1 8 2

Tie-miuts

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0-

0

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Time (minutes)

d. Test Location - Automobile 1 2A

FIGURE B 6-6. PERCENT OXYGEN vs TIME (cont'd)

B 6-7


25K0

0

0

5

01

Time (minutes)



20

10

0.15

00 2 4 6 a 1 2 4 i s 2

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C 20

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0

Time (minutes)

a Test location - Automobile 9A


25

-S LVC 20-

15-

I:-

0.' 15

0

B0-1

Test 6 ROLL ON/ ROLL OFF TEST Channel 27 :

40

~-25

-o200

.15

C0 10

5

0 2 a 10 1 14 1 is 2

Time (minutes)

c. Test location - Automobile 11 A


40

4)35

CL25

-o200~15Co 10

0

Time (minutes)



Test 6 ROLL ON / ROLL OFF TEST Channe' 29

40

,, 35.C

C.30

25

0.15

C0 10-

. 5

Time (minutes)


Test 6 ROLL ON / ROLL OFF TEST Channel 30

25

C 20

LL15

0.~ 5

01

0 2 4 6 a 10 12 14 16 is 20 :".Time(mnts

f. Test location - Automobile 3A

FIGURE B 6-8. PERCENT CARBON DIOXIDE vs TIME (cont'd) :'::B 6512

0-.-::

• .' . .,.: ...,-. ., ..,-: . .-.. .-......" .-. '. . '.,. -,. .,'.-. . . .... ... .. '" '-...'. ''..,.. ... -'.. , . .. ''.-. ........ , . .. . "L


40

35 '-"-

~30

~25

~20-0515-

0 1

05

00 2 4 6 a 10 12 14 16 is 20

Time (minutes)

g. Test location - Automobile 9B


40 ..

35

S30

.25

~20

0.15

0 10

0

0 2 4 6 a 10 12 14 16 1s 20Time (minutes)



8 6-13

-~~~7 7a 7- -7-, -. 7- .

*Test 6 ROLL ON /ROLL OFF TEST Channel 33

40

35

C.

*~20

0

0 10

5-

0

Time (minutes)

i. Test location - Automobile 3B3


86-14

APPENDIX B

TEST 7

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2.50 ___,_

O.D. LIMIT VALUESChannel 2 2.81

20 Channel 4 2.37E Channel 5 2.14

% .50U)

C3 1.00i "

. .0.0 '. .................... .-i ;~ ~ o ....................................................0.00

0 2 4 6 8 10 12 14 16 18 20Channel 2 Time (minutes)

* Channel 2Channel 5.- -............. Channel 5

a. Data Channels 2,3,4,5

Test 7 ROLL ON / ROLL OFF TEST

2.50 ".

O.D. LIMIT VALUES -.Channel 6 .10200 Channel 7.12

E" 1.50

CL

o1.00

0.

-. 0.00 * I ,..

0 2 4 6 8 10 12 14 16 18 20

ime (minutes)

- -Channel 8. ... Channel 7

b. Data Channels 6, 7

FIGURE 7-2. OPTICAL DENSITY vs TIME

B 7-2

0LO

i0icc

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B 7-3

ND-RI63 185 ROLL-ON/ROLL-OFF AUTOMOBILE TRANSPORT SHIPS - AN 2- 03ASSESSMENT OF CARBON DIO.. (U) COAST GUARD RESEARCH ANDDEVELOPMENT CENTER GROTON CT W H MCLAIN OCT 8

UNCLASSIFIED CGR/DC-13V85 USCO-D-34-85 FA 13/12 M

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15

C 10

01

0 2 4 6 a 10 12 14 16 1s 20 .

Time (minutes)

b. Test Location - Automnobile 1 OA


67-6


25-

r-10

0.

C10 I 0 1 4 1 s 2

Time (minutes)

c. Test Location - Automobile 11 A


25-7

20

C 1

L 15

05 0 1 4 1 s 2

Time (minutes)

d. Test Location - Automobile 1 2A


8 7-7

Test 7 ROLL ON IROLL OFF TEST Channel 12 t

5L

20

C

4)

0

x0

5

01.

Time (minutes)


Test 7 ROLL ON/ROLL OFF TEST Channel 13

25

20

150.

L. 15

0

5

0

Time (minutes)

f. Test Location - Automobile 1 2B


8 7-8

9= 0

In [I00

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CL

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C. 20-

0.~ 5

0

Ir071


3 40

L

0

0.

.0

0

5-

4)30

C.

25-

r ~200j15-

0 10

0

Time (minutes)



87-11


40

35

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25

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0

0 10

0

Time (minutes)



25

r- 20

05

00 4 6 0 2 4 16 is 2

Tie ( ints

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0.%.125

~20xL

o 7

05

Time (minuteb)

-g. Test location - Automobile c.8;


40 _ _ _ _ _ _ _ _ _ _ _ _ _ _

j35

0

25

07 0 20

0 315-

C0 10

05

Time (minutes)

h. Test location - Automobile 1 2B


B87-13

otco112


15-

a)30-"'%.

CL

.- : I o-0

00 10 . , .

Time (minutes)



B87-14

.............................................................

'- . .-%- ... .. t ... .... tti-'.Z. 2.:-a1s .. .i.. . .- t ~ ~ t ~ k A .

- - 7 '. 7 '

APPENDIX B

TEST 8

fl>i coc Jo to No T- N in) In 0 C - Go w-0o co P- o 0 * e) N - 0 0

0 N

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(sql) Zoo lo Pq5 laM

B 8-1


.t-0

L 0.0. ULIT VALUES

0.00

0 2 4 6 6 10 12 14 16 1s 20

a.Data Channels 2.3.4,5

Test 8 ROLL ON/ ROLL OFF TEST .

O.D. LIMIT VALUES2.00 Channel 6 .092.00-Channel 7 .09

'1.50

o1.00

o 0.50

- Channe 6 Time (minutes)

b. Data Channels 6,.7


B 8-2

-- o

04

CC

o0(

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0w

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80-0

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20

06

x0

5r

Time (minutes)



25

20

15-

CL

10

L 5

01

0 210 0 2 1 1 s 2

Time (minutes)

b. Test location - Automobile 1 OA


984 ....

Test 8 ROLL ON IROLL OFF TEST Channel 10 :<..

20-

)10

i0

.- ..

;i . .*

Time (minutes)

* -. 4 -

-. ~~C. Test location - Automnobile 11 A.•-.


5

20

U

i,.. 15

S10

0

""0 2 4 6 a 10 12 14 16 is 20 -.-Time (minutes)

d. Test location - Automobile 12A

.. ,-

;: " ~FIGURE B 8-6. PERCENT OXYGEN vs TIME :";:88-

"•" B 6- .'* 10

4) .-- :

x.- • . ..,,-" o- . * , o• ' .,-•~o ,."% , •.•, .o ". .". . "• -o . / . +.0 . . .

Test a ROLL ON/ROLL OFF TEST Channell12

20s

C10

5

Time (minutes)

e. Test location - Automobile 9B


2-

c 10

Time (minutes)

f. Test location - Automobile 1 2B


:44*N

Ic

0 C 04 C4 1%A cn M CM O

C( -

LU

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B -


25

C 20

15 4

0

.$5

0

.2100

.0

Time (minutes)

a. Test location - Automobile 9 A

B01

• .- r r-- T T r *- *(-v b rwr r [; .- w r r. . - -r r


40

35

25

-) 20

0515

0 105-

0

0 4 6 a 10 12 14 16 18 20 "'

Time (minutes)


Test8 ROLL ON/ ROLL OFF TEST Channel 28

40

35

_30

C-25

-20-

0515

0 10

.0

0 2 4 I a 10 12 14 16 is 2

Time (minutes)


FIGURE B 8-8. PERCENT CARBON DIOXIDE vs TIME (cont'd)6 8-11.


30

0

51

0 10

0 50

Time (minutes)

e. Test location - Automobile 90


NC 20

~*15

ia)

0

0

Time (minutes)



138-12


40

35-

30.

CL

25

S20x0

.15

C.0 o

0 -

0,

0 2 4 a to 1 14 1 a 2

Time (minutes)

g. Test location -Automobile 9B3


40

C~30

CL

25

.~20

0

o10

0 t

05

0

Time (minutes)



*Mee 00*w 1l.US


40Ai

35

~30

200.

0 1

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00 20

Time (minutes)



B8-14

APPENDIX B

TEST 9

o w NO 0 (bi to 4t co

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2.50 .

O.D. LIMIT VALUES.00

.~~2.00 Channel 2 2.0415-.bE -Channel 4 1.65

~ 1.50Channel 5 2.360 .0

o1.00

0.50

o %. ......... .. .. .. ...

0.00-0 2 4 6 a 10 12 14 16 18 20

- Cannl 2Time (minutes)Channel 2

.... Channel 4........ Channel 5

a. Data Channels 2.3.4,5


O.D. LIMIT VALUESChannel 6 .11

2.00 Channel 7.11

E

00

0 050

0 .00 -

0 2 4 6 8 10 12 14 16 18 20

Chanel 6Time (minutes)Channel 7



89-2

57-

C*CL-o

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CC

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B-9-

L_ I.- .. .. .V,-.--


25

20

0

0

Time (minutes)



20

0

01

Time (minutes)

b. Test location - Automnobile 1 OA


. . . . .. . .8.4


25~

IOU

CLL

0

25

20

2. 5

0

0

5

Time (minutes)



B 9-7


25

20

-S

CL

C 0

0 5r

0

Time (minutes) L



25

0

0.I--

0

Time (minutes)



B"9-

7 7 7- p~i% 64, -- 7 i4....l

cc1

00

Lai q

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Cdc)

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25

C 20

0

55IU

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25

C 0

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b. 1etlctin-AtmoieIO

FIUEB98xECN CRO IXD sTM


40

35

0

25

0~ 0

010

0 1

05

0.

Time (minutes)

c. Test location - Automnobile 11 A


40

a 35

30CL

25

I ~ 20

0

C0 10

0 2 4 6 a 10 12 14 16 18 20

Time (minutes)


FIGURE B 9-8. PERCENT CARBON DIOXIDE vs TIME (cont'd) .

O 9D 2W1. 1W .


4.0

35

30

L

325

~200

.15

rw C0 10

o

Time (minutes)



25

C 2

0

. 0 2 1 2 101 s 2

C..

f.Ts0oain uooie3

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01* ,MOC -t. I swa,,_..


40

35", -

S30

25

0*15

C0 10

U05

00 2 4 6 a 10 12 14 16 is 20 " .

Time (minutes)



40

35

30

CL

20-.20 1

0.10

r ~-~ 25i ,..

0o 10

0 2 4 6 8 10 12 14 16 18 20

Time (minutes)



B 9-13

= .- '.. .- .- , . ...- : ., .. .- . . .. . . .. .- - -. -. .. .. •. "- - ,..-- . '-. . .- . . - -. . --. ., . . .. -. -. . , -.-.. .- , - ,-


40

35

2 0

015

0 1

0

0

Time (minutes)

i. rest location - Automobile 3B3


B89-14

*1\ .,

.2

APPENDIX B

TEST 10

9.

.4.

..............-. ,. -...... -... -.. .. '. .. .. - '-' - ,...~ - A1A.A ~ - ::.*.......................................................................... . . . . . . - t.*1. a-~

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- Channel 2hneChannel 3

........ Channel 5


Test 10 R O LL ON /ROLL OFF TEST

2.50L

L2.00-

E

CL

o 0.50

0.00 -I

0 2 4 6 a 10 12 14 i6 is 20- Channel 6 Time (minutes)

. .. . Channel 7



8 10-2

.:17

0 40

-C

(I CD

LiiCL

E Eo (I,

Mboi OOJ N

0J

w0rD-

O 0 0 0 0 0 0 0 00 0o 0. 0o 0n 0 0f

(OPD.JBIUGO S9~.JBp) ainoIjedwej '

B 10-3

1.-c

0

I-E

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o 0o

wwI-c

LL.

Li. 14

okn~

01-

Cie

cc

4- 4

La 0 ~0 00 CI L9 *e *% W* *L . . .

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0

* -- f r% 0. O. CJr

0 4N Io cm 0 '. -

Liui

610-6

on=c 0w I. tM


2-

0C10 l0

Time (minutes)

§ *,-

a. TesZ location - Automobile 9A

Testl10 ROLL ON /ROLL OFF TEST Channel 9

207

15

CL0 0

0

0. .

0 2 1 6 10 12 14 16 is 20 ':""

Time (minutes)

I-%

b. Test location - Automobile 10A


B510-6

- . . . . . . ..

*.* *. ,. ,.-.,.-,

• -. 0. , -, - , . . - , ., ts,.I., I., I., t .i . .

" -'- '. :' '- .z' .' - . - - - -. • -- .- -. --.. . z. ' --. :- '-r- ,. *- - Cb. - .F -- w * -w s. J-h# s--Zl . --- .-

OMJOC,'b-,--., Y


* .. -20 -__ _ _._.

C 13 _ _ _ _ _ _ _ _ _ _ _

0

0

Time (minutes)

c. Test location -Automobile 11 A

Testl10 ROLL ON/ROLL OFF TEST Channel 11

25

o20

C: 10

0

5

01

Time (minutes)


FIGURE 8 10-6. PERCENT OXYGEN vs TIME (cont'd)

B 10-7


20

Li15

c 10-

0[

Time (minutes)



25

20

L.15

c 10

0

5

0[05 0 1 4 1 s 2

Time (minutes)



B 10-S

LLI)

>C4 e %K ft C 0 tIt rWo c o c o o c

'-i- do co CD LO OD 0 C) LO 40(Ix . . 1. 9 .f 0 .

o .-

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I= C- 0O 0 C 0%,U 0 0 0 Ui m.

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co

o ( 0 -

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81--


C 20

0

~ 5

0

2 1

C 0

C0

010 61.1)4 62

Time (minutes)


01-1


40

35-

C~30

W~ 20

0.15-

o 10-

Time (minutes)



40

35

CL

0

x0

0-

Time (minutes)




40

35

20

0.

515

C

0 1

5

Time (minutes)

e. Test location - Automobile 9c


25

C20

15

0.~ 5

00 0 1 4 1 s 2

Time (minutes)

f. Test location - Automobile 3A-


B 10.12

L


40

35

~30 -

25

-~20

0231i

C0 10

0

Time (minutes)



40 T

35-

~30

%25

.20

0

o 10-

5

0F

Time (minutes)



8 10-13

7.~~~~i 7V.7i0m7 T

Test 10 ROLL ON IROLL OFF TEST Canl3

40

35

~30

0

0 1

00~ 20 1 2 1 1 8 2

01-1

1* *J~ '..~

I*~.* ~

.:A.* *~r

* .1

y

APPENDIX BL

TEST 11

LA

.................................................................

S.

................................................................. . .............

(6>0) zoo Jo lqb6!aMKC4 mD (0 ID t- 4-40

0m oo- to In 04 U) O N C

co 0o

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o (0

4D

N

0 000 0 0 0 0 0 00 0 0 0 0 0 0 0 0 00 co cc N 0 co wD 4 N

N ~ i- 9- . -

Qsr-q-) zo o lqbjam

B 11-1

Test 11 ROLL ON/ROLL OFF TEST

2.50 l l l l l l IIl

0.0. LIMIT VALUES.2.00 Channel 2 2.19

4) Channel 3 2.56E Channel 4 1.78

1.30 Channel 5 2.16

o1.00A

tp 0.500.

- Channel 2 Time (minutes). ... Channel 3

Channel 4........ Channel 5



.2.5

0.0. LIMIT VALUES~ 2.00Channel 6 .122.0 Channel 7 .10

E

"',1.50

CL

o 0.50

0.00 --

0 2 4 6 a 10 12 14 16 is 20- Channel 6 Time (minutes). ... Channel 7

b. Data Channels 6. 7


B 11-2

0

0 t

-C

- 0

C*4L.2

LL0

E

ILL

o 00

00

o 0 0 0 0 00~~ ~ ~ 00

oA OD r c n r

B11-

0.

V)0

00

LL 00 0 0 0 0 0

811-

b-4

X X

0- rl- 4m 00 C0Jr

.-

co co %D % C rb)01-4 0 xf

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CD f

o) *i Go (% Cm.J0.

o0 U;r

0.4 : 1. -


25

20 ~ 'I

0

0 2 4 6 8 10 12 14 16 18 20

Time (minutes)


Testi11 ROLL ON/ROLL OFF TEST Channel9

25

1 20

5 L

Time (minutes)



J% -, V. -. Fr r - J ."


25 Li

20

C 1

15 -4

0-.0 2 4 6 a 0 12 4 is is 2

Time (minutes)



25

20

C 1

0.

50[

Time (minutes)


FIGURE B 11-6. PERCENT OXYGEN vs, TIME

B811-7


C 10

0I 5

Time (minutes)


Testl11 ROLL ON /ROLL OFF TEST Channel 13

20

0.

ir 0

Time (minutes)



1311-8

uEu

X4- & VQ O lb i Nl 0t Lo I",~ ~

0

CO

Oa

00

4. 00 L00 Do

00

14J LC p.- co r- W .

-0 E

CD

I 0 0 0 0 0 0 0 041 4- 41I 41 41 41 4-)

LiJ

Le %0 N N N C) Ccn(=~ Yci04cic

02Test 11 ROLL ON, ROLL OFF TEST Canl2

25

.1-r

C 20

.2

. 10

a. T est locat ion -Ztoie 9A


C 20

1)

0

0

. 0 10 1 2 1 1 8 2

Bl01

OA gU O II1. IUS


40

L

35

C~30

25

00x

0

0 10

0 5

Time (minutes)



40

35

30

L2

0

x0

.15

Co 10-

0 2 4 6 8 10 12 14 16 18 20

Time (minutes)




35-

-20

0

0 0 1 4 1 s 2

Time (minutes)


Testil1 ROLL ON/ROLL OFF TEST Channel 3

25

C 20

15-

.0 10.

C 5

0

0

Time (minutes)



B 11-12

-7:: .

Test 11 ROLL ON IROLL OFF TEST Channel 31j40

35

0

25

0

0515

0 10

.0

Time (minutes)

g. Test location - Automobile 9B3


40

35

030

0.

0

0 2 4 6 a 0 ii 1-s s 2

Time (minutes)


FIGURE B 11-8. PERCENT CARBON DIOXIDE vs TIME (contd)

B 11-13


40 -------- I ' I ' I ' ,.

35

CS30

9. a. .

S25

.20

0~15

0 10-

--.

01

0 2 4 6 a 10 12 14 16 1s 20

Time (m*'utes)



1311-14

. .. .% .

.....................................- - P-*. ~N

F:

. -~

I..

,.

APPENDIX B

TEST 12

1~

L

..................... . . . .

..............- - .... ...-..................... S ~......

.. cO o W n to4 rq 04

0 G .%J- w) in f 14 M0 .

0 -(0 ,,_.. fl .-.-..q' 0

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5 0

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(/ 00 ....

w x

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oIi~

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00 0 0 0 0 0 0 0 0 00o o 0 0 0 0 0 0 0 0,,'.-.-"

00 (0.1.

:" ~~('sq~l) gO jo 4L.q6I9M-.---.

•2D

,.-r z

cc°.

*Mccw1. Im

4-Test 12 ROLL ON /ROLL OFF TESTJ

2.50 _ _ __ _ _ ___

I I .-n-C1 do. LIMIT'VALUESChannel 2 2.23

.2.00 , .. Channl13 2.06. Channel 4 2.22

*~ 1.0 ApChannel 5 2.23

. .. ... .. . .

0l.00 L,

0 2 4 6 8 10 12 14 16 18 20oTime (minutes)

Channel 2- -- - Channel 3


a.Data Channels 2,3,4,5


2.50 -

0.D. LIMIT VALUES y~* 2.00Channel 6 .12

2.00-Channel 7.11

E1.50

CL

0 .50

0.00is 2

Time (minutes)- Channel 6

. .. . Channel 7



B812.2

CC

U'- 00

35w siiO --0JN

LLLL P1

0 CoE000

0 0.-

J C

o0(NUMU-

o 0 0 0 0 0 0 0 0 00o 0 co r- (0 to 4 n C14 N r-

(Spo-161U.90 s-oj6p) 9.jnjojedtu9j

B 12-3 -

0(N

-C

0V) 4

F.2(1)

00

00

LL 01

00

0 0N E EzaoU

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8124.

he LaJ

C (D

(A 0 x

aa~X CD

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0 I 0 0 0 0~'

U) CL O.

LaJ~ ~~~~ 12-5 ' ') C) V

7- 1-7-7 7,7 -- 7-77 7 7 . .- 77


25

20

C 1

15

0

Time (minutes)


TestGUR 12 ROLL. ONEROLLT OFFYTET ChannelE

815-

*RA• . • ,-lugIVVOltA, C amob, IA 19"


~~. L•

20-

, 4.', "

CL

0- 102

01-

Time (minutes)



25

20

4-"..'

C 1

L. 15

..

0[

0 2 4 6 a 10 12 14 16 18 20-.,.

Time (minutes)



B 12-7

- - - -', -"." _ ."-- . . -,-: _0 - - .- -. - -' .-. - . - -. -


L 5

5

0

15

25

20

LB 125

ci

CLC

d)O

wA oH

CD . O - ' CCO ri U - O; 0 C4

-. CM1 (%J 04 C14 C4 r- m'~ CY) C1 CL

CfX

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z 00

V)~ La6

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-LJ

B 12-9

oft~cow" I I to"


25

C 20U

Q

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0

C0

L. 50

0-

Time (minutes)



25

C 20

0

0

0~

o 10-1


40

35

C1

-~20

0

.~5

o F

0

35

30

CL

3 0x

0.

5

Co 10

05

00 2 4 6 a 10 12 14 16 1s 20

Time (minutes)

d. Test location~ - Automobile 1 2A


L 2I

OPA=~* CO.-1.IS


40

35

CL

~25

-20

0515

Co 10

L)

0

0 2 4 6 8 1 2 1 62

Time (minutes)



25

C 20

0

0

. 0 210 2 1 1 s 2Ti e ( ints

f.TsCoain uooie3

FIUEB10.PRETCRONDOIEv IE(otd

81-1


40

35

~30

~.25

S20

0515

0 10

0

a0 0 1 4 1 s 2

Time (minutes)



40

35

CLL

20-I

C0

5-

- 25

00 6 a 1 1 6 8 2

Tie ( ints

o. Tetlcto10Atmbl 2

FIUEB1-.PRETCRONDOIEv IE(otd

81-1


3$5-

3~ 0

0-

2005

0 1

0 2 4 6 a 10 12 14 16 18 204Time (minutes)



B812.14

APPENDIX B

TEST 13

(6>0) zo lo lqf~M FLr- co Co LO m. * V)0 N fnJ 0' . I C r- 00M) O r- co In) *4. F N - 0

C CID

c0

£0 0k

c 0oc*to CO

cc)0 00)5

U- C OOI,0LL (DCU4

0

cc

4-f-

zo

000 0w 0 0 0 DK-q)Zo ojba

* ~.Test 13 ROLL ON/ ROLL OFF TEST %

2.50 '

/' O.D. LIMIT VALUES.~2.00 Channel 2 2.07

Channel 3 2.07E ~Channel 4 1.70

~1.50 /Channel 5 2.15

01.00

0.5

0.00 I0 2 4 6 a 10 12 14 16 18 20

Chne- Time (minutes)Channel 2

- Channel 4Channel 5



2.50

1E [S1.501

01.00-

0 0.50-

0.00 ---

0 2 4 6 a 10 12 14 16 18 20- Channel 6 Time (minutes)

. .. . Channel 7


FIGURE 13-2. OPTICAL DENSITY vs TIME '--

813-2

~~. . . . . .. .. . . . . .

.2*4

010

-C

C00

U--

tz~to00 a

4J

ODD

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00

0l 0

LaB 13-

>z X

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1 0 1

SCD M o :CD0

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a4 C) I C) co 4. C0 0; a

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ui co CO 00 CO CO CO00

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Li 0c 0 0 a 0 Cb.- 4M S S

4J) 4') 4') C") 4' C

uiw

B 3-

OPAM 09W 1. 19U


20

0

x

lime (minutes)

a Test location - Automobile 9A


25 ______________________

20

CL

0

5I

0 2 4 6 a 10 12 14 16 18 20Time (minutes)



B813-4

OFD C wI t. ins


0

0 2 4 6 a 10 12 14 16 is 20Time (minutes)



25

20

15

0

Time (minutes)



B 13-7

*AC .0.. 1,9


25

20

• . .o

100

S5 -• 1

•0 * I I * I , I , I , I I I I 10 2 4 6 8 10 12 14 16 18 20

Time (minutes)



25

20

05- 15

0p o1i 0.

5

0 2 4 6 a 10 12 14 16 18 20-

Time (minutes).-.

f. Test location - Automobile 12B


B 13-8

S - . S".

- = . -. o= -. -• - .•-.. ~ . % - .o % . - . . -.- . .° % % =o " • * .. °-~= " ,'. .• . .. •..° S ,*.-5• " o .. -.° ° . "-.• ° . S, .- "

°_ .,=.. .'=.° .- ,.=-- '_ ,#_ . .i u =- =. . . = - . o_=_=- __=,== _ m i _ • _._=j .JL=j _ , , __ . ._= .. .... . .. . . . . . . . . . . . . . . . . . . . . . . . S IL== % L

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00

X L FJ- 0V (D L 0 LO LO M~ In In r

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0 0

4V) 4LJ

-JJ cm

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B 13-9

AD-0163 19 ROLL-ON/'ROLL-OFF AUTOMOBILE TRANSPORT SNIPS - ANASSESSMENT OF CARBON DI0.. (U) COAST GUARD RESEARCH ANDDEVELOPMENT CENTER GROTON CT N N4 MCLAIN OCT 95

UNCLASSIFIED COR/DC-i3/9 USCO-D-34-85 F/G 10/12 NH.

Ehhmhommhmhhum

1 .011 tiIL 11.

1111 .l

o 2.

111--

1111IL 25 11111_14 H 1.6

MICROCOPY RESOLUTION TEST CHARTNATIONAL BUREAU Ot STANDARDS 1963-A

I..|

L)

I.

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.'-'. "- -; -.°°.' '. .''.. ':"Y '';'-.---.'i';' .....'i.-.. ' ''.-,...'...i-',i.i-".."-...i " '" .,'e.-.' m''


25

UC 20I

15

.0 10

C0

~-5

0

0 2 4 6 8 10 12 14 16 18 20 VTime (minutes)



40

30

~25

200

~15

0 10

L) 5

005 2-9.a1-- 4 6 is 2

Time (minutes)


FIGURE B 13-8. PERCENT CARBON DIOXIDE vs TIME

8 13-10

OPADC~. 00. 1.S

Test 13 ROLL ON /ROLL OFF TEST Channel 27 I40 * I I J I * I I I

35 &. *

C

~30-L

0

.0

0 1

05

0 2 4 6 a 10 12 14 16 1s 20

Time (minutes)



-. ~40 '4-

4) 3

25_ _ _ _ _ _ _

S20

C315

C010 -

0

0 2 4 6 8 '0 12 14 16 18 20

Time (minutes)

di. Test location - Automobile 1 2A


B 13-11

Test 13 ROLL ON / ROLL OFF TEST Channel129

-~20

0

Co 10.0

05

Time (minutes)



35

30

25

4)

20x

.15

o 10

00 2 4 6 a 10 12 14 16 is 20

Time (minutes)

f. Test location - Automobile 3A 2FIGURE B 13-8. PERCENT CARBON DIOXIDE vs TIME (cont'd)

B813-12


40

35-

~30-

25

-20

0 1

.0

0 2 4 6 a 10 12 14 16 18 20

Time (minutes)



40 -

35

CL25

0

0

o 10

.0

0 2 a 10 12 14 16 18 20

Time (minutes)

h. Test location -Automobilel12B

FIGURE B 13-8. PERCENT CARBON DIOXIDE vs, TIME (cont'd)

8 13.13

3ot 00wc 11. meo


40

35-

CL

-~25

~20

0

is t5

0-10

00 2 4 6 a 10 12 14 16 Is 20

Time (minutes)

i. Test location - Automobile 313

FIGUR B 13. PERCENT CARBON DIOXIDE vs TIME (cont'd)

613-14

,~ 9:~.h -.., ~p

ix'~ j~*~

I

IAPPENDIX B

TEST 14

t

C

(0 il r- to t N M 0

cc O0

0 to00) 0 Oc

Cw 00

-''

o (0

0 C0

4,4

0t 000 00 0 0 0!

(-sqi) Z C:) 40 145jaM

B 14-1

Test 14 ROLL ON 5ROLL OFFr TEST

2.50

L - -O.D. LIMIT VALUES2.00 -Channel 2 2.06

4) Channel 3 2.042 1.50Channel4 2.31

o, 1.0

0.

0.00- i l0 2 4 a a 10 12 14 16 18 20

- Channel 2 Time (minutes). Channel 3

Channel 4.......Channel 5


Testl14 ROLL ON/I ROLL OFF TEST

2.5


2.00- Channel 7.13

E

01.00-

o 0.50-

0.000 2 4 6 a 10 12 14 16 18 20

- Channel 6 Time (minutes). ... Channel 7



B814-2

LL -

a,0CC

CC

CD

ZOO -40JN

H 0

o 0(Y)C OD p- t oW *

-JoBIo sw a) 9nj..d ,.

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-J 00a20 0 0 0 0 0 0

B14-

a abNdz

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cc I co Q(Uc 0

-z &Q 4- o V, =>- (') 0 r' o r-_ U cn ' D

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B 14-5


25

20

CL

C 150.

01

S ,1. -1

" -0 I I I I I I A I

0 2 4 6 8 10 12 14 16 18 20

Time (minutes)



25 ._ ___...._ __ __ __.__ __......__ __ __ _".."

0

C.

C 14

01

0 2 6 a 10 12 14 16 18 20

Time (minutes)



B 14-6


CL

0-

0.

0 10 j

0 26 a 10 12 14 16 18 20

Time (minutes)


*Test 14 ROLL ON IROLL OFF TEST Channel 11

25

20

C 1

0.

0

Time (minutes)


FIGURE B 14-B. PERCENT OXYGEN vs TIME (cont'd)

B 14-7


U 5

Time (minutes)



25_____________________________________________

20

i.. 15

C10

005 0 1 4 1 s 2

Time (mninutes)

f. Test location -Automobile 128

FIGURE B 14-B. PERCENT OXYGEN vs TIME (cont'd)

B 14-S

CD

La ~coLLS ~ m 03 (c) Le On OD L (

0- Ln Nn C4 qr 0 ?

0;C

_ 40

wa C 0m

81--


25

C20

,15

10

L. 5

0

0 2 4 6 8 10 12 14 16 is 20

Time (minutes)



40 __________________________________________

35

0

25

-20

0

Co 10

.0

Time (minutes)



8 14.10

Ile No


4.0

35

%25

-2 20

0 ~15

0 10

0

0 21- 4 0 1 4 I s 2

Time (minutes)



~30

25

:2 20

0

Co 10-

.0 r A

0 2 4 6 a 10 12 14 16 18 20

Time (minutes)



B 14-11


40

35

230

.0

0.t

0

01

15

C 2

-

05

0

lime (minutes)


FIGUE B14-8 PECENTCARON DOXIE vsTIM (cot'd

Test14 OLLON ROL OF TET8Cannl13


* 40

35

0

25

-20

0

01

35L

0 L

0

3&5-

CL

015

0 0

0 2 4 6 a 10 12 14 16 1s 20Time (minutes)



6 14-13

-~. - -- a. -- . j I" - . - -- -- - -J- .


40r

.4 35

C

5 &15

Time (minutes)

i. Test location - Automnobile 313


B314-14

'po

APPENDIX 8 ~

TEST 15

o co0 Im

i5i

LOCVac

o :o

C0 C U..

B0 10

*ftOC Odb. I 1106


2.50 7. iI l

O.D. LIMIT VALUES.2.00 .. 'Channel 2 1.87

Channel 3 1.98E Channel 4 2.49~. i0 Channel 5 2.12

5)-o 00

0.000 2 4 6 8 10 12 14 16 18 20

- Channel 2 Time (minutes)-- - - Channel 3

. Cha'nel 4........ Channel 5

a. Data Channels 2,3,4,S

Testl15 ROLL ON/ ROLL OFF TEST

2.50

O.D. LIMIT VALUES

2.00Channel 6 .11Channel 7 12 ~

1.50

1.00

0.50L

0.00 .,' -

0 2 4 6 a 10 12 '4 6 18 20

Channel 6 Time (minutes). ... Channel 7

b. Data Charnes 6, 7


B 15.2

LO 430

0 0U4)

c

0

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0 -J

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0 4J 01 41 W

co M 0 0 0

B 15.5


25

208 20

15 ROT

C 10"

0

J 2 6 a 10 12 14 16 is 20Time (minutes)


Test 15 ROLL PN T OYGFF TEST Channel 9TIME

5 -4

o_ . i .i -

15_ L'815.6


4-.4

'C

0 10

lime (minutes)


Test 15 ROLL ON IROLL OFF TEST Channel 11 :725

20

L15

C 10

0

Time (minutes)

d. Test location -Automobile 12A


B 15-7

" Test 15 ROLL ON / ROLL OFF TEST Channel 12

25

0.

0

Time (minutes)



15 __..,_

0

0

0 210 0 2 1 r s 2

Time (minutes)

f. Test location - Automobile 1 2A


B 15-8

0 . 8 0 1f4.1t8 2

cc-

co-

U)e

zc

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00

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0 ~ e- (*~ 0 Nb

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00 0 0 0 0 0 0 0C-> 41 41 4 .4) 41 ) 4. 4. .4-)

I-. %0 r" 0 - (

B 15-9-


25

0

0

0

x.0 i

00 2 a 10 12 14 16 18 20

Time (minutes)


Test RE ROL O58 ECNT OLL O OFFID vsS ChaneM2

om aoI . 'I'


35

CII20

0 2__4__6__a_10__12___14__1___ is__ 20

35

S304)

325

S20x0~15

0 10

C, 5

0

Time (minutes)

d. Test location - Atomobile 1 2A



40

__35

S30-

1-25

0 20-

0

0 10-

0

Time (minutes)



25

C20

0

0

0

. 0 2 1 2 101 s 2Ti e ( ints

f.Ts oain uooie3

FIUEB1-.PRETCRONDOIEv0IE(otd


40 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

35

C030

325

-~20

0

0

0 5

Time (minutes)



40

0

125

0

o 10-1

p%

OFACCONO.11iM


40

35 '.. -

4) 3

S20x0~15 i

Co 10

00 2 4 6 a 10 12 14 16 i8 20

Time (minutes)

i. Test location - Automobile 313


B 15-14

APPENDIX B

TEST 16

(6 Ai) zoo lo 4lq~bM ;r" W0 to tr- n C

0 C O er.F) N ( -

-) O - ( -1 1 1 1 1 1 r) rV 11I1I

0- -rT0T- 1 0

£ 00

o do

x m a 9 c5 2 a CD

o- CV T- %JV) 10 a

wF-

0

LL L

ooF

I CD

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F. (0

0 0 0 0 0 0 0 0 0 0 0

('SO zo ~cj o l~a~m

B 16-1

. . * , .. . . . . .. .* . . . . .* . .. . . . * * . . .


2.50

O.D. LIMIT VALUES.~2.00 Channel 2 2.09

Channel 3 1.96E Channel 4 2.25

>1.50 Channel 5 2.30

o 1.00 .

A U.5


- Channel 3Channel 4

........ Channel 5



2.50


~ 2.00Channel 7.11

EN1.50

o, 1.00

o 0.50

0.00 -


- -- - Channel 7



816-2

LL

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01 0* 0 00 0 0 00 0 0

0o f- c oI %(apo~qu9) sej~ep ainD.Iouja,

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00

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(9PoJBII~uO Sea.i69p) ainIoiadwaj

B816-4

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-~~~~ 16-5 U 4.


25-r--

151

C)

2. 5

0

C 10 *x -0I

0 2 4 6 a 10 12 14 16 18 20

Time (minutes)j


TestGUR 16 ROLL. ONEROLLT OFYGET ChannelE

816-


0

L 5

01

0 10 0 2 1 1 8 2

Time (minutes)



25 _____________________________________________

20

C 1

i 15

C 0

Time (minutes)



B 18-7

.77S -2 . '-- -7- ..


.4 20

q)0.

C 1004

x0

5

0 S

Time (minutes)



20

C

5

C 10

0

0

Time (minutes)

f. Test location - Automobile 1 2A


%

LA.I 01->

00 ON 4a 0- ko 4m .!=Cj % C~.j CM. CI en) cn CJ CJ

00

r_ CDLiLAJ 0V CVc-0)(~ )

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0 1 .6- 01 4- J 41 41 +b 4

1- O %a r- . c- 4m 0' C r) encm-e


25

C 20

. 0

0

. 0 10 0 1 1 6 a 2

C 0

C-)

0

Time (minutes)


TestR 16 ROLL. ONREN CABO ROLLID OFF TETI haneE2

01-1


40

p. 35

~30

~20

0

o 10

U05

0,

Time (minutes)



35

S30-

%-12

0

0

o 10-

Time (minutes)



B 18-11


I 40

35 ~C

30W.

~250

x0*&1)

0 10

Q) 5-

.0

0 2 4 6 a 10 12 14 16 1$ 20

Time (minutes)


*Test 16 ROLL ON /ROLL OFF TEST Channel 30

C 20

15

.210o

C.0

Time (minutes)

1. Test location - Automobile 3A


B 16-12

~ ~ *.* .. .* . -.... **.. . . . . .- *-.. ~ * v


40

35

C4)30

%. 25

-v200

0 1

05

p ~0 *I

0 2 4 6 8 10 12 14 16 18 20

Time (minutes)



40

S30

CL

25

-v200

515

0 1

0

Time (minutes)



B816-13


40

35

30

325

v20

0.15

C0 10

-5

0

0 2 6 a 10 12 1 1 is 2

Time (minutes)



B 16-14

. . . . . . . . .

71. -- 7%17T_

APPENDIX B

TEST 17

I

(5>i) ZO j0 114 6 19M0 NO Pi Ifo to 4- OD0D oo- w t o) n CO N

-cUa0 c co

x M

o- ..o r-C

a ~ ~ 0 K :H

N - - -

B 17-1V.0


2.5

Z2.50 Channel 4 2.10

11 2.0 Channel 2 2.10

>, 1.50 Channel 5 1.93

o1.00

* 0.50. ... ...0.

0.0

Channel 2 Time (minutes)- --- Channel 3




2.50 -

O.D. LIMIT VALUES2.00 Channel 6 .11

Channel 7 .11

E.1.50

o1.00

C)

0 0.50

0.00

Chane 6Time (minutes)Channel 7

I rb. Data Channels 6, 7


B 17-2

0

-CCC

0

0

LuII- C4

.- W-

0) 0

CEE

Z CLo) E

o ccCD

0

0 0o 0 0 0 0 0 0 0o 0 0 0 0 0 0 0 0o 0) co I- to V) n C14

(apDaBqIuao esOiJ6op) 9JflIDfldwalj

8 17-3

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CC

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to~

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ccJ 0 0D

CtC

1 4 4& Lfl LO %0 Un

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V),

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CD

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r.

uj 0 0 00~

+) 4, 4

dC -R C -2(5

r r r

4~ 174 5


25 ____________________________________________

20

C 1

0

C 0 2 -0 2 1 1 s 2

Time (minutes)



25 ' F

20

01

0 2 4 a 1~0 1~2 * 1~4 Is6 Is 20

Time (minutes)


FIGURE B 17-B. PERCENT OXYGEN vs TIME

B 174


25_

* 20

C10

0

Time (minutes)



20

CL

0

015 0 1 4 1 8 2

Time (minutes)

d. Test location -Automobile 1 2A


8 17-7

Test 17 ROLL ON/I ROLL OFF TEST Channel 12

25

20

C10

0

5

01

Time (minutes) 1



20

Cto

~ 5

02 a 10 1 14 1 is 2Ti e ( ints

f. Tetlcto Atmbl 2

FIUE810.PRETOYE sTM cnd

13 7-

(D

S0 O4 CM) IL) ~ i m m OL

00

uis mV U) CVo 0o m 0 MV co C 2

a-a

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0 - r.% Nl a-: Nl ka- cO )

LCU

Lu 40 0 0D 0o 0D 0D 0D 0 04aJ c* .j .j 4 .j q * . a

Z~ NN N N NN N co

4J a- 4J 4- a- a -W 4- a- 4Ja-

on %0 a- W M. 0 M-~ Ocm a-4 a- en (n MV ~ a

B --


25

C 20

CL

15

.2 10-

0

0

Time (minutes)



40 ,-~

35

~30

25

-o20

0'15

0 10

.0

Time (minutes)



B817-10


5-5

40

CL

,25

~20

.215

0 010-

5-

00 2 45 0 1 4 1 s 2

Time (minutes)



40

CL

2 0

I.-

00. 25 1 2 1 i s 2

Tie ( intsd. 20tlcto Atmbl 2

FIUEB1-.PRETCRONDOIEv0IE(otd


40

35

S30

25

~20-

.15

0 1

0 5.

Time (minutes)


Test i17 ROLL ONI ROLL OFF TEST Channel 30

25

C20

.0 t

0

0

B 15-1

SOAC ONAs 11. IMb


U35

0

.. 25

-o200

0 10

0

0 2 6 10 2 1 is 8 2

Time (minutes)


Testl17 ROLL ON/ ROLL OFF TEST Channel 32

40

35

3 so

F ~200j15-

5 E

0

Time (minutes)


FIGURE 8 17-8. PERCENT CARBON DIOXIDE vs TIME (cont'd)

131713

SPAVC Odw 11, t1"


35

S30

.020

0

~15Co 10

0 2 4 6 8 10 12 14 16 i8 20Time (minutes)



817-14

APPENDIX C

NO~ZZLE DATA

Test N-I1 N-2** N-3*** N4

1 7.84 +~ 7.84 7.84 7.84

3 .55.45 5.45 54

5 5.45 5.45 5.45 5.45

6 5.45 5.45 5.45 5.45

7 7.45 7.4 7.4 7.45

7 7.84 7.84 7.4 7.84

8 7.84 7.84 7.84 7.84

10 184 17.52 184 17.52

10 5.4 57.52 58.4 57.52

125.45 5.45 5.45 5.45

13 10.85 10.05 10.85 10.05

14 10.85 10.05 10.85 10.05

15 10.85 10.05 10.85 10.05

16 50.45 50.45 50.45 50.45

17 5.45 5.45 5.45 5.45

17___5.45__5.45___5.45___5o45_

*N-i Forward/Starboard Nozzle Equivalent Orifice Size

N-2 Aft/Starboard Nozzle NP 2190 p11..Table 1-10.4.4(b) and Table 1-10.4.4(c)N-3 Forward/Port NozzleN-4 Aft/Port NozzleL

C-

144

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