R/V Lake Guardian.

Mode of access: Internet.

Guide to R/V Lake Guardian.

Mode of access: Internet.

Saltwater intrusion, Lake Washington Ship Canal, Seattle, Washington.

Mode of access: Internet.

(Table 3, page 309) Mercury content of concretions from Grand Lake (GL) and Ship Harbour Lake (SH), Nova Scotia and Mosque Lake (ML), Ontario

Ferromanganese concretions from Grand Lake and Ship Harbour Lake in Nova Scotia and Mosque Lake in Ontario are most common in water 0.5 to 2 m deep. X-ray diffraction studies show the ferromanganese portions of the concretions to he amorphous. Petrographic and electron probe studies of the ferromanganese material reveal chemical banding of iron and manganese. Bulk chemical analyses indicate that the Fe:Mn ratios of concretions from different sites within a single lake are similar, whereas concretions from different lakes have characteristic Fe:Mn ratios. Trace element concs are different in different lakes and are generally several orders of magnitude less than those of oceanic nodules.

(Table 1, page 605) Chemistry of concretions from Grand Lake (GL) and Ship Harbour Lake (SH), Nova Scotia and Mosque Lake (ML), Ontario

Studies by optical microscopy, x-ray diffraction, and electron probe techniques of ferromanganese concretions from three Canadian lakes reveal chemical banding of amorphous hydrated iron and manganese oxides. The average ratio of iron to manganese in concretions from these lakes varies from 0.43 to 2.56. The concentrations of cobalt, nickel, copper, and lead are one to two orders of magnitude below those reported for oceanic ferromanganese concretions.

Lake, ship and trees.

[From Jasper Cropsey Sketch book, 1855-1856]

Report on the location and expense of a ship canal around Niagara Falls : also, from the Illinois River to Lake Michigan : with a report of a select committee to the Assembly, April 14, 1834, relating to the connection from Oswego to the Hudson.

"Published in pursuance of a resolution of the Chamber of Commerce of New York, passed September, 1834."

Royal Navy Ship Collection, 1784-1816

Includes 41 copies of plans of Royal Navy ships, ranging in date from 1784 to 1816. Some of the ships included are the Bonne Citoyenne, Niagara, Epervier, Comet, Contest, Ferret, Childers, Anacreon, Florida, Hind, Hermes, Psyche, Princess Charlotte, Contest, Prince Regent, Caroline, Thetis, Statira, Forte, Pelican, Crescent, Euryalus, Chesapeake, Acasta, Banterer, Leda, Endymion, Amphion, President, Tonnant, Ramillies, Boyne, and St. Lawrence. Many of these ships were used by the British during the War of 1812. The original plans are at the National Maritime Museum in Greenwich, London. Also included is a copy of a handwritten chart with the number and size of the British and United States Squadrons on Lake Ontario, March 1814 (during the War of 1812). This includes the number and caliber of long guns and carronades, as well as the weight of metal, for different ships. British ships include the Prince Regent, Princess Charlotte, Wolfe, Royal George, Melville, Moira, Sir Sidney Smith, and Beresford. American ships include the [General] Pike, Madison, Oneida, Sylph, Gen’l Tompkins[?], Conquest, Fair American, Ontario, Pert, Asp, and Lady of the Lake. Also included is a copy of a map titled “Track of the Action”, tracking the movements of the HMS Java and the USS Constitution, dated December 29, 1812, and a copy of a map of Lake Champlain and Plattsburgh Bay showing the position of a vessel(s), undated.

(Table, page 500) Geochemistry of a pancake-shaped concretion from lake Charlotte, Canada

A pancake-shaped concretion from Ship Harbour Lake, a small freshwater lake in eastern Nova Scotia (now named Lake Charlotte) is part of collection sent to the National Museum of Canada by Mr. R. A. Logan, of the Pan American Airvays. These concretions are of similar to the well-known marine concretions with a composition similar to wad. These are known only from abyssmal depths of the sea in the red clay deposits, while the present concretions occur in very shallow lake waters. They should be of interest to geologists, who may be concerned with the rather difficult problem which some concretions raise of distinguishing between concretions of syngenitic and epigenetic origin.

Ship's company /

Fine feathers -- Friends in need -- Good intentions -- Fairy gold -- Watch-dogs -- The bequest -- The guardian angel -- Dual control -- Skilled assistance -- For better or worse -- The old man of the sea -- "Manners makyth man."

Lake Inaha 217971

This vessel was built at Lorain, Ohio in 1919 by the American Ship Building Company. Until 1930, she was owned by the U. S. Shipping Board of Washington, D. C. That year she was sold to the Ford Motor Company. In 1943, she once again was owned by the U.S. Shipping Board. In 1946, she was purchased by the Bright Star Steamship Company of Washington, Panama. Her name was changed to "Captain John." From 1951 to 1954, she was owned by Navebras of Rio de Janeiro, Brazil. Her name was then changed to "Santa Martha." In 1954, she foundered off the coast of Brazil.

A study of vibration and vibration control of ship structures

This paper examines the vibration characteristics and vibration control of complex ship structures. It is shown that input mobilities of a ship structure at engine supports, due to out-of-plane force or bending moment excitations, are governed by the flexural stiffness of the engine supports. The frequency averaged input mobilities of the ship structure, due to such excitations, can be represented by those of the corresponding infinite beam. The torsional moment input mobility at the engine support can be estimated from the torsional response of the engine bed section under direct excitation. It is found that the inclusion of ship hull and deck plates in the ship structure model has little effect on the frequency-averaged response of the ship structure. This study also shows that vibration propagation in complex ship structures at low frequencies can be attenuated by imposing irregularities to the ring frame locations in ships. Vibration responses of ship structures due to machinery excitations at higher frequencies can be controlled by structural modifications of the local supporting structures such as engine beds in ships.

Vibration of ship structures and its control

Noise and vibration in complex ship structures are becoming a prominent issue for ship building industry and ship companies due to the constant demand of building faster ships of lighter weight, and the stringent noise and libration regulation of the industry. In order to retain the full benefit of building faster ships without compromising too much on ride comfort and safety, noise and vibration control needs to be implemented. Due to the complexity of ship structures, the coupling of different wave types and multiple wave propagation paths, active control of global hull modes is difficult to implement and very expensive. Traditional passive control such as adding damping materials is only effective in the high frequency range. However, most severe damage to ship structures is caused by large structural deformation of hull structures and high dynamic stress concentration at low frequencies. The most discomfort and fatigue of passengers and the crew onboard ships is also due to the low frequency noise and vibration. Innovative approaches are therefore, required to attenuate the noise and vibration at low frequencies. This book was developed from several specialized research topics on vibration and vibration control of ship structures, mostly from the author's own PhD work at the University of Western Australia. The book aims to provide a better understanding of vibration characteristics of ribbed plate structures, plate/plate coupled structures and the mechanism governing wave propagation and attenuation in periodic and irregular ribbed structures as well as in complex ship structures. The book is designed to be a reference book for ship builders, vibro-acoustic engineers and researchers. The author also hopes that the book can stimulate more exciting future work in this area of research. It is the author's humble desire that the book can be some use for those who purchase it. This book is divided into eight chapters. Each chapter focuses on providing solution to address a particular issue on vibration problems of ship structures. A brief summary of each chapter is given in the general introduction. All chapters are inter-dependent to each other to form an integration volume on the subject of vibration and vibration control of ship structures and alike. I am in debt to many people in completing this work. In particular, I would like to thank Professor J. Pan, Dr N.H. Farag, Dr K. Sum and many others from the University of Western Australia for useful advices and helps during my times at the University and beyond. I would also like to thank my wife, Miaoling Wang, my children, Anita, Sophia and Angela Lin, for their sacrifice and continuing supports to make this work possible. Financial supports from Australian Research Council, Australian Defense Science and Technology Organization and Strategic Marine Pty Ltd at Western Australia for this work is gratefully acknowledged.

Quantitative PCR assay of sewage-associated Bacteroides markers to assess sewage pollution in an urban lake in Dhaka, Bangladesh

This paper aimed to assess the magnitude of sewage pollution in an urban lake in Dhaka, Bangladesh by using Quantitative PCR (qPCR) of sewage-associated Bacteroides HF183 markers. PCR was also used for the quantitative detection of ruminant wastewater-associated CF128 markers along with the enumeration of traditional fecal indicator bacteria, namely, enterococci. The number of enterococci in lake water samples ranged from 1.1 x 104 to 1.9 x 105 CFU/100 ml of water. From the 20 water samples tested, 14 (70%) and 7 (35%) were PCR positive for the HF183 and CF128 markers, respectively. The numbers of the HF183 and CF128 markers in lake water samples were 3.9 x 104 to 6.3 × 107 and 9.3 x 103 to 6.3 x 105 genomic units (GU)/100 ml of water, respectively. The high numbers of enterococci and the HF183 markers indicate sewage pollution and potential health risks to those who use the lake water for non-potable purposes such as bathing and washing clothes. This is the first study that investigated the presence of microbial source tracking (MST) markers in Dhaka, Bangladesh where diarrhoeal diseases is one of the major causes of childhood mortality. The molecular assay as used in this study can provide valuable information on the extent of sewage pollution, thus facilitating the development of robust strategies to minimise potential health risks.