Lydia Frenzel

Hi, people. My new book, a thriller written as a collaboration with my husband under the name of L.C. Frenzel, is out on Amazon in Kindle format. This book draws on characters you meet in shipyards and around the oil patch. Maybe you’ll enjoy a glimpse into the muddy workings of southern Louisianna. This book has a strong, young female main character…as you might have guessed. Find it at:

http://tinyurl.com/3xd83rc

Cover Leaf:

In the pre-Katrina world of south Louisiana, a high school girl and her mother are caught up in a violent act of retribution.Callie Houston lives with her single-parent mom, Jeanne, in the small town of Hammond, La. She’s a smart, impulsive young woman who figures she can handle almost anything. Suddenly her world is turned upside down when her mother is kidnapped by Tony Ryan, one of her mother’s accounting business clients. The mobster is looking for papers incriminating him in an embezzlement scheme. Blood, pain, and violent death replace her sheltered world of books and nature.Callie’s story is not only about how she survives her ordeal, but also how painful choices are part of growing up.

Remember, you can read Kindle on your PC and Mac with the FREE app from Amazon.

Dr. Lydia Frenzel

Dr. Lydia Frenzel

Be sure to go to your committee assignments!

I will be at the WJTA in Houston next week. See me outside of the committee meetings.

LF

You can only beat the competition if you’re in the race!

If you paint, refurbish, or maintain any kind of structure or ship or bridge, learning the how, when, and why of using water jetting is crucial to your success. If you’re the facility owner, knowing about water jetting can improve performance and safety, decrease costs, and help you meet environmental standards.

My personalized workshops can help you build your business!

January 2003, a ban on the application of tributyltin TBT -based antifouling paints; and 1 January 2008 as the last date for having TBT-based antifouling paint on a vessel.

duct an independent international calibration of environment by mankind’ Goldberg, keynote adavailable alternative non-TBT marine coatings.

and 3 the cost benefits from the use of these waters, see papers published in the Proceedings coatings was estimated to be from $100 to $130 of the International Organotin Symposium of the million annually in fuel avoidance savings costs.

Paint Control Act of 1988′ OAPCA which was signed into United States law by President Reagan on 16 June 1988.

These new regulations, introduced in Jan-The first regulatory action in the UK to reduce uary 1987, reduced the maximum allowable tin the environmental impact of organotin comcontent of copolymer paints from 7.5 to 5.5% pounds from antifouling paint was announced by the Environment Minister in Parliament on 24 1986, which amended the Control of Pollution trol of Pollution anti-fouling paints Regulations.

These prohibited the retail sale and the supply for retail sale of antifouling paints containing a triorganotin compound as well as the wholesale and retail sale of anti-fouling treatments containing such a compound.

above interim measures were insufficient and that ‘a total ban on the use of TBT antifouling paints on all vessels including vessels engaged in international voyages should be introduced as soon as possible as an international agreement’.

MEPC agreed to request the IMO by the industry; but that the international traffic Council meeting in November 1999, for approval of large ships in Japanese waters is their main of ‘the holding of a 1-week diplomatic conference source of TBT pollution today.

The objective of this project was to investigate methods for treating the ballast water from naval vessels that have compensated fuel tanks.

With an oil and water interface, there is some mixing of fuel and water so that free oil and emulsified oil are part of the ballast water.

However, most shipyards that occasionally deal with compensated-fuel-tank ships are also faced with numerous other waste water processing needs and opportunities, both within the yard and in the surrounding port areas.

The basic approach to the economic analysis was to identify the capable systems and perform a cost / benefit analysis on some of the most promising types.

The basic cost for the storage tank ranges from $100,000 for a storage tank or a used barge to $250,000 for a new barge.

The sensitivity analysis in Table VI shows a decided sensitivity to working on fewer than one ship per year.

To effectively complete this task, the subject of waste water and its treatment was first researched through a literature survey.

After removing the free oil, Bath cannot discharge to the local public water works because the water works uses bacteria to purify the water.

From the above tables it can be seen that for membranes and oily water separators to compete with coalescing tanks at the preferred flow rates, multiple units must be operated in parallel.

The former process is not recommended for it could potentially lend itself to establishing an anaerobic population since an oil layer will always be developing for skimming.

This regulatory action lead to an intensive research effort to develop a treatment method for ship s wash water waste stream that could consistently remove TBT to levels below this discharge standard.

Coagulation studies have concentrated on evaluating the performance of two metal-salt coagulants and their ability to remove copper and zinc with the large amount of the particulate material that is typically present in shipyard wash waters.

The primary variables that control particulate material removal, and also the adsorption of adsorption-amenable organic compounds, are coagulation, pH and coagulant dose.

As an example, Figure 1 and 2 below show the typical effect of increasing coagulant dose and increasing pH, respectively, on the percent reduction of copper from Sample CV6.

The maximum percent removals observed were generally a function of the coagulation pH related to copper and zinc solubility.

In this series of tests the sample wash water (influent) was first treated by batch coagulation, the resultant flocculent removed, and the clarified supernatant (coagulated influent) fed into the process train.

Sample 1 was removed after the sample had passed through the sand filter, and Samples 2 and 3 were taken after the sample had passed through the respective activated carbon columns.

The purpose of the sand filter was to determine if additional removal of fine particulates from the sample could significantly reduce the copper and zinc levels.

A review of Table 4 indicates that on average, coagulation treatment was most effective, reducing copper and zinc levels to 86% and 72% their initial concentration, respectively.

Even with the most sophisticated and rigorous best management practices (BMPs), some heavy metals are invariably transported into storm water collection systems.

Storm water discharges into adjacent receiving waters are facing increasing regulatory compliance requirements which include not only additional BMPs, but chemical monitoring programs.

In addition to material selection, placement of the porous adsorber within the storm water system must be given careful consideration.

The engineering literature provides no details on the specific configurations of storm water collection systems typically encountered at a large commercial or Naval shipyard, however, a mix of combined sewers, sanitary sewers and separate storm water sewers would be expected.

Under the NPDES program a permit would be issued to a facility specifying effluent limits, actions to be taken to meet the limits, and monitoring and self reporting requirements for those limits.

The final sections of this report focus on the evaluation and testing of adsorbent materials for the removal of heavy metals from a synthetic saline storm water.

where M is the metal sorbate, S is the solid sorbent and MS is the metal-solid sorbent complex.

For the sorption of metals to the carbonaceous adsorbents we tested, physical entrapment of the metal into internal pores was probably the dominant sorption mechanism (i.e., physisorption).

This capacity is determined by generating an equilibrium sorption isotherm, which is a plot of the equilibrium aqueous concentration (Ceq – mass sorbate/volume of solution) versus the corresponding sorbed concentration (Csorb – mass sorbate/mass sorbent).

Batch adsorption isotherms were determined for Cu2+ with both adsorbents in a synthetic storm water solution of 100 mM NaCl adjusted to pH 6.3± 0.2 with 100 mM Na(HCO3)2.