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Regulating small quantity hazardous waste generators

Public Works 1985年第9期116卷 110-112页

作者： Robinson, J.E. Conn, W.D. Department of Civil Engineering College of Architecture and Urban Studies Virginia Polytechnic Institute and State University Blacksburg VA United States

Whereas previously only industries generating over 1,000 kg/mo. of hazardous wastes were required to comply with Federal tracking and disposal regulations, as of August 1985, the so-called 'small quantity generators' producing between 100 and 1,000 kg/mo. have been included. This covers thousands of small shops and businesses, who may turn to their local governments for help once they are no longer allowed to use the county landfill or collection service. This article offers a few suggestions for local governments and public works officials faced with this situation.

关键词： INDUSTRIAL WASTES

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RACER - A DESIGN FOR MAINTAINABILITY

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NAVAL ENGINEERS JOURNAL 1985年第5期97卷 139-146页

作者： DONOVAN, MR MATTSON, WS Michael R. Donovanis a 1974 graduate of the United States Naval Academy where he received his undergraduate degree in naval architecture. In 1975 he received a master of science degree in naval architecture and marine engineering from the Massachusetts Institute of Technology. After completing the Navy's nuclear power training program he served as machinery division officer in USSBainbridge (CGN-25) and chemistry and radiological controls assistant in USSLong Beach (CGN-9). He successfully completed the Navy's surface warfare officer qualification and passed the nuclear engineer's examination administered by Naval Reactors. He was then assigned to the Ship Design and Engineering Directorate (SEA-05) Naval Sea Systems Command as head systems engineer on the DDG-51 ship design project where he received the Navy Commendation Medal for outstanding performance. He is currently with Solar Turbines Incorporated as manager ship integration and integrated logistic support for the Rankine cycle energy recovery (RACER) system. Mr. Donovan has lectured at Virginia Polytechnic Institute teaching marine engineering and has given presentations on ship design at various symposiums and section meetings for both ASNE and SNAME. He has been a member of ASNE and SNAME since 1972 and is registered as a professional engineer in California and Virginia. Wayne S. Mattsonreceived his B.S. degree in mechanical engineering from Western New England College in 1972. Following graduation he attended Naval Officer Candidate School and was subsequently assigned as a project officer to COMOPTEVFOR where he was responsible for technical and operational test plans their execution and final equipment appraisal. Following a tour as engineering officer aboard the USSNespelen (AOG-55) he was assigned as commissioning MPA aboard the USSElliot (DD-967) the fifthSpruanceclass destroyer. For the past six years he has been employed by Solar Turbines Incorporated in program management within the advanced development department. He is currently

There is a great deal of emphasis currently in the Navy on the issues of reliability and maintainability. If a system or component is out of commission, it obviously cannot perform its mission. Thus, systems and components must be reliable, with low failure rates, and maintainable, with short repair times when the system does become inoperable. To be effective, these attributes must be incorporated into new ship systems early in the design stage. The Rankine cycle energy recovery (RACER) system is a heat recovery steam cycle designed to recover energy from the exhaust of an LM2500 gas turbine for augmentation of a ship's propulsion system. The RACER system provides several advantages to a gas turbine powered ship, one of which is improved fuel efficiency for significant annual fuel savings. This saving does not come free, however, since, in general, any additional system installed in the ship will have some maintenance requirements. In keeping with the Navy's current emphasis, a key philosophy in the design of the RACER system has been to minimize this maintenance burden. After a brief description of the RACER system and its design philosophy, the techniques being used during the design phase to minimize the maintenance burden on the fleet are presented. Trade-off studies concerning acquisition versus life-cycle costs, including fuel and maintenance costs, are discussed. Innovations incorporated into this state-of-the-art system are reviewed with an emphasis on design for affordability.

关键词： COGENERATION PLANTS

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AN ADVANCED METHODOLOGY FOR PRELIMINARY HULL FORM DEVELOPMENT

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NAVAL ENGINEERS JOURNAL 1984年第4期96卷 147-161页

作者： LIN, WC DAY, WG HOUGH, JJ KEANE, RG WALDEN, DA KOH, IY Wen-Chin Lin:heads the Ship Powering Division at the David Taylor Naval Ship R&D Center (DTNSRDC). Dr. Lin received his B.S. degree in mechanical engineering from the National Taiwan University in 1957. He was awarded his M.S. degree in naval architecture and Ph.D. in engineering science from the University of California at Berkeley in 1963 and 1966 respectively. From 1966 to 1969 he was employed by ESSO Research and Engineering Company to conduct marine hydrodynamic research for oil tankers and offshore structures. Since joining DTNSRDC in 1969 he has actively conducted and directed hydrodynamic research to advance naval ship design technology and improve ship performance. Active in national and international symposia on ship hydrodynamic research he is recognized for contributions to the ship research community. For the past six years he has been a member of the Performance Committee of the ITTC and currently serves as secretary of the committee. He is a member of SNAME and the Society of Naval Architects of Japan. William G. Day Jr:. has been employed as a naval architect at the David Taylor Naval Ship R&D Center since receiving a B.E.S. degree from the Johns Hopkins University in 1966. He obtained an M.S. E. degree from George Washington University in 1971. As Head Design Evaluation Branch of the Ship Performance Department he is responsible for model experiments to evaluate the hydrodynamic performance of ships and propulsors. He is a member of ASNE and SNAME. In-Young Koh:received his B.S. and M.S. degrees in electrical engineering from Lowell University in 1969 and 1971 respectively and his Ph.D. in applied mechanics from Rensselaer Polytechnic Institute in 1976. Dr. Koh joined DTNSRDC as an electronic engineer specializing in the application of advanced instrumentation and computer techniques to ship research and design. He is currently engaged in research and development of active control systems for naval ship applications. Dr. Koh is a member of ASNE SNAME and IEEE. David Andrew Walden:is

A ship design methodology is presented for developing hull forms that attain improved performance in both seakeeping and resistance. Contrary to traditional practice, the methodology starts with developing a seakeeping-optimized hull form without making concessions to other performance considerations, such as resistance. The seakeeping-optimized hull is then modified to improve other performance characteristics without degrading the seakeeping. Presented is a point-design example produced by this methodology. Merits of the methodology and the point design are assessed on the basis of theoretical calculations and model experiments. This methodology is an integral part of the Hull Form Design System (HFDS) being developed for computer-supported naval ship design. The modularized character of HFDS and its application to hull form development are discussed.

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DESIGN FOR NEW-JERSEY, IOWA, AND DES-MOINES MODERNIZATION

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 25-38页

作者： SIMS, PJ EDWARDS, JR DICKEY, RL SHULL, HS Philip J. Sims:graduated from Webb Institute in 1971 and went to work for the Advance Design Branch of the Naval Ship Engineering Center. He was part of the FFG-7 design team in 1972. The 1973–75 years were spent developing automated early-stage aircraft carrier design procedures and performing carrier design trade-off work in support of the CVV design. He returned to school in 1976 for a masters at M.I. T. The 1977–80 period was spent updating the Navy's destroyer-cruiser early-stage design procedures and performing studies for the CGN-42 reserve FFX and DDX (later DDG 51) projects. Also during this period he was team leader on concept formulation (CONFORM) studies of new ships such as a heavy combatant and a low detectability ship. From 1981 to early 1983 Mr. Sims was Design Integration Manager for the BB-62 and Ship Design Manager for the BB-61 and CA-134. He is presently principal naval architect for the FFX study and also works on the NA TO frigate effort. James F. Edwards Sr:.is the Technical Director Ship Analytics Inc. Washington D.C. Operations and was the Ship Design Manager for the battleship USSNew Jerseyprior to his departure from NAVSEA in August 1983. He joined the U.S. Navy Reserves in 1954 and served on active duty from 1957 to 1960. From 1961 to 1963 he worked for McLaughlin Research Corporation as a section head in the drafting department. From 1963 to 1966 he worked for the Vitro Corporation of America in the Terrier (surface missile systems) Department. In 1966 he participated in the contract design of the first shipboard integrated digital ASW Command and Control system while working for the Stanwick Corporation. In 1967 Mr. Edwards accepted a position at NAVSHIPS in the Combat System Integration Division. In 1974 he transferred to what is currently NAVSEA's Hull Design Division. In 1980 Mr. Edwards was designated as the Battleship and Heavy Cruiser General Arrangements Task Leader and subsequently served as the Hull Task Group Manager the Ship Configuration Control Manager and fina

In reactivating the battleship New Jersey , the Navy faced three major problems. The baseline data on the ship was not readily available or reliable, a new generation cruise missile armament was proposed, and the ship delivery schedule was very tight. After doing a feasibility study, system design engineers were taken onboard the mothballed ship to resolve the design problems. Being on the ship allowed an intensive effort and immediate reference to the actual ship configuration. The tools used to control this effort were a ship check plan, a ship check form and the master arrangement drawing. Simultaneously with the design effort, a repair scoping effort was conducted. The design evolution and solutions to the major problems are described. The results of the New Jersey effort are shown with sample documentation, the ship characteristics and the downstream design effort. The Iowa was the next ship to be modernized. The top level requirements were the same as New Jersey's but new problems were encountered. More options were investigated which diverted attention from the basic effort. A fundamental difference was the Iowa had not had a 1968 reactivation as the New Jersey had, so items that were repair and reactivation on the New Jersey in 1968 had to be part of the Iowa modernization. A major influence on the Iowa design process was that a complete set of specifications for a private yard bid had to be developed. The next effort was to install the same New Jersey modernization payload on a Des Moines class heavy cruiser. Heavy cruisers are large ships but significantly smaller than battleships and much closer to their naval architectural limits of weight and center of gravity. They have much less topside area than the battleships, and the new payload was very topside space consuming. The cruisers are also much more restricted in internal volume. Two feasibility studies were conducted. One resolved volume problems but approached the weight and center of gravity limits.

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THE NO FRAME CONCEPT - ITS IMPACT ON SHIPYARD COST

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 218-232页

作者： NAPPI, NS WALZ, RW WIERNICKI, CJ Natale S. Nappi:graduated from City College of New York in 1954 with a B.S. degree in civil engineering and received his M.S. in civil engineering from the Polytechnic Institute of Brooklyn in 1959. He began his professional career in 1954 at the New York Naval Shipyard as a naval architect (structures) performing detail structural design and fabrication studies for CVAs LPDs DDs and CGs and eventually became a supervisory naval architect (structures). From 1965 to 1973 he was a member of the staff of the Computer-Aided Design Division at the David Taylor Naval Ship Research and Development Center (DTNSRDC). As such he was involved in the development of the computer structural design tool the SSDP (in association with Frank M. Lev) and automated detail design programs (CASDOS). His current position is Senior Naval Architect Consultant in the structural integrity group of the Ship Structures Division Structures Department DTNSRDC. Mr. Nappi is the author and co-author of numerous technical papers and reports covering a wide spectrum of topics such as automated structural design process design for producibility and survivability material weight and cost trade-off studies and structural weight determination for high performance ships (i.e. SES SWATH HYSWAS). He has lectured on the subjects of design for survivability and ship structures at the Naval Post Graduate School and MIT. He is a member of ASNE ASCE U.S. Naval Institute Sigma Xi and is a registered Professional Engineer in the State of New York. Mr. Nappi was a member of the NAVSEA working commitee for the computer supported design planning effort and is currently a member of the DTNSRDC ASSET Advisory Committee. Ronald W. Walz:graduated in 1974 from Pennsylvania State University with a B.S. degree in civil engineering. He began his professional career in 1974 at the David Taylor Naval Ship Research and Development Center as a structural engineer in the structural design concepts group of the Ship Structures Division Structures Department.

A proposed cost effective alternative to current U.S. Navy structurally configured hulls is presented in this paper. This proposed design for producibility concept involves the elimination of structural stanchions and transverse web frames. The potential impact of this “no frame” concept on structural design, weight and construction and material costs for naval surface frigates and destroyers is reflected in 1) reduced costs for the installation of distributive systems and 2) a reduced number and complexity of structural details providing a more reliable and less costly structure. This study was performed in three parts: 1) Determine the most feasible length between bulkheads without frames; 2) Using this length perform detail weight studies and construction and material costs analysis comparison on a 72-foot long hull module, with and without frames, for a FFG-7, and 3) Estimate the saving in man hours of labor on the installation of distributive systems and shipfitting for an FFG-7. For the feasible length studies on the “no frame” structural configuration, thirty-seven strength, weight and vertical center of gravity studies were performed on two ship classes; twenty-two on the FFG-7 class and fifteen on the DD-963 class. The detailed weight studies and construction and material cost analyses were conducted for FFG-7 “no frame” and “as built” modules. Results indicating the “no frame” concept module was 6.8% heavier and 14.8% less costly than the “as built” module. For the impact of an FFG-7 “no frame” structurally configured hull on the cost of labor required for the installation of distributive systems and for other functional work such as ship fitting, welding, and electrical, this study indicated a reduction of 169,206 labor hours per ship, representing 7.12% of the total required man hours to fabricate an FFG-7 class ship. With the employment of the “no frame” concept, certain areas of significant concern and potential risk were addressed. These include: 1) t

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THE SURFACE EFFECT CATAMARAN - PROGRESS IN CONCEPT ASSESSMENT

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NAVAL ENGINEERS JOURNAL 1983年第3期95卷 301-311页

作者： WILSON, FW VIARS, PR ADAMS, JD Fred W. Wilson:received his B.A. degree from the Virginia Polytechnic Institute and State University in 1967 and his M.A. degree from the University of Tennessee in 1971. Mr. Wilson has been involved with air-supported vehicle technology at the Aviation and Surface Effects Department of the David Taylor Naval Ship Research and Development Center since 1967. Until 1979 Mr. Wilson was with the Surface Effect Ship Division and participated in early SES development the SES-100A and -100B trials and in the 3000-ton SES program. Since 1979 Mr. Wilson has been in the Program Development Office participating in aircraft programs as well as the current twin-cushion surface effect ship (Surface Effect Catamaran) program. Philip R. Viars:graduated from the University of Cincinnati with a B.S. in Aerospace Engineering in 1974. He received his M.S. in Ocean and Marine Engineering from George Washington University in 1980. Since 1972 Mr. Viars has worked in the Aviation and Surface Effects Department at the David Taylor Naval Ship Research and Development Center (DTNSRDC). While at DTNSRDC Mr. Viars has participated in model and full-scale experimental programs focused on simulation. Mr. Viars is recognized as the Center expert in SES stability and performance having participated in most of the manned Navy SES testcraft evaluations. Since 1981 Mr. Viars has been in the Program Development Office where he has worked on the twin-cushion surface effect ship (SECAT) and other programs. John D. Adams:received his B.S.E. in 1972 from the University of Michigan School of Naval Architecture and Marine Engineering. He has spent seven years in Marine engineering research Marine systems design and development and dynamic tow tank testing and data analysis. Mr. Adams is currently responsible for the Maritime Dynamics Inc. field operation at the U.S. NavySES Test Facility (SESTF) Patuxent River Maryland. On-site responsibility has been the design development and manned testing of active ride control systems for the U.S. NavyXR-

The surface effect catamaran incorporates twin high length-to-beam cushions to support a low length-to-beam platform. The performance characteristics of the resulting vehicle, i.e., the resistance and head sea motions, are equivalent to a higher length-to-beam surface effect ship. The high lateral stability which results from the widely spaced hulls and cushions of the surface effect catamaran provides several advantages not inherent in conventional surface effect ship configurations. These advantages are manifested by high cross-structure height and reduced structural loads without reduction in static or dynamic roll stability. For an 800-ton ship the widely spaced cushions provide a capability of controlling off-head sea types of motions and the virtual elimination of green water over the deck up through Sea State 6. Model tests have validated cushionborne and hullborne resistance computer prediction programs. Head sea motions tests have justified the use of high cross-structure height to minimize high slam types of structural loads. Preliminary design and model tests indicate the potential for the surface effect catamaran to operate as an open ocean ship in smaller sizes than heretofore thought possible. In addition, its planform and large volume provides pay-load capabilities of much larger ships.

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THE STRUCTURAL SYNTHESIS DESIGN PROGRAM - ITS IMPACT ON THE FLEET

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NAVAL ENGINEERS JOURNAL 1983年第3期95卷 87-99页

作者： WIERNICKI, CJ GOODING, TG NAPPI, NS Mr. Christopher J. Wiernicki:graduated from Vanderbilt University in 1980 with a B.E. degree in Structural Engineering. Upon graduation he began his professional career at the David Taylor Naval Ship Research and Development Center. As a structural engineer in the Surface Ship Structures Division Mr. Wiernicki was responsible for developing improved methods and procedures for designing and evaluating structural systems for surf ace combatants. Specific projects included design for producibility development and evaluation of automated ship structural design methods and participation in the structural design of the CG 49 Cruiser and the current DDG 51 Destroyer. In 1982 Mr. Wiernicki received his M.S. degree in Ocean Engineering from George Washington University. Mr. Wiernicki is a recipient of the SNAME 1982-82 Graduate Scholarship and is currently doing post graduate work in Naval Architecture at Massachusetts Institute of Technology he is a member of ASNE SNAME ASCE and Chi Epsilon. Mr. Thomas G. Gooding:graduated in 1975 from the University of Michigan with B.S. degrees in Oceanography and Naval Architecture. After graduation he began his professional career at the Naval Ship Engineering Center (NA VSEC) as a structural engineer. From 1975 till 1978 Mr. Gooding worked in the area of ship dry docking and was the structural task leader on the complex overhaul ofUSS Long Beach (CGN-9). Mr. Gooding returned to the University of Michigan to receive a M.S. in Naval Architecture in 1979. Currently Mr. Gooding is the structural task leader on the DDGX/DDG 51 program at the Naval Sea Systems Command (NAVSEA). Mr. Gooding is a member of SNAME and the Naval Institute. Mr. Natale S. Nappi:graduated from City College of New York in 1954 with a Bachelor of Civil Engineering and received his M.S. in Civil Engineering from Polytechnic Institute of Brooklyn in 1959. He began his professional career in 1964 at the New York Naval Shipyard as a Naval Architect (Structure) performing detail structural design and fabrication s

The structural design of a ship's section is a complicated, repetitive and time consuming task. With the advent of new technology, high speed computers have enabled the ship designer to accomplish in a matter of seconds what would formerly take days to accomplish by hand. The Structural Synthesis Design Program (SSDP) is a N avy developed computer-aided design tool which is used to design (or to analyze) the longitudinal scantlings for a variety of ship cross sections, consisting of any practical combinations of decks, platforms, bulkheads and materials, i.e., various steel and aluminum alloys. The final hull section design will have the lowest practical weight for the chosen geometric configuration, structural arrangements, and imposed loadings. The scantling developed by the program will satisfy all U.S. N avy ship structural design criteria. An explanation of the objective and design elements of N avy ship structures is included. The rationale behind the SSDP design philosophy is developed along with the significant program capabilities. In an attempt to highlight the influence of automated design procedures on the current naval ship design process, the effect of the SSDP on the DDG 51 destroyer structural development is addressed.

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FATIGUE RESEARCH AT PORTSMOUTH polytechnic

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INTERNATIONAL JOURNAL OF FATIGUE 1980年第2期2卷 51-54页

作者： DUGGAN, TV Department of Mechanical Engineering and Naval Architecture Portsmouth Polytechnic Anglesea Building Anglesea Road Portsmouth P01 3DJ UK

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Partially conforming plate bending elements for static and dynamic analyses

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The Journal of Strain Analysis for engineering Design 1973年第4期8卷 260-263页

作者： Ross, C.T.F. Department of Mechanical Engineering and Naval Architecture Portsmouth Polytechnic United States

Two partially conforming flat-plate bending elements have been developed for static and dynamic analyses through the principle of virtual work. One of these elements is triangular and the other quadrilateral and both have corner nodes only, with three degrees of freedom per node. By use of these elements in the matrix displacement method, the natural frequencies of vibration of a square cantilevered plate have been calculated;these calculated results have been compared with experimental results. Agreement has been found to be good, and in general, convergence appears to take place. © 1973, Institution of Mechanical Engineers. All rights reserved.

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ANALYSIS OF DYNAMIC RESPONSE CHARACTERISTICS OF A FLOW METER FOR MEASUREMENT OF PULSATING FLOW OF LIQUIDS

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MEASUREMENT AND CONTROL 1970年第9期3卷 T155-&页

作者： YOUNG, FG Senior Lecturer Department of Mechanical Engineering and Naval Architecture Portsmouth Polytechnic

An account of the design and development of a prototype flow meter for measuring the flow of liquids under transient conditions was presented by the author at the Symposium on the Measurement of Pulsating Flow at the University of Surrey, April 1970. The flow meter exhibited good transient behaviour in response to rapid flow variations and a favourable correlation existed between theoretically predicted and experimental steady flow *** paper gives a derivation of the theory underlying the transient behaviour of the instrument and shows how the essentially non-linear equations of motion may be linearised to produce easily manageable linear equations. The good transient response characteristics are accounted for by virtue of the high value of ‘hydraulic stiffness’.

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