Two complementary field sampling methods for the determination of residual aviation gasoline content in the contaminated capillary fringe of a fine, uniform, sandy soil were investigated. The first method featured fie...
Two complementary field sampling methods for the determination of residual aviation gasoline content in the contaminated capillary fringe of a fine, uniform, sandy soil were investigated. The first method featured field extrusion of core barrels into pint-size Mason jars, while the second consisted of laboratory partitioning of intact stainless steel core sleeves. The barrel extrusion procedure involved jar headspace sampling in a nitrogen-filled glove box, which delineated the 0.7m thick residually contaminated interval for subsequent core sleeve withdrawal from adjacent boreholes. Soil samples removed from the Mason jars (in the field) and sleeve segments (in the laboratory) were subjected to methylene chloride extraction and gas chromatographic analysis to compare their aviation gasoline content. The barrel extrusion sampling method yielded a vertical profile with 0.10m resolution over an essentially continuous 5.0m interval from the ground surface to the water table. The sleeve segment alternative yielded a more resolved 0.03m vertical profile over a shorter 0.8m interval through the capillary fringe. The two methods delivered precise estimates of the vertically integrated mass of aviation gasoline at a given horizontal location, and a consistent view of the vertical profile as well. In the latter regard, a 0.2m thick lens of maximum contamination was found in the center of the capillary fringe, where moisture filled all voids smaller than the mean pore size. The maximum peak was resolved by the core sleeve data, but was partially obscured by the barrel extrusion observations, so that replicate barrels or a half-pint Mason jar size should be considered for data supporting vertical transport analyses in the absence of sleeve partitions.
Diverse large-scale sources of FGD gypsum, the plentiful waste by-product from SO 2 emissions cleanup in major industrial countries, are characterized in terms of properties including crystal form and contained impuri...
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Diverse large-scale sources of FGD gypsum, the plentiful waste by-product from SO 2 emissions cleanup in major industrial countries, are characterized in terms of properties including crystal form and contained impurities that affect commercial usability. New technology to expand FGD gypsum usage by economical conversion to alpha hemihydrate of calcium sulfate is detailed.
A turning point occurred in naval engineering in 1972 when the U.S. N avy chose to use marine gas turbines for the propulsion of its new SPRUANCE and PERRY Class ships. This paper reviews the more than twenty years of...
A turning point occurred in naval engineering in 1972 when the U.S. N avy chose to use marine gas turbines for the propulsion of its new SPRUANCE and PERRY Class ships. This paper reviews the more than twenty years of experience with turbine technology and its design integration into combat ships needed to make that decision. It is concluded that the availability of a good second generation aircraft derivative engine with proven reliability and a strong commercial base, i.e., the LM-2500, was as important to the decision as was the predicted improved ship effectiveness and cost benefits. This paper discusses improvements that can be made to the twin engine, single gear, single propeller shaft system. Focusing only on this mechanical transmission concept, it addresses the impact of possible improvements to the engine, gear, and shafting. In particular, the paper discusses current LM-2500 related R&D efforts to: (a) obtain improved part-power fuel rates, (b) integrate with a reversing reduction gear, and (c) add on a waste heat recovery steam cycle. Looking ahead to the year 2000, this paper suggests that a successor to the ubiquitous LM-2500 will appear in the 15 MW power range to provide the next step in the evolution of the twin engine package. This new naval engine will most likely be based on an aircraft core that exists at present, such that it will have demonstrated its reliability and commercial potential through many hours of testing prior to its mid-1990 marine conversion. This new engine is expected to offer improved air flow, an excellent fuel rate (approaching a flat 0.30 LB/HP-HR), and effective maintenance monitoring, all at some expense in size, weight, and cost. The year 2000 engine will burn a liquid hydrocarbon fuel similar to JP-5 because of its aircraft origins. Combined with advances in gear and shafting technology, the full twin engine propulsion system of the year 2000 should be markedly lighter, smaller, and more efficient than today's units.
作者：
AILOR, W.H.LINDBERG, R.I.William H. Ailor has been a member of the Chemical Metallurgy Section of the Metallurgical Research Division
Reynolds Metals Company for six years. Educated in chemistry and chemical engineering at the University of Tampa Florida and North Carolina State College. He is Task Force chairman of the ASTM B-3/V1 1957 20-Year Test Program for the atmospheric corrosion of metals secretary of ASTM Committee B-3 and is a member of the Electrochemical Society and the National Association of Corrosion Engineers. He formerly taught diesel engineering at North Carolina State College. He is a lieutenant commander in the Naval Reserve. During World War II he served as engineering officer afloat and later as commanding officer of USS PC 616 and USS Belet (APD-109). Recalled to service in the Korean conflict he served 17 months as executive officer of the USS Robinson (DD 562). He is in the active reserve and formerly was commanding officer of Surface Division 6–42 in Jacksonville Fla. Currently he is training officer of MSTS Co. 5-1 in Richmond Va. R. I. Lindberg is a corrosion engineer in the engineering services department of Reynolds Metals Company. Author of several papers on corrosion in marine environments
Mr. Lindberg is a member of the National Association of Corrosion Engineers. Prior to joining Reynolds in 1959 Mr. Lindberg was director of corrosion research for A. M. Byers Co. Pittsbugh Pa. Mr. Lindberg graduated from the University of Cincinnati in 1939 with B. S. and Ch. E. degrees. He took post graduate work at Purdue University receiving a Master of Science degree in 1942.
作者：
SINGERMAN, HAROLD H.KINNEY, EDWARD T.Mr. H. H. Singerman is Head of the Fluid Processes Branch of the Annapolis Division of the Naval Ship Research and Development Center. A native of Massachusetts
he has been at the Center since 1951. He has a B.S. in Chemical Engineering from Northeastern University and is a degree candidate for Master of Public Administration (Technology of Management) at the American University. His group is responsible for Research and Development in such diverse fields as life support in nuclear submarines analytical chemistry water treatment and control and shipboard sewage systems. He is a member of the American Institute of Chemical Engineers. Mr. E. T. Kinney
a native of Grand Rapids Michigan earned his Bachelor of Science degree with honors in Civil Engineering from Michigan State University in 1952. After a brief stint as an assistant county engineer in Michigan he began his career with the Bureau of Ships as a Naval Architect in the Hull Design Training Program in September 1952. Mr. Kinney is currently a Project Coordinator in the Propulsion Power and Auxiliary Systems Division (SEC 6151) of NAVSEC where he is responsible for auxiliary and landing ships deep submersible vehicles and the NAVSEC Environmental Pollution Control Program. He is a member of the board of directors of the Federal Conference of Sanitary Engineers Panel M-17 of SNAME and Tau Beta Pi Engineering Honor Society.
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