Showing posts with label Engineering. Show all posts
Showing posts with label Engineering. Show all posts

Sea Water Through Sea Water Reverse Osmosis Engineering Essay

This paper evaluates the use of energy recovery devices in sea water reverse osmosis. A Pressure exchanger is theoretically compared to other energy recovery configurations resulting in an energy recovery of around 60%. A test rig was implemented by first creating a CAD model of a pressure exchanger on solid edge, manufacturing it and implementing it in a small scale reverse osmosis system. Future work includes fixing minor defects with the test rig in order to carry out experimentation.

Key Words: Reverse Osmosis, Energy Recovery, Pressure Exchanger

Fresh water is defined as containing less than 1000 mg/L of salts or total dissolved solids (TDS). Above 1000 mg/L, properties such as taste, color, corrosion propensity, and odor can be adversely affected. [1]

With reference to fig. 1, The U.S. Geological Survey found that 97% of Earth’s water is located in the ocean, the remaining 3% makes up for the fresh water composition. Out of this 3%, around 2% of it is located in the ice caps and glaciers; the remaining 1%t includes surface water which comprises of swamps, lake and rakes. The remaining percentage is made up of brackish water, slightly salty water found as surface water in estuaries and as groundwater in salty aquifers. [1]

Today, the production of potable water has become a global challenge. With reference to fig. 2 projected population growth and demand exceed conventional available water resources. At present, around 1 billion people are without access to clean drinking water and approximately 40% of the world population lives in water shortage regions. [2]

Increasing demand & decreasing supply of water has led to ideas such as water conservation and water transfer or dam construction being implemented although they are still not sufficient to cope up with the population growth. Misuse or overuse of traditional fresh water resources such as lakes, rivers, and groundwater result in them either diminishing or becoming saline. At present due to global development, the introduction of few new water resources are available to support daily clean drinking water needs. The facts indicated above clearly show us that salt water desalination has emerged as the prime candidate to provide fresh drinking water to sustain future generations across the globe. According to a recent graph by ERI Inc., by 2016 capital expenditures for desalination will exceed 16 billion$ out of which more than 13$ is expected to be targeted for SWRO. This massive injection of finances will successfully incorporate additional clean drinking water production for all sorts of communities using conventional water treatment and fresh water resources. [3], [4], [5], [6], [7], [8]

A solvent moves from an area of low solute concentration, through a membrane, to an area of high solute concentration through osmosis. The movement of a pure solvent to equalize solute concentrations on each side of a membrane generates a pressure and this is the "osmotic pressure." With reference to fig 3. applying an external pressure to reverse the natural flow of pure solvent, thus, is reverse osmosis. [10]

Fig. 4 represents a typical reverse osmosis system which comprises of a high pressure pump and a membrane. The High pressure pump pressurizes sea water through a reverse osmosis membrane at pressure of approximately 60 bar as this is what’s needed in order to overcome the osmotic pressure. 40% of the flow from the membrane results as fresh water output while the remaining 60% is concentrated brine that is rejected with a great pressure loss. This pressure loss is fed back to the system using energy recovery devices which are detailed in 1.4.

The energy consumption still remains the major operational cost component due to the high pressure pumps required to feed water to the RO process. These pumps are responsible for more than 40% of the total energy costs [2]. Reducing energy consumption is, therefore, critical for lowering the cost of desalination and addressing environmental concerns. [9]

Before the concentrate stream is sent for disposal, pressure from the stream is recovered by passing it through an ERD. When an ERD is used, a fraction of the feed must bypass the primary high-pressure pump and a booster pump is used to account for pressure losses in the RO membrane modules, piping, and ERD. The fraction of power recovered depends on the type and efficiency of the equipment used. [11]

Greenlee et al. (2009) & Wang et al. (2004) discussed the two broad classes of ERDs. Class I devices use the hydraulic energy of the RO concentrate by first converting the energy to centrifugal mechanical energy and then back to hydraulic energy. This is a two-step process. Class II devices use hydraulic power to cause a positive displacement within the energy recovery device and this transfers the hydraulic energy directly in a one step process. [12]

Stover (2007) provided a detailed description of Class I Centrifugal ERDs (such as the pelton wheel, reverse running turbine pump and turbo charger). They are limited in capacity and are usually optimized for narrow flow and pressure operating conditions. Initially, Francis turbines were applied, but they were replaced by pelton turbines that operated at higher efficiency in high-head applications and provided a maximum possible efficiency of 90% [13] Oklejas (2005) mentioned the turbo charger consists of an impeller and turbine on the same shaft, this is typically used in smaller capacity RO installations as its efficiency ranges from 55% to 60%. [14].

Mirza (2008) discussed mechanically coupled reverse running turbine pump that have efficiencies in the range of 75% to 85%. For the submersible generator type, the overall efficiency is in the 62% to 75% range. Therefore, this type of ERD is not suitable for a low flow range. [16]

At present, most of the desalination plants use a Class II type of ERD namely a pressure or work exchanger that can achieve efficiencies greater than 95% (Greenlee et al. 2009). The PWE transfers the hydraulic energy of the pressurized RO concentrate stream to the RO feed water stream. [13],[15] PWE systems can be categorized as two types: those that provide a physical barrier (piston) between the RO concentrate stream and feed side of the system, such as a Dual Work Exchanger Energy Recovery (DWEER), and those without a physical barrier such as a Pressure Exchanger (Cameron and Clemente 2008; Mirza 2008). In the case of a DWEER, the system is based on moving pistons in cylinders which is well suited for a wide range of water viscosities and densities, but results in a large foot print (Mirza 2008). A Pressure exchanger device has higher efficiency since no transformational losses occur in the device, higher capacity is achieved by arranging several devices in series. Disadvantages include limited flow rates, high noise levels requiring a sound abatement enclosure (Mirza, 2008) and the degree of mixing that occurs between the feed water and concentrate stream. A feed salinity increase of 1.5%e3.0% caused by such mixing will increase the required feed pressure for the RO system (Wang et al. 2005). [16],[17]

M. Barreto et. al. (2010) worked on a RO kinetic energy recovery system which is in the form of a closed loop. feed water accumulated in one of the pressure exchangers is pressurized with a high pressure pump (HPP) by making a closed circuit between the membrane output and the reverse osmosis module input, where a water tank (pressure exchanger) and a booster pump are fitted into the line. It also consists of inertia valves, expansion bladder. The water entering or leaving them, which must be pressurized or depressurized, is always in continual motion to avoid unnecessary consumption of kinetic energy that arise from stops in the operation . Certain advantages include: Reduced specific energy consumption & total cost, 97% energy efficiency, reduced capacity of the HPP, Decrease in the amount of antiscalant needed and low mixing percentage between seawater and brine in the isobaric chamber. [5]

Xiaopeng Wang et. Al. (2010) worked on a positive displacement (PD) ERD known as the FS-ERD that was mainly composed of three portions, a rotary fluid switcher, two pressure cylinders and a check valve nest. The rotary fluid switcher was the core component that consisted of four joint ports and two working phases similar to a two position four-way valve. When the FS-ERD accomplishes its pressurizing stroke (and also the depressurizing stroke), the switcher would rotate to working phase II at a low speed of 7.5 rpm driven by motor, which denotes that the stroke modes in cylinders are alternated to each other. The switcher accomplishes its phase change by rotating its multi-channel rotor around the switcher's shell. Single alone and parallel operation (Flow rate and pressure fluctuations) tests showed that the parallel operation of two sets of ERDs can not only extend the capacity of the system but also remarkably improve the stability and continuity of the working streams to and from the ERDs. The maximum recovery efficiency achieved is 95%. The long contact time (20 to 60 seconds) between the brine and seawater in the isobaric chambers results in some intermixing, resulting and an increase in the membrane feed salinity of up to 1.5%. [18]

From the literature review it is clear that isobaric ERDs deliver higher efficiency than centrifugal devices, but centrifugal devices are generally better characterized and are easier to maintain and operate. Rotary isobaric devices provide a unique combination of isobaric and centrifugal features with high energy transfer efficiency, no maintenance, and easy operation

The pressure exchanger comprises of a Rotor (the only moving device) that rotates about a longitudinal axis and has a plurality of continuous rotor channels having openings on each rotor end face arranged around the longitudinal axis of the rotor with the rotor channels communicating with the connection openings of the housing via flow openings formed in the housing such that during the rotation of the rotor the rotor channels alternately carry high pressure liquid and low pressure liquid from the respective first and second liquid systems. This is enclosed in housing along with hydrodynamic bearings. On either side of the rotor, end covers are fixed with inlet and outlet connection openings for each liquid. The end covers and rotor are enclosed in a sleeve. [13]

With reference to Figure 3, Low pressure sea water enters the pressure exchanger and fills rotor, this sea water is then exposed to high pressure concentrate from the membrane. Pressure transfers directly from the concentrate to the sea water inside the rotor ducts. Spent concentrate leaves the rotor ducts as it gets pushed out by low pressure sea water. The ducts of the rotor functions like a carousel charging and discharging. Water around the narrow gap in the rotor serves as a lubricant. [13]

In the design stage for inlets into the rotor channels, the flow ratios are based on velocity triangle diagrams in which the circumferential component c u generates a driving torque for the rotor as a momentum force. This circumferential component is designed to be larger than the circumferential velocity U of the rotor. The rotor inlet edges formed between the openings of the rotor channels with the wall surfaces which follow in the direction of flow are constructed so that the resulting relative flow of the rotor is received without impact by the rotor channels and is deflected in the direction of the rotor channel length.

Such a design of the inlet of the rotor channels also includes the advantage that when there is a change in volume flow, the triangle diagram of the velocity at the inlet of the rotor channels undergoes an affine change, i.e., the circumferential component c u changes to the same extent as the oncoming flow velocity c of the liquid. Thus the driving torque acting on the rotor also increases, leading to an increase in the rotor rpm. With an increase in rotor rpm, the frictional moment acting on the rotor and having a retarding effect also increases. Due to the linear relationship between the driving torque M I which increases with an increase in the circumferential component c u and the frictional moment M R which increases in proportion to the rotational speed, the circumferential velocity of the rotor is always established so that the triangle diagrams of the velocity conditions which prevail at the rotor inlet are similar for all volume flows. There is thus a self-regulating effect which guarantees the condition of impact-free oncoming flow for each volume flow established. The rotational speed of the rotor is thus corrected based on the congruent velocity triangle diagrams and an impact-free oncoming flow of the rotor channels for volume flows of the main flows that are altered due to system conditions.

A rotor is constructed in multiple parts, whereby a rotor part having straight rotor channels on its end faces is provided with one or two incoming flow plates, and inlet openings and/or downstream channel beginnings which make the channel flows uniform are arranged in the incoming flow plates.

Rotor channels having a trapezoidal cross section are arranged so they are axially parallel to and concentric with the axis of rotation of the rotor , with wall surfaces designed as webs running radially between the rotor channels extending between the rotor channels. The openings in the rotor channels arranged on the end face of the rotor have additional rounded surfaces on their radially outer corners in the manner of inclined surfaces that widen diagonally outward, so that each opening is slightly enlarged.

Opposite the openings of the rotor with its axially parallel rotor channels, The velocity triangle diagram for a liquid flowing into the rotor, comprising velocity vectors U, w and c, where the arrows indicate the directions and the magnitudes of the various velocities, where:

U=circumferential velocity of the rotor

w=relative flow in the opening upstream from the rotor channel

c=absolute flow of the liquid flowing out of the housing and to the rotor, where:

c u =circumferential component of the absolute flow and

c x =axial component of the absolute flow,

?c u =driving velocity for the rotor=c u -U

a=angle of flow of the absolute flow c

ß=angle of flow of the relative flow

The flow to the rotor 1 is passed through a housing part opposite the rotor (not shown) which is opposite the rotor so that the flow in the stationary reference system strikes the rotor 1 as an absolute flow c at the angle a. The rotor 1 rotates with the circumferential velocity U and accordingly the relative flow w strikes it at the angle ß. The circumferential component c u of the absolute flow c is greater by ?c u than the circumferential velocity U of the rotor, thus ensuring the required driving torque of the rotor.

Because of the relative oncoming flow angle ß, which is different from zero, the oncoming flow of the rotor channels in the relative system is not free of impact. Consequently, separations in the form of eddies are constantly developing in the openings in the rotor channels and as a result an irregular velocity profile is established within the flow in the remaining path of the rotor channels. These irregular velocity profiles lead to the mixing problems.

(Kochanowski, 2007)

Reverse osmosis systems consisting of a pressure exchanger, pelton turbine and no energy recovery device have been analyzed below. Block diagrams of each energy recovery device had been constructed to asses and analyze the forces acting on the fluid.

The fluid flow through the rotor channels is viscous.

Mixing occurs in the rotor channels

Eg. Efficiency =

Mixing =

A

B

C

D

E

F

G

H

m3/day

130

111

19

111

130

13

117

117

bar

2.5

2.5

62.0

59.8

62.0

0.0

60.4

2.0

ppm

35,000

35,000

35,000

35,436

35,616

200

39,551

39,137

Fresh Water Output

13 m3/day

Membrane recovery rate

10%

Membrane feed pressure

62.0 bar

Membrane differential pressure

1.6 bar

Pressure Exchanger Low Pressure discharge pressure

2.0 bar

Feedwater salinity

35,000 mg/l

Motor frequency

50Hz

Cost of power

0.10 $/Kwh

High pressure Pump efficiency

90%

High pressure Pump motor efficiency

87%

Booster pump efficiency

48%

Booster pump motor efficiency

88%

Booster pump VFD efficiency

97%

Pump efficiency

90%

Motor efficiency

87%

Power consumed

1.7 KW

Pump efficiency

48%

Motor efficiency

88%

VFD efficiency

97%

Power consumed

0.7KW

Unit flow

4.9 m3/hr

Lubrication per array

0.2 m3/hr

Lubrication flow

5%

Differential pressure High Pressure side

0.6 bar

Differential pressure Low Pressure side

0.5 bar

Efficiency

93.7%

Mixing at membrane feed

1.8%

Operating capacity

71.6%

Power Savings

9.0KW

Estimated CO2 Savings

47tons/year

Specific power consumption

kWh/m3

4.34

Power cost saved with the pressure exchanger

$/year

7,913

Recovery

10%

Membrane differential

bar

1.6

A

C

F

G

m3/day

130

130

13

117

bar

2.5

60.9

0.0

59.3

mg/l

35,000

35,000

200

39,551

Mechanical energy recovered

0.0 KW

HP pump shaft power

15.4 KW

Motor shaft power

15.4 KW

Motor electrical power

17.2 KW

HP Pump efficiency

57%

HP Pump motor efficiency

90%

Net transfer efficiency

57%

Total power consumption

17 KW

Specific power consumption

31.75 KWh/m3

A

E

F

G

H

m3/day

130

130

13

117

117

bar

2.5

60.9

0.0

59.3

0.0

mg/l

35,000

35,000

200

39,551

39,551

Turbine efficiency

56%

HP Pump efficiency

57%

HP Pump motor efficiency

90%

Net transfer efficiency

32%

Mechanical energy recovered

4.5KW

HP pump shaft power

15.4KW

Motor shaft power

10.9KW

Motor electrical power

12.2KW

Recovery

10%

Membrane differential

1.6 bar

Total power consumption

12 KW

Specific power consumption

22.47 KWh/m3

Power saved with Pressure Exchanger

18.13 KWh/m3

81%

Cost saved with Pressure Exchanger

8,604

Based on the tabulated values give above a certain set of trends and variations can be observed

Considering all the aspects taken into account for the direction of this project it seems the results obtained are viable.

With reference to fig 22. as the recovery rate increases the brine concentration, and the membrane flow is insufficient to remove the salts that deposit on the membrane surface. This in turn increases the pressure drop, thus increasing the HPP energy consumption by decreasing the efficiency of the pressure exchanger.

With reference to fig. 23, the pressure drops and viscous friction associated with the pressure exchanger can be explained

The pressure of the feed water flowing from the Pressure exchanger is slightly lower than the pressure of the brine fed to it.

Similarly, the pressure at the brine outlet of the Pressure exchanger is slightly lower than the pressure at the feed water inlet.

With reference to fig. 24, as the flow rate increases, the mixing that takes place between the high pressure sea water exit of the pressure exchanger and the sea water pressurized by the high pressure pump reduces.

Mixing is one of the biggest issues in a pressure exchanger design even though trapezoidal channels are employed.

With reference to fig. 25, the rotor sits on hydrodynamic bearings. Around the rotor a narrow gap filled with water serves as lubrication that helps it spin at a constant rate of approx... 1200 rpm. At a higher flow rate the amount of lubrication provided to the hydrodynamic bearings reduces and settles to around 3.5% at around 200 m3/day

With reference to fig. 26, fig. 27, fig. 28 and fig. 29 the amount of energy recovered by the pressure exchanger is almost 30% more than what a conventional pelton turbine can achieve followed by a saving of almost 60% in a system with no energy recovery device. The high pressure pump accounts for almost 70% of the energy in the reverse osmosis process, introducing a pressure exchanger reduces the energy consumption as compared to any other system. Lower flux rates and lower recovery rates generally result in lower system energy consumption. Fitting a pressure exchanger in plants without any energy recovery would result in massive savings/year. This would even encourage new businesses and would eventually lead to water abundance!

As the recovery ratio increases, the power cost saved decreases; an optimal system would function at 40% recovery.

With reference to fig. 30, The limit is 80%; past that a trend is observed where in the pressure exchanger efficiency is lesser than that of the pelton wheel for higher recovery ratios.

The two most important measures of energy recovery device performance are energy transfer efficiency and concentrate-feedwater mixing, both of these have been met at a very high scale using the pressure exchanger energy recovery device.

Compared to older energy recovery systems, RO systems consume 15 to 35% less power with pressure exchangers

Reduced High pressure pump consumption and system power consumption drop.

A restricted operating range and mixing of the two liquids found in the rotor channels during operation.

7 Conclusions

The global water crisis has reached such a stage where action is needed right now. This paper looks into recovering energy for a typical reverse osmosis in order to make it more affordable and efficient. From the results presented above it is quiet clear that the pressure exchanger fulfils what has been mentioned.

From the literature review, we gather key information about the different types of energy configurations used. It was necessary to understand how a reverse osmosis system works. Each part in detail. Assume certain parameters and calculate system outputs.

A block diagram of the reverse osmosis system with 3 different energy recovery configurations was drawn. Certain parameters regarding efficiency, feed pressure...etc were assumed. Next these inputs values were fed into the system, a set of equations were used in order to calculate flow, pressure...etc at each point and ultimately the system power consumption and performance. The analysis shows that the pressure exchanger recovery system recovers almost 95% of the energy wasted in the brine.

To further investigate this proposal, a CAD model of the pressure exchanger was built in CAD, drawings were obtained and it was manufactured using acrylic. A household reverse osmosis unit was purchased for testing. Obtaining experimental results from the test rig would be ideal to validate the theoretical results. A real life model would include losses as well which would provide useful insight.

A CAD model of the pressure exchanger was created in solid edge; drawings for each part were produced and handed over to the workshop where manufacturing took place using acrylic.

A rod was purchased to be inserted through the apparatus. On either end covers pipe fittings for the LP, HP Sides were connected.

Silicon Glue was used to place the parts in place.

The system would be tested out by measuring the flow, pressure and salinity at each point. This would be later validated by the theoretical results obtained.

A reverse osmosis system consisting of a pressure exchanger was modeled as shown in figure 5, 6 and 7.

Perform experimentation and obtain values for pressure, flow rate and salinity at each point.

Install fluid bearings (hydrodynamic) to the pressure exchanger model.

Replace the existing pipes and fittings with larger diameter counterparts.

First of all I would like to thank my supervisor Dr. Sarim for not only being a great supervisor but for being a great friend. Mr. Mohamed the lab technician also deserves a special note as it was with him that the test rig was able to be set up. Credit goes out to my colleagues for guiding me in case of any hurdle faced.



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The Submarines Underwater Vehicles Engineering Essay

 


In the beginning, submarines were introduced with the sole purpose of fighting wars. Submarines were extensively used in World War I and II. Military usage range from protecting aircraft carriers, for blockage running for patrolling a country’s boundaries and many more. Nowadays, the use of submarine has widely increased including marine science, salvage, exploration and facility inspection or maintenance. Submarines can also be used as search and rescue, undersea cable repair and even for tourism and academic research.


Like all surface ships, submarines are in a positively buoyant condition using Archimedes Principle of buoyancy which weighing less than the volume of the water displace if it fully submerges. In order to submerge hydrostatically, a ship must have negative buoyancy either by increasing the weight of the ship or decreasing its displacement of water. To control this, ballast tanks is used which can be filled with outside water or pressurized air.


Submarines use Main Ballast Tanks (MBTs) that use the forward and aft tanks which are filled with water to submerge, or filled with air to surface. Under submerged conditions, MBTs generally remain flooded, which simplifies their design, and on many submarines these tanks are a section of interhull space. Submarines use smaller Depth Control Tanks or DCTs, also called hard tanks due to their ability to withstand higher pressure for more precise and quick control of depth. Depth control tanks can be located either near the submarine's center of gravity or separated along the submarine body to prevent affecting trim.


The water pressure on submarine's hull can reach 4 MPa (580 psi) for steel submarines and up to 10 MPa (1,500 psi) for titanium submarines during submerged while interior pressure remains relatively unchanged.This difference results in hull compression, which decreases displacement. As the pressure are higher water density also increases with depth but this incompletely compensates for hull compression, so buoyancy decreases as depth increases. A submerged submarine is in an unstable equilibrium, having a tendency to either fall or float to the surface. Keeping a constant depth requires continual operation of either the depth control tanks or control surfaces


Submarines in a neutral buoyancy condition are not intrinsically trim-stable. To maintain desired trim, submarines use forward and aft trim tanks. Pumps can move water between these, changing weight distribution, creating a moment pointing the sub up or down. A similar system is sometimes used to maintain stability.


The hydrostatic effect of variable ballast tanks is not the only way to control the submarine underwater. Hydrodynamic maneuvering is done by several surfaces, which can be moved to create hydrodynamic forces when a submarine moves at sufficient speed. The stern planes, located near the propeller and normally horizontal, serve the same purpose as the trim tanks, controlling the trim, and are commonly used, while other control surfaces may not be present on many submarines. The fairwater planes on the sail and/or bow planes on the main body, both also horizontal, are closer to the centre of gravity, and are used to control depth with less effect on the trim.


When a submarine performs an emergency surfacing, all depth and trim methods are used simultaneously, together with propelling the boat upwards. Such surfacing is very quick, so the sub may even partially jump out of the water, potentially damaging submarine systems.


Modern submarines are cigar-shaped. It reduces the hydrodynamic drag when submerged, but decreases the sea-keeping capabilities and increases drag while surfaced. Since the limitations of the propulsion systems of early submarines forced them to operate surfaced most of the time, their hull designs were a compromise. Because of the slow submerged speeds of those subs, usually well below 10 knot (18 km/h), the increased drag for underwater travel was acceptable. Late in World War II, when technology allowed faster and longer submerged operation and increased aircraft surveillance forced submarines to stay submerged, hull designs became teardrop shaped again to reduce drag and noise. On modern military submarines the outer hull is covered with a layer of sound-absorbing rubber to reduce detection.


The occupied pressure hulls of deep diving submarines are spherical instead of cylindrical. This allows a more even distribution of stress at the great depth. A titanium frame is usually affixed to the pressure hull, providing attachment for ballast and trim systems, scientific instrumentation, battery packs, syntactic flotation foam, and lighting.


A raised tower on top of a submarine accommodates the periscope and electronics masts, which can include radio, radar, electronic warfare, and other systems including the snorkel mast. In many early classes of submarines, the control room was located inside this tower.


Modern submarines and submersibles, as well as the oldest ones, usually have a single hull. Large submarines generally have an additional hull or hull sections outside. This external hull, which actually forms the shape of submarine, is called the outer hull or light hull, as it does not have to withstand a pressure difference. Inside the outer hull there is a strong hull, or pressure hull, which withstands sea pressure and has normal atmospheric pressure inside.


As early as World War I, it was realized that the optimal shape for withstanding pressure conflicted with the optimal shape for sea-keeping and minimal drag, and construction difficulties further complicated the problem. This was solved either by a compromise shape, or by using two hulls, internal for holding pressure, and external for optimal shape. Until the end of World War II, most submarines had an additional partial cover on the top, bow and stern, built of thinner metal, which was flooded when submerged.


The double hulls are being considered for future submarines in the United States to improve payload capacity, stealth and range.


The pressure hull is generally constructed of thick high strength steel with a complex structure and high strength reserve, and is separated with watertight bulkheads into several compartments. There are also examples of more than two hulls in a submarine, like the Typhoon class, which has two main pressure hulls and three smaller ones for control room, torpedoes and steering gear, with the missile launch system between the main hulls.


The dive depth cannot be increased easily. Simply making the hull thicker increases the weight and requires reduction of onboard equipment weight, ultimately resulting in a bathyscaphe. This is acceptable for civilian research submersibles, but not military submarines.


World War I submarines had hulls of carbon steel, with a 100-metre (330 ft) maximum depth. During World War II, high-strength alloyed steel was introduced, allowing 200-metre (660 ft) depths. High-strength alloy steel remains the primary material for submarines today, with 250–400-metre (820–1,300 ft) depths, which cannot be exceeded on a military submarine without design compromises. To exceed that limit, a few submarines were built with titanium hulls. Titanium can be stronger than steel, lighter, and is not ferromagnetic, important for stealth. Ferromagnetism is the basic mechanism by which certain materials (such as iron) form permanent magnets, or are attracted to magnets. Titanium submarines were built by the Soviet Union, which developed specialized high-strength alloys. It has produced several types of titanium submarines. Titanium alloys allow a major increase in depth, but other systems need to be redesigned to cope, so test depth was limited to 1,000 metres (3,300 ft) for the Soviet submarine Komsomolets, the deepest-diving combat submarine. Titanium does not flex as readily as steel, and may become brittle during many dive cycles. Despite its benefits, the high cost of titanium construction led to the abandonment of titanium submarine construction as the Cold War ended. Deep diving civilian submarines have used thick acrylic pressure hulls.


The task of building a pressure hull is very difficult, as it must withstand pressures up to that of its required diving depth. When the hull is perfectly round in cross-section, the pressure is evenly distributed, and causes only hull compression. If the shape is not perfect, the hull is bent, with several points heavily strained. Inevitable minor deviations are resisted by stiffener rings, but even a one inch (25 mm) deviation from roundness results in over 30 percent decrease of maximal hydrostatic load and consequently dive depth. The hull must therefore be constructed with high precision. All hull parts must be welded without defects, and all joints are checked multiple times with different methods, contributing to the high cost of modern submarines.


Originally, submarines were human propelled. The first mechanically driven submarine was the 1863 French Plongeur, which used compressed air for propulsion. Anaerobic propulsion was first employed by the Spanish Ictineo II in 1864, which used a solution of zinc, manganese dioxide, and potassium chlorate to generate sufficient heat to power a steam engine, while also providing oxygen for the crew. A similar system was not employed again until 1940 when the German Navy tested a hydrogen peroxide-based system.


Until the advent of nuclear marine propulsion, most 20th century submarines used batteries for running underwater and gasoline (petrol) or diesel engines on the surface, and for battery recharging. Early submarines used gasoline, but this quickly gave way to kerosene (paraffin), then diesel, because of reduced flammability. Diesel-electric became the standard means of propulsion. The diesel or gasoline engine and the electric motor, separated by clutches, were initially on the same shaft driving the propeller. This allowed the engine to drive the electric motor as a generator to recharge the batteries and also propel the submarine. The clutch between the motor and the engine would be disengaged when the submarine dove, so that the motor could drive the propeller. The motor could have multiple armatures on the shaft, which could be electrically coupled in series for slow speed and in parallel for high speed.


All early submarines used a direct mechanical connection between the engine and propeller. It switching between diesel engines for surface running, and electric motors for submerged propulsion.


In 1929, diesel-electric transmission is created. Instead of driving the propeller directly while running on the surface, the submarine's diesel would drive a generator which could either charge the submarine's batteries or drive the electric motor


This meant that motor speed was independent of the diesel engine's speed, and the diesel could run at an optimum and non-critical speed. This also meant the submarine continued to run using battery power while one or more of the diesel engines could be shut down for maintenance.


The advantages of this arrangement were that a submarine could travel slowly with the engines at full power to recharge the batteries quickly, reducing time on the surface. It was then possible to insulate the noisy diesel engines from the pressure hull, making the submarine quieter. Additionally, diesel-electric transmissions were more compact.


During the Second World War, German Type XXI submarines were designed to carry hydrogen peroxide for long-term, fast air-independent propulsion, but were ultimately built with very large batteries instead. At the end of the War, the British and Russians experimented with hydrogen peroxide/kerosene (paraffin) engines which could be used surfaced and submerged. The results were not encouraging; although the Russians deployed a class of submarines with this engine type,they were considered unsuccessful.


Today several navies use air-independent propulsion. Notably Sweden uses Stirling technology on the Gotland-class and Södermanland-class submarines. The Stirling engine is heated by burning diesel fuel with liquid oxygen from cryogenic tanks. A newer development in air-independent propulsion is hydrogen fuel cells, first used on the German Type 212 submarine, with nine 34 kW or two 120 kW cells and soon to be used in the new Spanish S-80 class submarines.[12]


Steam power was resurrected in the 1950s with a nuclear-powered steam turbine driving a generator. By eliminating the need for atmospheric oxygen, the length of time that a modern submarine could remain submerged was limited only by its food stores, as breathing air was recycled and fresh water distilled from seawater. Nuclear-powered submarines have a relatively small battery and diesel engine/generator powerplant for emergency use if the reactors must be shut down.


Nuclear power is now used in all large submarines, but due to the high cost and large size of nuclear reactors, smaller submarines still use diesel-electric propulsion. The ratio of larger to smaller submarines depends on strategic needs. The US Navy, French Navy, and the British Royal Navy operate only nuclear submarines, which is explained by the need for distant operations. Other major operators rely on a mix of nuclear submarines for strategic purposes and diesel-electric submarines for defence. Most fleets have no nuclear submarines, due to the limited availability of nuclear power and submarine technology.


Diesel-electric submarines have a stealth advantage over their nuclear counterparts. Nuclear submarines generate noise from coolant pumps and turbo-machinery needed to operate the reactor, even at low power levels. Some nuclear submarines such as the American Ohio class can operate with their reactor coolant pumps secured, making them quieter than electric subs. A conventional submarine operating on batteries is almost completely silent, the only noise coming from the shaft bearings, propeller, and flow noise around the hull, all of which stops when the sub hovers in mid water to listen. Commercial submarines usually rely only on batteries, since they never operate independently of a mother ship.


Oil-fired steam turbines powered the British K-class submarines, built during the first World War (and later), to give them the surface speed to keep up with the battle fleet. The K-class subs were not very successful, however.


Toward the end of the 20th century, some submarines, such as the British Vanguard class, began to be fitted with pump-jet propulsors instead of propellers. Although these are heavier, more expensive, and less efficient than a propeller, they are significantly quieter, giving an important tactical advantage.


A submarine will have a variety of sensors determined by its missions. Modern military submarines rely almost entirely on a suite of passive and active sonars to find their prey. Active sonar relies on an audible "ping" to generate echoes to reveal objects around the submarine. Active systems are rarely used, as doing so reveals the sub's presence. Passive sonar is a set of sensitive hydrophones set into the hull or trailed in a towed array, generally several hundred feet long. The towed array is the mainstay of NATO submarine detection systems, as it reduces the flow noise heard by operators. Hull mounted sonar is employed to back up the towed array, and in confined waters where a towed array could be fouled by obstacles.


Submarines also carry radar equipment for detection of surface ships and aircraft. Sub captains are more likely to use radar detection gear rather than active radar to detect targets, as radar can be detected far beyond its own return range, revealing the submarine. Periscopes are rarely used, except for position fixes and to verify a contact's identity.


Civilian submarines rely on small active sonar sets and viewing ports to navigate. Sunlight does not penetrate below about 300 feet (91 m) underwater, so high intensity lights are used to illuminate the viewing area.


Early submarines had few navigation aids, but modern subs have a variety of navigation systems. Modern military submarines use an inertial guidance system for navigation while submerged. An inertial navigation system (INS) is a navigation aid that uses a computer, motion sensors (accelerometers) and rotation sensors (gyroscopes) to continuously calculate via dead reckoning the position, orientation, and velocity (direction and speed of movement) of a moving object without the need for external references. This system drift error unavoidably builds up over time. To counter this, the Global Positioning System will occasionally be used to obtain an accurate position. The periscope - a retractable tube with prisms allowing a view to the surface is only used occasionally in modern submarines, since the range of visibility is short.


Military submarines have several systems for communicating with distant command centers or other ships. One is Very low frequency(VLF) radio reder to radio frequencies (RF) in the range of 3 kHz to 30 kHz, which can reach a submarine either on the surface or submerged to a fairly shallow depth, usually less than 250 feet (76 m). Extremely low frequency (ELF) frequencies from 3 to 30 Hz can reach a submarine at much greater depths, but have a very low bandwidth and are generally used to call a submerged sub to a shallower depth where VLF signals can reach. A submarine also has the option of floating a long, buoyant wire to a shallower depth, allowing VLF transmissions to be made by a deeply submerged boat.


By extending a radio mast, a submarine can also use a "burst transmission" technique. A burst transmission takes only a fraction of a second, minimizing a submarine's risk of detection.


To communicate with other submarines, a system known as Gertrude is used. Gertrude is basically a sonar telephone. Voice communication from one submarine is transmitted by low power speakers into the water, where it is detected by passive sonars on the receiving submarine. The range of this system is probably very short, and using it radiates sound into the water, which can be heard by the enemy.


Civilian submarines can use similar less powerful systems to communicate with support ships or other submersibles in the area.



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Sulphuric Acid Manufacturing Plant Engineering Essay

 


With its head office in Perth, Western Australia, Murrin Murrin which is ranked as one of the top ten in the world and the second largest nickel producer in Australia is located between the towns of Leonora and Laverton in the northern goldfields region of Western Australia. Murrin Murrin employs over 1,000 employees and contractors, making it one of the largest single-site employers in Western Australia. Murrin Murrin Operations mines and processes approximately four million metric tonnes of 1.30% low grade nickel laterite ore to produce up to 36,000 tonnes per year of nickel briquettes and 2,400 tonnes per year of cobalt briquettes which are then sold to the international market.


Conventional open pit mining techniques are used followed by hydrometallurgical ore processing which is comprised of high pressure acid leaching, mixed sulphide precipitation, cobalt refining and nickel refining. The refined nickel and cobalt is then briquetted, packaged and exported. The production process also produces ammonium sulphate as a by product which is sold to the WA fertiliser market (Minara Resources Intranet Documents).


The hydrometallurgical processing plant consists of a sulphuric acid manufacturing plant, power & steam generation plant, high pressure acid leaching plant, hydrogen sulphide gas manufacturing plant, nickel and cobalt refining plants, water treatment plant, ammonium sulphate fertiliser plant and an air separation plant.


Compressed air supply is a vital utility in the operations of Murrin Murrin’s entire processing facility where it is used to for general maintenance activities (rattle guns etc), as process air for online processes such as the oxidation reactions (leaching process), as motive power for filter operations and as instrument air. The present compressed air supply system is comprised of 3 compressors, two instrument air dryers, a plant air and an instrument air receiver.


Consistent and adequate supply of compressed air is very critical to the smooth operation of Murrin Murrin plant and significantly reduces some safety risks brought up by lack of it. Dirt and wet air is detrimental to the operation of sensitive instruments or equipment. Since the plant was commissioned in 1999, there has been an increased demand of compressed air due to plant upgrades and expansions which has resulted in the present compressors not being able to cope up, risking a total plant shutdown and posing safety risks when control instruments fail to operate as required.


As an interim measure mobile diesel compressors have been hired and connected to the main supply system in order to boost/complement the existing air supply system. This short term option is costly to run and the quality of air produced is poor thus there is need to put in place a long term solution to increase the air supply and provide high quality air, hence the need to review and upgrade the air supply system at Murrin Murrin. Given the critical nature and magnitude of this project a Risk Management Plan is required to ensure that business objectives are met which is what this report seeks to address. The upgraded system comprises of 3 centrifugal compressors, dryers, and ancillary equipment to meet the plant’s current demand for compressed air at a total cost of $3.6million and the project would take 60 weeks to complete.


Successful implementation of this proposal would significantly increase the project’s likelihood of success. The proposal serves as a basis for identifying sound alternatives to achieving a budget cost of $3.6million, completion within 52 weeks, no injuries, minimal asset damage and meet the total plant air requirements hence the overall business objectives. It further seeks to provide relevant risk information for project reviews or milestone decisions.


Identify appropriate responses to the compressed air supply system upgrade project’s risks which may impact on the project’s scope, quality, time and/or cost in order to meet the overall business objectives (Chapman C &Ward S, 2004).


The risk management team comprising of a project manager, process engineer, operators, mechanical engineer, control systems engineer, electrical engineer, purchasing officer and safety officer shall establish the project objectives, criteria and key elements, the context, identify and list risks, rank and prioritise risks, evaluate and treat risks (AS4360:2004). The project team shall conduct a hazard and operability study upon completion of the Piping &Instrumentation Drawings produced in the design phase, carry out a qualitative risk assessment with focus upon operations, maintenance, construction and commissioning phase hazards. A job safety analysis shall also be conducted for all field tasks. In carrying out a risk analysis the team shall conduct brainstorm sessions, make use of expert advice or judgement where required, apply software based and full quantitative analysis. Risk management studies and design reviews shall be conducted via multi discipline teams, vendors along with stakeholders considered appropriate. AS/NZS 4360:2004 shall be adopted to manage all the identified risks. The main project stakeholders are contractors, employees, operators, insurers, management, regulators and equipment suppliers


The key elements of the project phases are concept development, preliminary design and contract, procurement and tendering, stakeholder consultation, detailed design development, construction and equipment installation (Chapman C & Ward S, 2004). These key elements shall be broken down as follows in order to identify all the risks associated with this project: Carry out an audit to determine present plant requirements, design and size compressed air supply system to match existing demand, equipment procurement (tendering and contracts preparation) equipment manufacture, quality assurance and quality control issues, equipment shipping, carry out civil work (slab & equipment plinths construction), structural (pipe supports erection & painting and roofing) and mechanical/piping & fittings, equipment installation and commissioning.


The project is earmarked to commence soon after approval on 22 October 2010 and completion is expected by end of December 2011. 10% of actual project estimate cost has been allowed for contingency. The project team is responsible for planning the risk Management Plan based on all the relevant information available and developing contingency plans, analysing effectiveness of strategies and monitoring identified risks (Turbit N, 2010). During equipment manufacture the mechanical engineer shall continuously monitor the quality control plan for the pressure vessels and piping.


Define Project Concept-preliminary scope


Project Manager


Quarter 4 2010


Review and determine plant air requirements audit


Process Manager


Quarter 4 2010


Prepare review submit Capital Expenditure Request for approval


Project Manager


Quarter 4 2010


Detailed mechanical design for air supply system, contract award


Project Manager/ Mechanical


Quarter 1,2011


Procurement-compressors, MCCs, Cables, valves, Instruments, Pressure Vessel


All team members


Quarter 1,2011


Structural piping mechanical –prepare tender document, review tender, award to contractor, place order, fabricate


Project manager/mechanical


Quarter1,2011


Civil Works- prepare tender document, review tender, award, place order, construction


Project Manager


Quarter1,2011


Electrical Instrumentation- prepare tender document, review tender, award to contractor, place order, fabricate


Control systems/Electrical/ Purchasing Officer


Quarter1,2011


Business, technological, procurement, operation and construction risks were the major risks identified and these included inappropriate project definition, design omissions, wrong equipment specifications, failure to meet time deadlines and project budget, documentation errors/omissions, supplier lead time delays, injury to personnel or damage to equipment e.g. during lifting operations, excessive noise levels, electrocution during electricity supply connections, failure to meet regulatory requirements e.g. pressure vessels/ air receivers not complying to local standards, environment oil spills, damage to equipment during shipping or transportation, increased power demand, progress disruption due to local or site evacuation as a result of gas release within the plant, exchange rate variation. In identifying these risks brainstorming, sensitivity analysis and stakeholder consultation have been used (Wideman R, 1992).


Likelihood and impacts were assessed for the principal risks identified. Table 2 shows the assessments for the identified risks categorised as high and medium ranked in order of priority. All risks identified as low have been listed in the risk register in Appendix 1 and are not considered here. Scoring rating has been defined as follows:


Impact score is rated as 1, 3,5,7,9 [1=Very Low, 3=Low, 5=Medium, 7=High and 9=Very High]


Likelihood is rated as 20%, 40%, 60%, 80% & 100% (Jokic M, 2010) [0.2=Very Low, 0.4=Low, 0.6=Medium, 0.8=High and 100%= Very High]


0.2


0.2


0.6


1.0


1.4


1.8


0.4


0.4


1.2


2.0


2.8


3.6


0.6


0.6


1.8


3.0


4.2


5.3


0.8


0.8


2.4


4.0


5.6


7.2


1.0


1.0


3.0


5.0


7.0


9.0


TABLE 2: RISK EVALUATION (Thorpe D, 2009)


1


Injury to on-site contractor personnel


Plant shutdown/ Project delays


Medium


60%


9


6.3


2


Competing projects within the company


Project delays by 1-2 months


High


80%


7


5.6


3


Failure to meet regulatory requirements i.e. design standards for pressure equipment AS1210, AS4041


Premature vessel/piping failure Costly rework


Failure to register vessel


Medium


60%


7


4.2


4


Design is deficient due to errors and omissions


Inadequate air/ safety problems


Medium


60%


7


4.2


5


Damage to equipment during transportation


Costly repairs/ equipment replacement


Medium


60%


7


4.2


6


Loss of key staff during project duration


Project delays and lack of cohesion


High


80%


5


4


7


Local or site evacuation as a result of a toxic gas release within the plant


Project delay by 1-2 weeks


Very High


100%


3


3.0


8


Inappropriate project concept


Failure to meet project objectives


Low


40%


7


2.8


9


Exchange rate variation


Increased/reduced project cost


High


80%


3


2.4


From Table 2 above there are 2 high and 5 medium with an average risk of 4 which is categorised as medium. The order of treatment shall be in this order and implementation of an RMP would result in nil high, 5 medium and 4 low risk categories with an average of 2.7 which is categorised as Medium (Refer to Appendix 1). Although the average risk category has remained as medium the overall effective risk reduction of implementing the proposal is 33% which is quite significant. Assuming that exposure is proportional to potential over estimate and that Reduction=Risk-Exposure then, (Kene & Krysle, 2010)


Reduction = 4 (Risk) - 2.7 (exposure)


= (4 - 2.7)/4*$3.6million


After carrying out a risk evaluation the team shall seek for alternative options to treat/mitigate the above major identified risks in order to reduce the likelihood that the risk would occur. Whilst detailed treatment plans would be carried out by the team, the following are examples of the above risks: Injury to on site contractor personnel- adhere to the safety and health rules and carry out morning safety toolbox meetings. Competing projects within the company- accept and allocate dedicated resources. Inappropriate project concept and design omissions- carry out formal reviews for requirements, specifications, design, engineering and operations to minimise or eliminate design errors and project concepts. Damage to equipment during transportation-insure equipment in transit. Failure to meet regulatory requirements i.e. design standards for pressure equipment- inspection, process controls, supervision, testing and adherence to standards to minimise or eliminate manufacturing defects or problems. Loss of key staff during project duration- Retain and offer competitive remuneration packages. Local or site evacuation as a result of a toxic gas release within the plant- Retain and optimise operations. Exchange rate variation-Accept, contractual arrangements and contract conditions. (Cameron M, 2009)


Monthly review meetings shall be conducted in order to keep track of the project risks, identify any change in status or if they turn to be an issue and the project manager shall be responsible for chairing and delegating action items (Turbit N, 2010).


The project team accountable for the activity shall first conduct a risk assessment and complete the relevant documentation for review and acceptance by next on line within the organisational structure. The documents shall be as follows:


Murrin Murrin’s Risk management Policy-Outlines the seven strategies on how all risk management issues shall be managed company wide e.g. maintain a cost/benefit focus when considering risk treatment options.


Risk register- all records with regards to the risk’s source, nature, existing controls, consequences, likelihood, initial rating are documented here.


Treatment Schedule and action plan shall document the managerial controls to be adopted. The following shall be included, person responsible for plan implementation, resources to be used, the budget allocation, timetables, details of the control mechanism and the frequency of review of compliance with the treatment plan


AS4360:2004 provides general guidelines for carrying out the risk management process from project inception to completion.


1


Injury to on site contractor personnel


Safety toolbox meetings


Low


60%


40%


9


3.6


2


Competing projects within the company


Dedicate resources


High


80%


60%


7


4.2


3


Failure to meet regulatory requirements i.e. design standards for pressure equipment AS1210, AS4041


Contractual agreements


High


40%


20%


7


1.4


4


Design is deficient due to errors and omissions


Review requirements


Medium


60%


60%


7


4.2


5


Damage to equipment during transportation


Insure equipment


Medium


60%


20%


7


1.4


6


Loss of key staff during project duration


Market Remuneration


High


80%


40%


5


2


7


Local or site evacuation as a result of a toxic gas release within the plant


Operations optimisation


Medium


100%


100%


3


3.0


8


Inappropriate project concept


Project definition


High


40%


20%


7


1.4


9


Exchange rate variation


Put methodology for price adjustment in contract


Medium


80%


40%


3


2.4


10


Failure to meet time deadlines and project budget due to late deliveries/accident


Expedite and insure critical equipment


Medium


60%


20%


3


1.8


11


Under-estimation/ inappropriate procurement strategy


Plan for contingency


Low


20%


20%


7


1.4


12


Faulty equipment installation


Review requirements & specifications


Low


20%


20%


7


1.4


13


Increased power demand


Upgrade transformer


Low


20%


20%


7


1.4



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Study The Effect Of Spoilers On Wings Engineering Essay

 


While travelling from an aircraft it must have been observed many a times that during a flight and after touchdown of aircraft a part of the wing in between the leading and trailing edges of the wing is deployed. This part of the wing is called the spoilers. Especially after the touchdown, it can clearly be observed that the spoilers are extended upward into the airflow.


Spoilers as the name itself explains, it means to spoil. The spoilers, spoils the airflow over a wing and decreases the lift of an aircraft. Here by spoiling the airflow means to disturb the airflow and decreasing the lift by increasing the drag. Spoilers can be used to slow an aircraft, or to make an aircraft descend, if they are deployed on both wings. Spoilers are also used to generate a rolling motion for an aircraft, if they are deployed on only one wing. Spoilers are used for multipurpose; they are sometimes used when descending from cruise altitudes to assist the aircraft in descending to lower altitudes without picking up speed.


An increased rate of descent could also be achieved by lowering the nose of an aircraft, but this would result in an excessive landing speed. However, when spoilers are used along with the thrust reversers they also help in considerably decreasing the runway distance required by an aircraft to land safely and enable the approach to be made at a safe speed for landing. In a descent without spoilers, air speed is increased and the engine will be at low power, producing less heat than normal. The engine may cool too rapidly, resulting in stuck valves, cracked cylinders or other problems. Spoilers alleviate the situation by allowing the aircraft to descend at a desired rate while letting the engine run at a power setting that keeps it from cooling too quickly.


Spoilers are hinged, rectangular plate-like structures installed flush along the top of an aircraft wing, just forward of the flaps. When the pilot activates the spoilers, the plates pivot up on their center hinge fittings into the airstream. By doing so, the spoiler creates a carefully controlled stall over the portion of the wing behind it, greatly reducing the lift of that wing section, as a result, the airflow over the wing is disturbed (spoiled) and lift is decreased with the increment in the drag. This can be observed from fig.1 below.


Fig. 2.1: Spoilers on a wing.


The spoilers works in different conditions of the flight as per desirable by the pilot. All these conditions are discussed in the underwritten sections of the report.


On landing, however, the spoilers are nearly always used at full effect to assist in slowing the aircraft. The increase in form drag created by the spoilers directly assists the braking effect. However, the real gain comes as the spoilers cause a dramatic loss of lift and hence the weight of the aircraft is transferred from the wings to the undercarriage, allowing the wheels to be mechanically braked with much less chance of skidding.


Fig.2.2: Spoilers in action


In the above Fig.1.2 we can clearly observe the disturbance i.e. the turbulence that is caused in the flow when the spoilers are deployed. This turbulence which is created in the flow is the major cause for decrement in lift along with the increase in the drag.


The spoilers may also be differentially operated to provide roll control. On landing, however, the spoilers are nearly always used at full effect to assist in slowing the aircraft. The increase in form drag created by the spoilers directly assists the braking effect. However, the real gain comes as the spoilers cause a dramatic loss of lift and hence the weight of the aircraft is transferred from the wings to the undercarriage, allowing the wheels to be mechanically braked with much less chance of skidding. Reverse thrust is also often used to help slow the aircraft on landing. The spoilers may also be differentially operated to provide roll control.


The spoilers are used in multiple conditions such as:


When the pilot deploys the spoilers, the plates flip up into the air stream. The flow over the wing is disturbed by the spoiler, the drag acting on the wing is increased, and thus as a result lift is decreased. During the mid air i.e. when an aircraft is airborne and spoilers are deployed by the pilot the aircraft descend from cruise altitudes to assist the aircraft in descending to lower altitudes without picking up speed. This is very helpful in decreasing the altitude of the aircraft, without the use of propulsive or any other power.


Fig.3.1: Spoiler up position.


On landing, however, the spoilers are nearly always used at full effect to assist in slowing down the aircraft. The increase in form drag created by the spoilers directly assists the braking effect. However, a major advantage is that the spoilers cause a dramatic loss of lift and hence the weight of the aircraft is transferred from the wings to the undercarriage, allowing the wheels to be mechanically braked with much less chance of skidding. By the use of spoilers at the time of landing after touchdown gives efficiency to the brakes. Reverse thrust is also often used to help slow the aircraft on landing along with the spoilers (consider Fig.3.2).


By use of spoilers along with thrust reversers effectively stops the aircraft on landing and also helps in reducing the required ground distance for landing.


Fig.3.2: Spoilers being used after touchdown.


They are useful on gliders to vary the lift-to-drag ratio for altitude control and on airliners on landing to reduce lift quickly to prevent the airplane from bouncing into the air. During the time of landing the aircrafts needs to have least lift, if there is a little misbalance and lift is produced on the wing then instead of landing the aircraft will bounce back in the air. To avoid this situation spoilers are very helpful in dumping the lift acting on the aircraft.


A single spoiler is used to bank the aircraft; to cause one wing tip to move up and the other wing tip to move down. The banking creates an unbalanced side force component of the wing lift force which causes the aircraft's flight path to curve.


Fig.3.3: Roll motion caused by spoilers.


If the airplane's right wing spoiler is deployed, while the left wing spoiler is stored flat against the wing surface (as viewed from the rear end of airplane) consider Fig.3.3. The flow over the right wing will be disturbed by the spoiler, the drag of this wing will be increased, and the lift will decrease relative to the left wing. The lift force is applied at the center of pressure of the segment of the wing containing the spoiler which in result creates a torque about the center of gravity. The net torque causes the aircraft to rotate about its center of gravity.


The resulting motion will roll the aircraft to the right (clockwise) as viewed from the rear. If the pilot reverses the spoiler deflections (right spoiler flat and left spoiler up) the aircraft will roll in the opposite direction.


The aircraft rolls because one aileron is deflected downward while the other is deflected upward. Lift increases on the wing with the downward-deflected aileron because the deflection effectively increases the camber of that portion of the wing. Conversely, lift decreases on the wing with the upward-deflected aileron since the camber is decreased. The result of this difference in lift is that the wing with more lift rolls upward to create the desired rolling motion. Now, Consider Fig.3.4.


Fig.3.4: Adverse Yaw.


Unfortunately, drag is also affected by this aileron deflection. The induced drag and profile drag, are increased when ailerons are deployed. Thus, the wing on which the aileron is deflected downward to generate more lift also experiences more induced drag than the other wing. The profile drag increases on both wings when the ailerons are deflected, but the increase is equal. However, the induced drag on each side is not equal, and a larger total drag force exists on the wing with the down aileron. This difference in drag creates a yawing motion in the opposite direction of the roll. Since the yaw motion partially counteracts the desired roll motion, we call this effect adverse yaw.


When used in coordination with ailerons, a spoiler can be used to reduce the lift and increase the profile drag on the wing with the up aileron. As a result, the wing with the down aileron experiences a large increase in lift and a small increase in drag while the wing with the up aileron experiences a large decrease in lift and a large increase in drag. These effects combine to create the desired roll motion and a complimenting yaw motion that is called proverse yaw.


By the use of spoilers a rapid descents may be made without having to reduce power, thereby maintaining engine temperatures at a comfortable level, and eliminating the risk of engine "shock cooling." In time of a descent without spoilers, i.e. by simply reducing the throttle the air speed is increased and the engine will be at low power, producing less heat than in normal. Thus as a result the engine may cool too rapidly, resulting problems such as, stuck valves, cracked cylinders or other problems. Spoilers alleviate the situation by allowing the aircraft to descend at a desired rate while letting the engine to run at a power setting that keeps it from cooling too quickly.


Wood is used to make the solid wing as per the coordinates; Steel plate is used to show the spoiler on the wing, nuts and bolts.


The experiment was conducted in the aerodynamics lab at the university. Wind tunnel is used for the testing of solid wing. This is a low speed and low turbulence wind tunnel. The experiment was performed at tunnel velocity of 30m/s. Lift and drag on the solid wing was calculated before and after the spoilers were deployed.


A NACA 0015 symmetrical airfoil with a 25% thickness to chord ratio was analysed to determine the lift and drag. The chord of the airfoil is 15 cm; using the NACA 0015 symmetric airfoil coordinates the solid wing was made. The coordinates of NACA 0015 are:


1


0.95


0.9


0.8


0.7


0.6


0.5


0.4


0.3


0.2


0.15


0.1


0.075


0.05


0.025


0.0125


0


0.0125


0.025


0.05


0.075


0.1


0.15


0.2


0.3


0.4


0.5


0.6


0.7


0.8


0.9


0.95


1


0.0012


0.01027


0.01867


0.0332


0.0448


0.0532


0.05827


0.06


0.05827


0.05293


0.04867


0.0424


0.03813


0.03267


0.02453


0.01813


0


-0.01813


-0.02453


-0.03267


-0.03813


-0.0424


-0.04867


-0.05293


-0.05827


-0.06


-0.05827


-0.0532


-0.0448


-0.0332


-0.01867


-0.01027


-0.0012


Fig.4.1: NACA 0015 airfoil


The wind tunnel testing of solid wing was performed, first with normal condition i.e. when spoilers are not deployed. The following results are:


1



0.164 N


0.377 N


2



20.23 N


0.725 N


3


10°


33.02 N


1.54 N


4


15°


16.2 N


6.525 N


Now, for the second case i.e. when the spoiler is deployed. The values obtained are:


1



-0.034 N


0.549 N


2



12.94 N


6.45 N


3


10°


24.05 N


13.37 N


4


15°


9.85 N


20.58 N



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Respect To Toxicological Environmental And Social Issues Engineering Essay

New technologies evolving especially in the last century have solved many problems in human life, paved the way for diverse application in different aspects that makes our life easier, comfortable and effortless. On the other hand, this great impact at human life over the years shown that this new technologies have serious consequences with respect to toxicological, environmental and social issues. One example is the X-radiation (X-rays) which was discovered by Wilhelm Conrad Röntgen in 1895; and it is also called Röntgen radiation as an honored for the discoverer.

Röntgen discovered its medical use when he made a picture of his wife's hand on a photographic plate formed due to X-rays. The photograph of his wife's hand (figure 1) was the first ever photograph of a human body part using X-rays [1]. The photograph electrified the general public and aroused great scientific interest in the new form of radiation.

Figure 1: (Hand with Rings): print of Wilhelm Röntgen's first "medical" X-ray, of his wife's hand, taken on 22 December 1895

X-radiation features and properties:

It is part of the electromagnetic spectrum figure 2, which lies between ultraviolet rays and Gamma rays; ranging in frequencies from 30 petahertz to 30 exahertz, which give a wavelength from 0.01 to 10 nanometers. In general the properties of electromagnetic radiation which have the wave and particle behavior apply to x-radiation as it is considered a form of electromagnetic radiation.

Figure 2: Electromagnetic Spectrum

Exposure is the measuring unit of X-rays ionizing ability; the coulomb per kilogram (C/kg) is the SI unit of ionizing radiation exposure, whereas The roentgen (R) is an obsolete traditional unit of exposure where 1.00 roentgen = 2.58×10-4 C/kg.

Another feature of ionized radiation is related to the amount of energy deposited on the matter; this measure of effected energy absorbed is called the absorbed dose: The gray (Gy), which has units of (joules/kilogram), is the SI unit of absorbed dose, and it is the amount of radiation required to deposit one joule of energy in one kilogram of any kind of matter, whereas the rad is the (obsolete) corresponding traditional unit where 100 rad = 1.00 gray.

There are a number of sources of X-ray radiation; basically X-rays can be generated by an X-ray tube, a vacuum tube that uses a high voltage to accelerate the electrons released by a hot cathode to a high velocity. The high velocity electrons collide with a metal target, the anode, creating the X-rays [3].

The maximum energy of the produced X-ray photon is limited by the energy of the incident electron, which is equal to the voltage on the tube, so an 80 kV tube cannot create X-rays with energy greater than 80 keV. When the electrons hit the target, X-rays are created by two different atomic processes:

X-ray fluorescence: If the electron has enough energy it can knock an orbital electron out of the inner electron shell of a metal atom, and as a result electrons from higher energy levels then fill up the vacancy and X-ray photons are emitted. This process produces an emission spectrum of X-rays at a few discrete frequencies, sometimes referred to as the spectral lines. The spectral lines generated depend on the target (anode) element used and thus are called characteristic lines.

Bremsstrahlung: This is radiation given off by the electrons as they are scattered by the strong electric field near the high-Z (proton number) nuclei. These X-rays have a continuous spectrum. The intensity of the X-rays increases linearly with decreasing frequency, from zero at the energy of the incident electrons, the voltage on the X-ray tube.

So the resulting output of a tube consists of a continuous bremsstrahlung spectrum falling off to zero at the tube voltage, plus several spikes at the characteristic lines. The voltages used in diagnostic X-ray tubes, and thus the highest energies of the X-rays, range from roughly 20 to 150 kV [4].

X-rays from about 0.12 to 12 keV (10 to 0.10 nm wavelength) are classified as "soft" X-rays, and from about 12 to 120 keV (0.10 to 0.01 nm wavelength) as "hard" X-rays, due to their penetrating abilities [5].

History of X-ray:

Although Röntgen discovered X-radiation, but other scientist have observed their effect and studied ways of improving the generating of these radiation in parallel to their potential applications over the years. Scientist began making specialized versions of tubes for generating X-rays and these first generation cold cathode X-ray tubes were used until about 1920. William Coolidge invented the X-ray tube popularly called the Coolidge tube. His invention revolutionized the generation of X-rays and is the model upon which all X-ray tubes for medical applications are based.

Growing control over technology and increasingly regulated competence paved the way for development in generating X-radiation and expansion their applications; a breakthrough came from physicist Charles Barkla discovered that X-rays could be scattered by gases and that each element had a characteristic X-ray, This discovery, along with the early works of other scientist gave birth to the field of X-ray crystallography. It is hard to summaries this history is such a short research.

Uses and implementation:

The breakthrough discovery in using X-ray in diagnostics radiography was not the only field of x-ray potential applications; on the contrary the many applications of X-rays immediately generated enormous interests over the years which exploited different fields of applications. Industrial radiography uses X-rays for inspection of industrial parts, Airport security luggage scanners use X-rays for inspecting the interior of luggage for security threats also in borders security it uses the same principle to look over trucks. Moreover X-ray is used in microscopic analysis, spectroscopy and crystallography in which the pattern produced by the diffraction of X-rays is analyzed to reveal the nature of that lattice of atoms, A related technique, fiber diffraction, was used to discover the double helical structure of DNA [2].

However, among all different applications of X-radiation; medical X-ray is one of the most interesting applications because of their direct touch and impact on human lives. X-rays are capable of penetrating some thickness of matter. Medical x-rays are produced by letting a stream of fast electrons come to a sudden stop at a metal plate; the images produced by X-rays are due to the different absorption rates of different tissues. Calcium in bones absorbs X-rays the most, so bones look white on a film recording of the X-ray image, called a radiograph. Fat and other soft tissues absorb less, and look gray. Air absorbs the least, so lungs look black on a radiograph. X-rays are the oldest and most frequently used form of medical imaging.

Figure 3: examples of medical x-ray images.

The radiation issues of using x-ray in medical imaging:

The relationship between radiation dose and cancer risk is controversial, as radiation is considered one of the most extensively researched carcinogens. Diagnostic X-rays are the largest man-made source of radiation exposure to the general population, contributing about 14% of total worldwide exposure from man-made and natural sources [6]. However, although diagnostic X-rays provide great benefits, that their use involves some risk of developing cancer is generally accepted. The risk to an individual is probably small because radiation doses are usually low, but the large number of people exposed annually means that even small individual risks could translate into a considerable number of cancer cases [7].

In 2006, Americans were exposed to more than seven times as much ionizing radiation from medical procedures as was the case in the early 1980s, according to a new report on population exposure released by the National Council on Radiation Protection and Measurements (NCRP) at its annual meeting. In 2006, medical exposure (figure 4) constituted nearly half of the total radiation exposure of the U.S. population from all sources [8].

Figure 4: All exposure categories, collective dose (percent) 2006. (Credit: Image courtesy of National Council on Radiation Protection & Measurements)

These facts can reflect the potential risk of using x-radiation in medical imaging; especially with the increase of using it for imaging diagnostics. de González at el [8] reported the risk of cancer attributed to diagnostic X-ray exposures (figure 5) for 15 countries studied, the UK had the lowest annual frequency of diagnostic X-rays and Japan the highest (table 6 and figure 3).1 Japan also had the highest attributable risks, with 3·2% of the cumulative risk of cancer attributable to diagnostic X-rays, equivalent to 7587 cases of cancer per year. In all other populations less than 2% of the cumulative cancer risk was attributable to diagnostic X-rays; Croatia and Germany had the highest proportions at 1·8% and 1·5%, respectively, whereas Poland and the UK had the lowest (both 0·6%). A survey of UK practice has suggested that the comparatively low frequency of diagnostic X-ray use is due in part to the detailed guidance for doctors on the indicators for X-ray examinations issued by the Royal College of Radiologists.

Figure 5: Risk of cancer attributable to diagnostic X-ray exposures versus annual X-ray frequency (*Taken from worldwide survey)

Although there are clear benefits from the use of diagnostic X-rays that their use involves some risk of cancer is generally acknowledged. That requires a special care to be taken during x-ray examinations to use the lowest radiation dose possible while producing the best images for evaluation. National and international radiology protection councils continually review and update the technique standards used by radiology professionals.

State-of-the-art x-ray systems have tightly controlled x-ray beams with significant filtration and dose control methods to minimize stray or scatter radiation. This ensures that those parts of a patient's body not being imaged receive minimal radiation exposure.



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Study Of Compressive Strength Of Concrete Engineering Essay

This research study comprises of concrete cubes made with Ordinary Portland Cement and with different configurations of fly ash by replacing cement and fine aggregate. To achieve the aim of this study, total 81 concrete cubes were cast. Among 81 cubes, 9 cubes were made with normal concrete, 36 cubes were made by replacing 25%, 50%, 75% and 100% of fine aggregate with fly ash and 36 cubes were made by replacing 10%, 25%, 50%, and 75% of cement with fly ash. The cubes were 6" x 6" in cross-section, and the mix design was aimed for 5000 psi. After proper curing of all 81 cubes, they were tested at 3, 7 and 28 days curing age. The cubes were tested in Forney Universal Testing Machine in the Concrete Laboratory of Civil Engineering Department, Mehran University Jamshoro. By analyzing the test results of all the concrete cubes, the following main findings have been drawn.

The compressive strength of concrete cubes made by replacing 100 % fine aggregate by fly ash was higher than the concrete cubes made with Ordinary Portland Cement at all 3, 7 and 28 days curing ages. On the other hand, the compressive strength of concrete cubes made by replacing 10 % and 25 % cement by fly ash were slightly lower than the concrete cubes made with Ordinary Portland Cement at all curing ages, whereas the compressive strength of concrete cubes made by replacing 50 % and 75 % of cement by fly ash were quite lower than the concrete cubes made with Ordinary Portland Cement at all curing ages.

Key Words: Ordinary Portland Cement, Fine Aggregate, Fly Ash, Compressive strength of Concrete.

Concrete is a composite material which is being used in variety of structures. More commonly cement, steel bars as well as coarse and fine aggregates are to be transported from distant places to the site which is quite expensive. Therefore the aggregates are preferably to be used from whatever is available locally.

Fly ash (also known as a Coal Combustion By-Product) is the finely divided mineral residue resulting from the combustion of powdered coal in electric generating plants. Large quantities of industrial by-products are produced every year. These waste by-products must be effectively disposed to eliminate air, soil, and surface, as well as ground water pollution at added cost to the industry and thus to the society [1- 3].

Fly ash is generally used as partial replacement of Portland Cement and/or fine aggregate, an expensive and energy intensive material. Therefore use of fly ash leads to considerable saving in cost and energy consumption. Utilization of increased volumes of fly ash in concrete will lead to conservation of energy and natural resources. Bulk quantities of some industrial by-products such as fly ash, bottom ash and slag have been used as aggregates for concrete, road embankment as well as sub base construction, but such bulk uses represents low value applications. On the other hand, their use as mineral admixtures in cement and concrete due to their pozzolanic and cementitious properties represents high value applications. [4]

Addition of finely divided pozzolanic and cementitious materials like fly ash, can affect the properties of cement mortar/concrete both in fresh and hardened state. In fresh or plastic state, mix proportions, water requirements for specified consistency, setting characteristics, workability, and heat of hydration are some of the properties influenced by mineral admixtures. In the hardened state, the rate of strength development and ultimate strength, permeability, durability against frost attack, sulfate attack, alkali-silica reaction, carbonation, and resistance to thermal cracking are significantly affected with the incorporation of mineral admixtures in cement concrete. Over the years, extensive research has been conducted all over the world to investigate the influence of fly ash on the strength of plain cement concrete. In this study the fly ash produced at Lakhra Coal Power Plant is used as a replacement of cement / fine aggregate, in order to investigate its effects on the strength of concrete.

With the boom in population and industrial growth, the need for power has increased manifold. It has been observed that the power generation plants running through coal fuel are producing huge amount of ashes, which is being treated as waste. If this waste is left unutilized, it can pollute various phases of human environment like air, food, land, shelter and water [5]. However, if this waste is disposed of properly, it can be a new source of useful material.

Researchers have been attempting to convert this waste into the wealth by exploring viable avenues for use of fly ash. It has been reported that this waste stuff is being used as fine aggregate in concrete construction and higher strengths are being achieved [5]. This will inevitably reduce the cement content, which is one of the expensive item in concrete construction. Hence the use of fly ash as a construction material in those areas where it is cheaply available would be a feasible step in construction industry rather than transporting standard hill sand from a far distant source.

It is reported that fly ash has cementitious properties; hence fly ash is an inexpensive replacement for various contents of concrete construction. When fly ash is employed with portland cement, then hydrated lime combines with the fly ash forming stable cementitious compound which contributes strength. [2, 10].

Fly ash refers to the finely divided material which is added to obtain specific engineering properties of cement mortar and concrete. The other, equally important, objective of using fly ash in cement concrete include economic benefits and environmentally safe recycling of waste by products. Fly ash is generally finer than Portland Cement. Because of its fineness, pozzolanic properties and self- cementitious nature, it is widely accepted as mineral admixture in mortar and concrete [4].

Fly ash in concrete is used to enhance the performance of concrete. The various advantages of fly ash in concrete largely depend on mix proportions, mixing procedure and field conditions. Although fly ash creates environmental problems, never the less it improves the quality of concrete. It also lowers the heat of hydration. Fly ash increases strength of concrete, reduces the permeability and corrosion of reinforcing steel, increases sulphate attack resistance and reduces alkali-aggregate reaction [10].

Lakhra Power Plant is very near to Jamshoro and Hyderabad and is the only coal fuel powered plant in Pakistan. It is about 35 km form Jamshoro and 55 km from Hyderabad. Lakhra coal field encompasses an area of 250 square kilometers. Fly ash produced through this power plant is very fine powder recovered from gases created by coal fired electric power generation. This power plant produces about 2 million tons of fly ash annually, which is being dumped like a land fill. It has been reported that dumped fly ash has occupied huge considerable space of land in the vicinity of power plant which has created environmental problem to the inhabitants who are living in this area. This alarms researchers to consume this land fill fly ash which is producing great environmental impact in the surrounding society.

There may be differences in the fly ash from one plant to another, day-to-day variations in the fly ash from a given power plant are usually quite predictable, provided plant operation and coal source remain constant. The effective utilization of fly ash in concrete requires adequate knowledge of characteristics of fly ash defined by its physical, chemical and mineralogical properties.

The various materials used in concrete mix are given in Table 1.

Cement

Dada Bhai Cement Factory

Fine Aggregatge

Bolhari sand

Coarse Aggregatge

Petaro crushing plant

Fly ash

Lakhra Power Plant

Water

Concrete laboratory, Civil Engineering Department

3.2 Properties of Materials used in Concrete mix

Standard test procedure as prescribed by ASTM C128-93 was used for this test. The specific gravity of fine aggregate used in this research study was found to be 2.61.

Standard test procedure as prescribed by BS: 812 Part 107: (Draft) and ASTM C 127- 93 was used for this test. The specific gravity of coarse aggregate used in this research study was found to be 2.66.

Standard test procedure as prescribed by ASTM C128-93 was used for this test. The specific gravity of Fly ash was found to be 2.54.

Standard test procedure as described in BS 812: Part 107: (Draft) was used for this test. The water absorption of fine aggregate was found to be 1.69 %.

Standard test procedure as described in BS 812: Part 107: (Draft) was used for this test. The water absorption of coarse aggregate was found to be 1.38 %.

Standard test procedure as described in BS 812: Part 107: (Draft) was used for this test. The water absorption of Fly ash was found to be 16.92 %.

Standard test procedure as described in BS 812: Part 2: 1975 and ASTM C 29-91a was used for this test. The unit weight of fine aggregate was found to be 103.47 lb/ft3.

Standard test procedure as described in BS 812: Part 2: 1975 and ASTM C 29-91a was used for this test. The unit weight of coarse aggregate was found to be 98.48 lb/ft3.

Standard test procedure as described in BS 812: Part 2: 1975 and ASTM C 29-91a was used for this test. The unit weight of Fly ash was found to be 44.52 lb/ft3.

The British method of concrete mix design, popularly referred to as the "DoE method", was used for design purpose. After having few trials to check the mix design for the required strength of 5000 psi, the ratio was used as: 1 : 1.25 : 2.50 @ 0.39 w/c ratio.

In this research study total 81 concrete cubes were cast. Among 81 cubes, 9 cubes were made with normal concrete, 36 cubes were made by replacing 25%, 50%, 75% and 100% of fine aggregate by fly ash and 36 cubes were made by replacing 10%, 25%, 50%, and 75% of cement by fly ash. The cubes were 6" x 6" in cross-section, and the mix design was aimed for 5000 psi. After proper curing of all 81 cubes, they were tested at 3, 7 and 28 days curing ages. The cubes were tested in Forney Universal Testing Machine in the Concrete Laboratory of Civil Engineering Department Mehran University Jamshoro.

4. TEST RESULTS AND DISCUSSION

After proper curing of all 81 cubes, these were tested at 3, 7 and 28 days curing ages. The cubes were taken out from the water tank and left for surface saturated drying condition. The cubes were then tested in Forney Universal Testing Machine in the Concrete Laboratory of Civil Engineering Department Mehran University Jamshoro. The test results of all the concrete cubes are summarized in Table 2, whereas their graphical presentation is shown in figure 1.

01.

Cubes made with Normal cement concrete

3241

4594

5129

02.

Cubes made by replacing 25% of Fine Aggregate by Fly ash

3033

4287

4896

03.

Cubes made by replacing 50% of Fine Aggregate Fly ash

3128

4381

4975

04.

Cubes made by replacing 75% of Fine Aggregate by Fly ash

3377

4561

5041

05.

Cubes made by replacing 100% of Fine Aggregate by Fly ash

3608

4614

5197

06.

Cubes made by replacing 10% of Cement by Fly ash

3146

4409

4989

07.

Cubes made by replacing 25% of Cement by Fly ash

2925

4428

5076

08.

Cubes made by replacing 50% of Cement by Fly ash

1872

1931

2283

09.

Cubes made by replacing 75% of Cement by Fly ash

1038

1090

1323

The compressive strength of concrete cubes made by replacing 100 % Fine aggregate by Fly ash was higher than the concrete cubes made by Ordinary Portland Cement at all 3, 7 and 28 days curing ages as shown in Figure 1. The compressive strength of concrete cubes made by replacing 75 % of Fine aggregate by Fly ash was higher at 3 days but it was slightly lower than the O.P.C made normal cubes at 7 and 28 days as presented in Figure 2.

The compressive strengths of concrete cubes made by replacing 10 % and 25 % cement by Fly ash were slightly lower than the concrete cubes made by Ordinary Portland Cement at all curing ages. The compressive strengths of concrete cubes made by replacing 50 % and 75 % of cement by Fly ash were quite lower than the concrete cubes made by Ordinary Portland Cement at all curing ages as shown in Figure 3.

5. CONCLUSIONS AND RECOMMENDATIONS

By analyzing the test results of all the concrete cubes with Ordinary Portland Cement concrete and with different configurations of fly ash made concrete by replacing fine aggregate and Ordinary Portland Cement, the following conclusions have been drawn.

As the compressive strength of concrete cubes, made by replacing 100 % fine aggregate with fly ash is more higher than the concrete cubes, made by using Ordinary Portland Cement and common fine aggregate, therefore the use of fly ash is recommended in plain cement concrete as a replacement of fine aggregate.

As the compressive strength of concrete made by replacing 10% and 25% cement with fly ash is relatively same as made with Ordinary Portland Cement at 7 & 28 days, therefore the use of fly ash as a replacement of Ordinary Portland Cement in plain cement concrete is recommended up to 25 %.

This paper emphasizes on the suitability of fly ash to replace the fine aggregate and cement in plain concrete. Further extensive research is required to use fly ash for design and construction of R.C.C members which may be economical for our construction industry.

The first author is extremely thankful to honorable project supervisor Professor Dr. Ghous Bux Khaskheli, Chairman, Department of Civil Engineering, and Director Post Graduate Studies, Mehran University of Engineering & Technology, Jamshoro, Pakistan, for his encouragement and necessary help at each and every stage of this research work.

ASTM C 618-01, “Standard Specifications for Coal Fly ash and Raw or Calcined Natural Pozzolan for Use as a Mineral Admixture in Concrete”, Annual Book of ASTM Standards, 2001.

ACI Committee 116, “Cement and Concrete Terminology”, ACI 116R-90”, American Concrete Institute , Farmington Hills, MI, pp. 46, 1990

ASTM C618-92a., "Standard Specification for Fly Ash and Raw or Calcined Natural Pozzolan for Use as Mineral Admixture in Portland Cement Concrete”, American Society for Testing and Materials, Annual Book of ASTM Standards, Vol. 04.No. 02, West Conshohocken, Pennsylvania. 1994

V.S. Rama Chandram (1996), Concrete admixture Hand book Properties, science, and Technology, IInd Edition, pp. 657-680

Memon Amanullah, ”Experimental Study For Utility of Fly Ash of Lakhra Coal Plant as a Structural Concrete Construction Material”, ME Thesis, Department of Civil Engineering, Mehran University of Engineering & Technology, Jamshoro, Pakistan. 2004.

Sott, Allan N; Thomas, Micheal DA, “Evaluation of Fly ash from Co-Combustion of Coal and Petroleum Coke for use in Concrete”’, ACI Materials Journal Vol. 104, No. 1, pp. 62-70, Jan-Feb 2007,.

A.Oner, S.Akyuz and R.Yildiz, “An experimental study on strength development of concrete containing fly ash and optimum usage of fly ash in concrete”, Science Direct Cement and Concrete Research 35, pp. 1165-1171, 2005.

Kejin Wang, Alexander Mishulovich and Surendra P.Shah , “Activation and Properies of Cementitios Materials Made with cement-kiln dust and class F fly ash” Journal of Materials in Civil Engineering, ASCE, pp. 112-119, January 2007.

Akhtar Naeem Khan, Attaullah Shah and Qaiser Ali , “Use of Fly Ash as cementitious material in Concrete”, Research Journal of Engineering and Applied Science, N.W.F.P University of Engineering & Technology Peshawar, Pakistan, Vol.20, No.1, pp.37-45 Jan-June 2001.

Pathan Amjad “Study of Fly ash made Mortar Concrete”, ME Thesis, Department of Civil Engineering, Mehran University of Engineering & Technology, Jamshoro, Pakistan, 2007

Memon, F.A., “Experimental Study of Fly ash of Lakhra Coal Power Plant in RCC Beams”, M.E Thesis, Department of Civil Engineering, Mehran University of Engineering & Technology, Jamshoro, Pakistan, 2007.



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