Retaining Wall - Modular Unit Reinforced Earth Tensar Geogrid Reinforcement, HR-549, 1998

This research, initiated in October 1992, was located at the intersection of Blairs Ferry Road and Lindale Drive in the City of Marion. The wall is located on the southeast corner of the intersection. Reinforced retaining wall construction started with a five inch base of roadstone with one inch of sand for leveling purposes. One and one-half to two feet of one inch clean stone was placed behind the blocks. A four inch perforated plastic pipe was placed approximately nine inches from the bottom of the one inch clean stone. The Tenswal, tensar geogrid was placed at every third layer. Openings in the Tenswal are hooked over plastic dowels in the blocks. The tenswal reaches from the face of the wall back 5' to 8'. The cost for constructing this wall was $124,400. The wall has performed well for the past five years. The wall improves the aesthetics of a high traffic volume intersection of an urban area. Many positive comments have been received by the city regarding its appearance. The City of Marion has been pleased with the wall and has used this type of wall on subsequent projects.

Steam Curing of Portland Cement Concrete at Atmospheric Pressure, HR-40, 1962

The primary reason for using steam in the curing of concrete is to produce a high early strength. This high early strength is very desirable to the manufacturers of precast and prestressed concrete units, which often require expensive forms or stress beds. They want to remove the forms and move the units to storage yards as soon as possible. The minimum time between casting and moving the units is usually governed by the strength of the concrete. Steam curing accelerates the gain in strength at early ages, but the uncontrolled use of steam may seriously affect the growth in strength at later ages. The research described in this report was prompted by the need to establish realistic controls and specifications for the steam curing of pretensioned, prestressed concrete bridge beams and concrete culvert pipe manufactured in central plants. The complete project encompasses a series of laboratory and field investigations conducted over a period of approximately three years.

Evaluating Roadway Subsurface Drainage Practices - Phase II, TR-662, 2015

Well-performing subsurface drainage systems form an important aspect of pavement design by the Iowa Department of Transportation (DOT). The recently completed Iowa Highway Research Board (IHRB) project TR-643 provided extensive insights into Iowa subsurface drainage practices and pavement subdrain outlet performance. However, the project TR-643 (Phase I) forensic testing and evaluation were carried out in a drought year and during the fall season in 2012. Based on the findings of IHRB Project TR-643, the Iowa DOT requested an expanded Phase II study to address several additional research needs: evaluate the seasonal variation effects (dry fall 2012 versus wet spring/summer 2013, etc.) on subdrain outlet condition and performance; investigate the characteristics of tufa formation in Iowa subdrain outlets; investigate the condition of composite pavement subdrain outlets; examine the effect of resurfacing/widening/rehabilitation on subdrain outlets (e.g., the effects of patching on subdrain outlet performance); and identify a suitable drain outlet protection mechanism (like a headwall) and design for Iowa subdrain outlets based on a review of practices adopted by nearby states. A detailed forensic test plan was developed and executed for inspecting the Iowa pavement subdrains in pursuit of fulfilling the Phase II study objectives. The observed outlets with blockage and the associated surface distresses in newly constructed jointed plain concrete pavements (JPCPs) were slightly higher during summer 2013 compared to fall 2012. However, these differences are not significant. Less tufa formation due to the recycled portland cement concrete (RPCC) base was observed with (a) the use of plastic outlet pipe without the gate screen–type rodent guard and (b) the use of blended RPCC and virgin aggregate materials. In hot-mix asphalt (HMA) over JPCP, moisture-related distress types (e.g., reflection cracking) were observed more near blocked drainage outlet locations than near “no blockage” outlet locations. This finding indicates that compromised drainage outlet performance could accelerate the development of moisture-related distresses in Iowa composite pavement systems. ****** Note: This report follows on work report in "Evaluating Roadway Subsurface Drainage Practices, 2013" http://publications.iowa.gov/14902/ Note: This record contains links to the 210 page full report as well as the 3 page tech transfer summary. The summary is NOT deposited separately.

Investigation of Plastic Pipes for Highway Applications, HR-373A, Phase II, 1997

It is generally accepted that high density polyethylene pipe (HDPE) performs well under live loads with shallow cover, provided the backfill is well compacted. Although industry standards require carefully compacted backfill, poor inspection and/or faulty construction may result in soils that provide inadequate restraint at the springlines of the pipes thereby causing failure. The objectives of this study were: 1) to experimentally define a lower limit of compaction under which the pipes perform satisfactorily, 2) to quantify the increase in soil support as compaction effort increases, 3) to evaluate pipe response for loads applied near the ends of the buried pipes, 4) to determine minimum depths of cover for a variety of pipes and soil conditions by analytically expanding the experimental results through the use of the finite element program CANDE. The test procedures used here are conservative especially for low-density fills loaded to high contact stresses. The failures observed in these tests were the combined effect of soil bearing capacity at the soil surface and localized wall bending of the pipes. Under a pavement system, the pipes' performance would be expected to be considerably better. With those caveats, the following conclusions are drawn from this study. Glacial till compacted to 50% and 80% provides insufficient support; pipe failureoccurs at surface contact stresses lower than those induced by highway trucks. On the other hand, sand backfill compacted to more than 110 pcf (17.3 kN/m3) is satisfactory. The failure mode for all pipes with all backfills is localized wall bending. At moderate tire pressures, i.e. contact stresses, deflections are reduced significantly when backfill density is increased from about 50 pcf (7.9 kN/m^3) to 90 pcf (14.1 kN/m^3). Above that unit weight, little improvement in the soil-pipe system is observed. Although pipe stiffness may vary as much as 16%, analyses show that backfill density is more important than pipe stiffness in controlling both deflections at low pipe stresses and at the ultimate capacity of the soil-pipe system. The rate of increase in ultimate strength of the system increases nearly linearly with increasing backfill density. When loads equivalent to moderate tire pressures are applied near the ends of the pipes, pipe deflections are slighly higher than when loaded at the center. Except for low density glacial till, the deflections near the ends are not excessive and the pipes perform satisfactorily. For contact stresses near the upper limit of truck tire pressures and when loaded near the end, pipes fail with localized wall bending. For flowable fill backfill, the ultimate capacity of the pipes is nearly doubled and at the upper limit of highway truck tire pressures, deflections are negligible. All pipe specimens tested at ambient laboratory room temperatures satisfied AASHTO minimum pipe stiffness requirements at 5% deflection. However, nearly all specimens tested at elevated pipe surface temperatures, approximately 122°F (50°C), failed to meet these requirements. Some HDPE pipe installations may not meet AASHTO minimum pipe stiffness requirements when installed in the summer months (i.e. if pipe surface temperatures are allowed to attain temperatures similar to those tested here). Heating of any portion of the pipe circumference reduced the load carrying capacity of specimens. The minimum soil cover depths, determined from the CANOE analysis, are controlled by the 5% deflection criterion. The minimum soil cover height is 12 in. (305 mm). Pipes with the poor silt and clay backfills with less than 85% compaction require a minimum soil cover height of 24 in. (610 mm). For the sand at 80% compaction, the A36 HDPE pipe with the lowest moment of inertia requires a minimum of 24 in. (610 mm) soil cover. The C48 HDPE pipe with the largest moment of inertia and all other pipes require a 12 in. (305 mm) minimum soil cover.

Establishing Load Transfer in Existing Jointed Concrete Pavements, HR-1041, 1985

In this paper are described the results of a research project that had the objective of developing construction procedures for restoring load transfer in existing jointed concrete pavements and of evaluating the effectiveness of the restoration methods. A total of 28 test sections with various load transfer devices were placed. The devices include split pipe, figure eight, vee, double vee, and dowel bars. Patching materials used on the project included three types of fast-setting grouts, three brands of polymer concrete, and plain portland cement concrete. The number and spacing of the devices and dowel bars were also variables in the project. Dowel bars and double vee devices were used on the major portion of the project. Performance evaluations were based on deflection tests conducted with a 20,000-lb axle load. Horizontal joint movement measurements and visual observations were also made. The short-term performance data indicate good results with the dowel bar installations regardless of patching materials. The sections with split pipe, figure eight, and vee devices failed in bond during the first winter cycle. The results with the double vee sections indicate the importance of the patching material to the success or failure of the load transfer system: some sections are performing well and other sections are performing poorly with double vee devices. Horizontal joint movement measurements indicate that neither the dowel bars nor the double vee devices are restricting joint movement.

Optimization and Management of Materials in Earthwork Construction, TR-501, 2010

As a result of forensic investigations of problems across Iowa, a research study was developed aimed at providing solutions to identified problems through better management and optimization of the available pavement geotechnical materials and through ground improvement, soil reinforcement, and other soil treatment techniques. The overall goal was worked out through simple laboratory experiments, such as particle size analysis, plasticity tests, compaction tests, permeability tests, and strength tests. A review of the problems suggested three areas of study: pavement cracking due to improper management of pavement geotechnical materials, permeability of mixed-subgrade soils, and settlement of soil above the pipe due to improper compaction of the backfill. This resulted in the following three areas of study: (1) The optimization and management of earthwork materials through general soil mixing of various select and unsuitable soils and a specific example of optimization of materials in earthwork construction by soil mixing; (2) An investigation of the saturated permeability of compacted glacial till in relation to validation and prediction with the Enhanced Integrated Climatic Model (EICM); and (3) A field investigation and numerical modeling of culvert settlement. For each area of study, a literature review was conducted, research data were collected and analyzed, and important findings and conclusions were drawn. It was found that optimum mixtures of select and unsuitable soils can be defined that allow the use of unsuitable materials in embankment and subgrade locations. An improved model of saturated hydraulic conductivity was proposed for use with glacial soils from Iowa. The use of proper trench backfill compaction or the use of flowable mortar will reduce the potential for developing a bump above culverts.

Identification of Practices, Design, Construction, and Repair Using Trenchless Technology, TR-570, 2010

Trenchless technologies are methods used for the construction and rehabilitation of underground utility pipes. These methods are growing increasingly popular due to their versatility and their potential to lower project costs. However, the use of trenchless technologies in Iowa and their effects on surrounding soil and nearby structures has not been adequately documented. Surveys of and interviews with professionals working in trenchless-related industries in Iowa were conducted, and the results were analyzed and compared to survey results from the United States as a whole. The surveys focused on method familiarity, pavement distress observed, reliability of trenchless methods, and future improvements. Results indicate that the frequency of pavement distress or other trenchless-related issues are an ongoing problem in the industry. Inadequate soil information and quality control/quality assurance (QC/QA) are partially to blame. Fieldwork involving the observation of trenchless construction projects was undertaken with the purpose of documenting current practices and applications of trenchless technology in the United States and Iowa. Field tests were performed in which push-in pressure cells were used to measure the soil stresses induced by trenchless construction methods. A program of laboratory soil testing was carried out in conjunction with the field testing. Soil testing showed that the installations were made in sandy clay or well-graded sand with silt and gravel. Pipes were installed primarily using horizontal directional drilling with pipe diameters from 3 to 12 inches. Pressure cell monitoring was conducted during the following construction phases: pilot bore, pre-reaming, and combined pipe pulling and reaming. The greatest increase in lateral earth pressure was 5.6 psi and was detected 2.1 feet from the centerline of the bore during a pilot hole operation in sandy lean clay. Measurements from 1.0 to 2.5 psi were common. Comparisons were made between field measurements and analytical and finite element calculation methods.

Field and Laboratory Evaluation of Precast Concrete Bridges, TR-440, 2001

Recent data compiled by the National Bridge Inventory revealed 29% of Iowa's approximate 24,600 bridges were either structurally deficient or functionally obsolete. This large number of deficient bridges and the high cost of needed repairs create unique problems for Iowa and many other states. The research objective of this project was to determine the load capacity of a particular type of deteriorating bridge – the precast concrete deck bridge – which is commonly found on Iowa's secondary roads. The number of these precast concrete structures requiring load postings and/or replacement can be significantly reduced if the deteriorated structures are found to have adequate load capacity or can be reliably evaluated. Approximately 600 precast concrete deck bridges (PCDBs) exist in Iowa. A typical PCDB span is 19 to 36 ft long and consists of eight to ten simply supported precast panels. Bolts and either a pipe shear key or a grouted shear key are used to join adjacent panels. The panels resemble a steel channel in cross-section; the web is orientated horizontally and forms the roadway deck and the legs act as shallow beams. The primary longitudinal reinforcing steel bundled in each of the legs frequently corrodes and causes longitudinal cracks in the concrete and spalling. The research team performed service load tests on four deteriorated PCDBs; two with shear keys in place and two without. Conventional strain gages were used to measure strains in both the steel and concrete, and transducers were used to measure vertical deflections. Based on the field results, it was determined that these bridges have sufficient lateral load distribution and adequate strength when shear keys are properly installed between adjacent panels. The measured lateral load distribution factors are larger than AASHTO values when shear keys were not installed. Since some of the reinforcement had hooks, deterioration of the reinforcement has a minimal affect on the service level performance of the bridges when there is minimal loss of cross-sectional area. Laboratory tests were performed on the PCDB panels obtained from three bridge replacement projects. Twelve deteriorated panels were loaded to failure in a four point bending arrangement. Although the panels had significant deflections prior to failure, the experimental capacity of eleven panels exceeded the theoretical capacity. Experimental capacity of the twelfth panel, an extremely distressed panel, was only slightly below the theoretical capacity. Service tests and an ultimate strength test were performed on a laboratory bridge model consisting of four joined panels to determine the effect of various shear connection configurations. These data were used to validate a PCDB finite element model that can provide more accurate live load distribution factors for use in rating calculations. Finally, a strengthening system was developed and tested for use in situations where one or more panels of an existing PCDB need strengthening.

Development of LRFD Procedures for Bridge Pile Foundations in Iowa, Volume I: An Electronic Database for PIle LOad Tests (PILOT), TR-573, 2011

For well over 100 years, the Working Stress Design (WSD) approach has been the traditional basis for geotechnical design with regard to settlements or failure conditions. However, considerable effort has been put forth over the past couple of decades in relation to the adoption of the Load and Resistance Factor Design (LRFD) approach into geotechnical design. With the goal of producing engineered designs with consistent levels of reliability, the Federal Highway Administration (FHWA) issued a policy memorandum on June 28, 2000, requiring all new bridges initiated after October 1, 2007, to be designed according to the LRFD approach. Likewise, regionally calibrated LRFD resistance factors were permitted by the American Association of State Highway and Transportation Officials (AASHTO) to improve the economy of bridge foundation elements. Thus, projects TR-573, TR-583 and TR-584 were undertaken by a research team at Iowa State University’s Bridge Engineering Center with the goal of developing resistance factors for pile design using available pile static load test data. To accomplish this goal, the available data were first analyzed for reliability and then placed in a newly designed relational database management system termed PIle LOad Tests (PILOT), to which this first volume of the final report for project TR-573 is dedicated. PILOT is an amalgamated, electronic source of information consisting of both static and dynamic data for pile load tests conducted in the State of Iowa. The database, which includes historical data on pile load tests dating back to 1966, is intended for use in the establishment of LRFD resistance factors for design and construction control of driven pile foundations in Iowa. Although a considerable amount of geotechnical and pile load test data is available in literature as well as in various State Department of Transportation files, PILOT is one of the first regional databases to be exclusively used in the development of LRFD resistance factors for the design and construction control of driven pile foundations. Currently providing an electronically organized assimilation of geotechnical and pile load test data for 274 piles of various types (e.g., steel H-shaped, timber, pipe, Monotube, and concrete), PILOT (http://srg.cce.iastate.edu/lrfd/) is on par with such familiar national databases used in the calibration of LRFD resistance factors for pile foundations as the FHWA’s Deep Foundation Load Test Database. By narrowing geographical boundaries while maintaining a high number of pile load tests, PILOT exemplifies a model for effective regional LRFD calibration procedures.

05036-013 Joint Drainage District 1-10 Fnial Report

Install new tile system to eliminate the use of 20 agricultural drainage wells (ADW) that have been ruled by EPA to be "vunerable to spills from manure lagoons, direct discharges from septic tanks and accidental releases of materails used in farming". The project includes a tile system that will provide an outlet for all the tile connected to the ADWs and close all 20 ADWs in the drainage district. The pipe ranges in size from 42" to 8" in diameter and approximately 48,000 lineal feet to be installed.

Field capture of Thyanta perditor with pheromone-baited traps

The objective of this work was to evaluate the field attractiveness of Thyanta perditor synthetic sex pheromone-baited traps, its attractivity to other stink bug species, and the response of T. perditor to a geometric isomer of the sex pheromone. Two-liter transparent plastic bottles traps were baited with rubber septa impregnated with the treatments: 1 mg of methyl-(2E,4Z,6Z)-decatrienoate [(2E,4Z,6Z)-10:COOMe], the male sex pheromone of T. perditor; 1 mg of (2E,4Z,6Z)-10:COOMe protected from sunlight in standard PVC plumbing pipe; 1 mg of its geometric isomer [(2E,4E,6Z)-10:COOMe]; and traps with rubber septa impregnated with hexane (control). The experiment was carried out in field during the soybean reproductive stages. Traps were monitored weekly, and the captures were compared to the population density estimated by the sampling cloth and visual inspection monitoring techniques. Traps baited with the sex pheromone, protected or not, were more effective in capturing T. perditor than traps baited with the isomer or the hexane. Thyanta perditor sex pheromone showed cross-attraction to other stink bug species, such as Euschistus heros, Edessa meditabunda, Piezodorus guildinii and Nezara viridula. Pheromone-baited traps can be used in population monitoring and to identify the relative composition of stink bug guilds.

Flotaatio jätevedenpuhdistamon tertiäärivaiheena eräässä paperitehtaassa

Työn tavoitteena oli selvittää, kuinka tehokkaasti pystytään aktiivilieteprosessin läpikäynyttä, jälkiselkeytettyä vettä edelleen puhdistamaan flotaatiolla ennen sen johtamista vesistöön. Tarkoituksena oli löytää sellaiset kemikaalit ja näiden annokset, joilla tehtaalle asetetut jätevesien lupa-arvot voitaisiin huonossa tilanteessa, jätevesikuormitushuippujen aikana alittamaan. Työn kirjallisessaosassa tarkasteltiin lyhyesti, minkälaista jätevesikuormaa mekaanista massaa valmistavalta tehtaalta yleensä syntyy ja millaiset ovat tavanomaiset puhdistusmenetelmät. Myös flotaation teoriaa esiteltiin. Kokeellinen osa koostui kolmesta päävaiheesta: esi- eli niin sanotuista kuppikokeista, pilot-flotaatiokoeajoista jalaitosmittakaavan flotaatiokoeajoista. Esikokeet tehtiin niin kutsutulla Jar Test -laitteistolla ja pilot-flotaatiolaitteistona työssä käytettiin YIT:n valmistamaa pilot-flotaattoria. Laitosmittakaavan flotaatioaltaat olivat aikaisemmin biolietteen tiivistykseen käytettyjä, myöhemmin tertiääripuhdistukseen modifioituja flotaatioaltaita. Laitosmittakaavan flotaatiokoeajoissa testattiin neljän eri saostuskemikaalin ¿ polyalumiinikloridin (KEMPAC 18), rautapitoisen alumiinisulfaatin (AVR), ferrisulfaatin ja alumiinisulfaatin ¿ tehokkuutta tertiäärivaiheessa käsiteltävän veden puhdistajana. Esi- ja pilot-kokeiden perusteella laitosmittakaavan kokeisiin valittiin saostuskemikaalien rinnalle polymeeriksi Superfloc C 491. AVR- ja alumiinisulfaattiannokset laitosmittakaavan kokeissa olivat 200 ppm ja 400 ppm. KEMPAC 18- ja ferrisulfaattiannokset olivat 200ppm, 400 ppm ja 600 ppm. Polymeeriannos kokeissa oli pääasiassa 1,2 ppm. Tertiäärivaiheeseen tulevasta vedestä ja poistuvasta kirkasteesta määritettiin kiintoaine, pH, liukoinen ja kokonais-COD, liukoinen ja kokonaisfosfori sekä liukoinen ja kokonaistyppi. Laitosmittakaavan koeajojen tulosten mukaan eniten tertiäärivaiheessa saatiin käsiteltävästä vedestä erotettua fosforia ja toiseksi eniten COD:ta. Typpireduktiot olivat verrattain alhaiset ja myös kiintoainereduktiot jäivät usein pieniksi tai olivat jopa negatiiviset. Kaikki saostuskemikaalit saostivat COD- ja ravinnekuormaa. Eniten kuormaa saostuskemikaaleista saatiin erotettua AVR:llä ja toiseksi eniten KEMPAC 18:lla. Laitteistojen käyttökustannuksia huomioimatta AVR olisi edullisin vaihtoehto saostuskemikaaaliksietenkin pidempiaikaisessa käytössä. Lisäksi työssä tutkittiin polymeeriannoksen kasvattamisen 1,2 ppm:stä 2,5 ppm:ään vaikutusta puhdistustulokseen, kun saostuskemikaaliannos pidettiin vakiona. Tulosten mukaan polymeeriannoksen kasvattaminen kasvatti kokonais-COD- ja kokonaisfosforireduktiota. Myöslaitosmittakaavan flotaatioaltaiden pohjaputkistoja vertailtiin kiintoainereduktioiden perusteella. Kokeissa saatujen tulosten mukaan ei voitu sanoa, oliko toisen altaan pitkä kirkasteenpoistoputki vai toisen altaan lyhyt kirkasteenpoistoputki parempi vaihtoehto.

Viranomaisvaatimusten mukaisten putkistojen hankinta, asennus ja korjaus

Tämän työn tarkoituksena oli kirjallisuustutkimuksen ja aikaisemmin valmistuneiden putkitöiden avulla määritellä ohjeistus viranomaisvaatimusten mukaisten putkistojen valmistamista varten. Tarkasteluesimerkkeinä oli kolme erilaista putkityötä. Näiden seikkojen kautta vahvistui käsitys ohjeistuksen tarpeellisuudesta, mikä oli jo työn tavoitteissa yhtenä päämääränä. Aluksi selvitetään lainsäädäntöä ja sitä, mitä laki vaati putkistoilta. Seuraavaksi tarkastellaan standardeja valmistuksen näkökannalta ja siitä seurauksena syntyi valmistusohje. Sen jälkeen käsitellään putkistoista tehtyjä dokumentaatioita, joita oli jo valmistettu lainsäädännön vaihtumisen jälkeen. Kokoamalla em. tutkimukset on saatu aikaiseksi ohjeistus, jota seuraamallavalmistaja voi valmistaa putkiston, joka täyttää lain ja asetuksen vaatimuksen.Tässä työssä ei tarkasteltu tuotannon tehostamista asennusolosuhteissa eikä laatutavoitteita. Tuloksena syntyi ohjeistus, joka huomioi erilaiset lait ja asetukset, kun kyseessä on putkistojen hankinta, asennus tai korjaus putkistoissa, joita viranomaismääräykset ja asetukset valvovat. Putkistojen asennuksen ja tuotannon tehostaminen sekä automatisoinnin tai mekanisoinnin käyttö hitsauksessa ja hitsauksen laadun varmistus voivat olla tämän diplomityön jälkeisiä tutkimusaiheita.

Lämmöntalteenotto kosteasta poistoilmasta prosessiteollisuudessa

Tämän diplomityön päämääränä on tehdä prosessiteollisuuden tarpeisiin Excel-taulukkolaskentaohjelmassa toimiva putkilämmönsiirtimen mitoitusohjelma. Prosessiteollisuudessa lämmönvaihtimien toimintaympäristöt ja olosuhteet vaihtelevat merkittävästi ja niinpä jokaisen vaihtimen suunnittelu ja mitoitus on toteutettava tapauskohtaisesti. Työssä käsitellään rekuperatiivisen ristivirtaputkilämmönvaihtimen yleinen lämpötekninen mitoitus sisältäen putken sisäpinnalle tapahtuvan mahdollisen lauhtumisen. Mitoitettava vaihdinkoostuu pystysuorista putkista, joissa lämmin ja kostea ilma virtaa putkien sisäpuolella ja kylmä kuiva ilma vaippapuolella vaakasuoraan. Vaihdinmateriaalina käytetään ruostumatonta AISI 304 -tai haponkestävää AISI 316 terästä. Kuuman ilman tila vaihtelee tarkasteltavan kohteen mukaan. Paperiteollisuuden kuivausyksiköiltä poistuva ilma on usein lämmintä ja kosteaa, ja infrakuivaimilta poistuva ilma on kuumaa. Mitoitettavalle lämmönvaihtimelle tulevan kuuman ilman lämpötila tapauksesta riippuen voi vaihdella 30°C, maksimissaan +300°C:een saakka, vesisisällön ollessa välillä 0,010...0,200 kg/kg ki tai jopa tämän ylikin. Vaihtimen mitoitus perustuu energiataseyhtälöiden käyttöön. Laskennassa määritetään vaihtimen pintalämpötila sekä mahdollinen kostean ilman lauhtuminen putken sisäpinnalle. Lisäksi teoria käsittää molempien virtausten tilanmuutosten laskennan. Työssä on esitetty esimerkkilaskelma, jossa on laskettu ilma- kostea ilma lämmönsiirrinkonstruktio. Esimerkissä on tarkasteltu vaihtimen hyötysuhdetta, virtausten lämpö- ja kosteuskäyttäytymistä ulkoilman lämpötilan funktiona. Ohjelmasta saadaan tulostettua mitoitettavanvaihtimen dimensiot; putkien lukumäärät syvyys- ja pituussuunnassa sekä kokonaisputkilukumäärä, putkien väliset etäisyydet toisiinsa nähden sekä syvyys, että pituussuunnassa, putkipituus ja putken sisä- ja ulkohalkaisijat. Nämä tiedot suunnittelija itse syöttää ohjelmalle alkuarvoina. Laskettuna tietona ohjelma antaa molempien virtausten poistolämpötilat, kuuman ilman poistuvan absoluuttisen kosteuden, kondenssivesimäärän, vaihtimen tehon ja painehäviöt vaippa- ja putkipuolelle. Lisäksi ohjelma laskee kuuman ilman ominaisentalpiat vaihtimen sisään- ja ulostulossa. Tämä mahdollistaa ilman tilapisteiden piirtämisen Mollier-piirrokseen.

Soodakattilan vesi-höyryjärjestelmän vuodonvalvonta

Työn tavoitteena oli kehittää Kaukaan sellutehtaalle luotettava vesi-höyrypiirin vuodonvalvontajärjestelmä. Vesi-höyrypiirin vuodonvalvontajärjestelmällä pystytään ehkäisemään soodakattilassa mahdollisen putkivaurion aiheuttama sulavesiräjähdys. Työn teoreettisessa osassa käsitellään soodakattilan turvallisuutta sekätutustutaan kaupallisilla markkinoilla oleviin vuodonvalvontajärjestelmiin. Vuodonvalvontajärjestelmän kehityksessä käytetään hyväksi prosessitietoa noin vuoden ajalta sekä yhden vakavan vesi-höyrypiirin putkirikon aikaisia mittaustietoja.Työssä testataan käytännössä Kaukaan soodakattilaan rakennettu järjestelmä. Työn tuloksena Kaukaan sellutehtaan soodakattilan on rakennettu vuodonvalvontajärjestelmä, joka havaitsee vesi-höyrypiirin putkirikon aiheuttaman vuodon, määrittää sen suuruuden sekä pystyy paikantamaan vuodon sijainnin.