This report evaluates the available technical information and field experience related to management of aging damage to light water reactor metal containments. A generic aging management approach is suggested for the effective and comprehensive aging management of m_tal containments to ensure their safe operation. The major concern is corrosion of the embedded portion of the containment vessel and detection of this damage. The electromagnetic acoustic transducer and half-cell potential measurement are potential techniques to detect corrosion damage in the embedded portion of the containment vessel. Other corrosion-related concerns include inspection of corrosion damage on the inaccessible side of BWR Mark I and II containment vessels and corrosion of the BWR Mark I toms and emergency core cooling system piping that penetrates the toms, and transgranular stress corrosion cracking of the penetration bellows. Fatigue-related concerns include reduction in the fatigue life (a) of a vessel caused by roughness of the corroded vessel surface and (b) of bellows because of any physical damage. Maintenance of surface coatings and sealant at the metal-concrete interface is the best protection against corrosion of the vessel.
As the cost of transportation continues to rise and there is a growing push for a more environmentally friendly transportation network, optimizing mode distributions becomes an attractive solution. One way to optimize mode distributions is through strategically located freight transfer facilities, such as transload facilities. While there are many benefits to this type of facility, such as the emissions savings or pavement damage reductions garnered by shifting commodity tonnage onto alternative modes of transport, it is also essential that transportation planners understand the costs associated with building transload facilities. Unfortunately, literature does not provide an adequately disaggregated and scalable cost estimation approach that could be applied to various configurations and types of transload facilities. In this research, a cost estimation framework was created to determine the basic cost of transload facilities by type using unit costs from a construction cost database, equipment costs from local dealers, the projected commodity tonnage, design recommendations from literature, and survey responses from local facilities. A case study based upon proposed facilities in Arkansas was completed to illustrate the effectiveness of this methodology. While there is currently no construction design for these facilities, this framework yielded costs consistent with those expected. A key finding was that storage costs could account for up to 81% of a transload facility’s costs. Overall, this cost framework is believed to balance general scalability with accuracy well to provide reasonable cost estimations for constructing new or expanded facilities.
Full depth reclamation (FDR) is a pavement recycling technique that incorporates the entire pavement section to create a rehabilitated, stabilized pavement layer. This method is cost effective, environmentally friendly, and structurally viable. Unfortunately, there is some uncertainty regarding how this composite material is classified. In this study, the material characterization of FDR was explored by comparing the effect of different compaction methods on the optimum moisture content, optimum amount of foamed asphalt or asphalt emulsion, the tensile strength, and the stability of the mixture. The superpave gyratory compactor (SGC) is typically used for the compaction of HMA samples, and the Proctor hammer is the most common method of compaction for soil samples. In addition to comparing these two methods, different sized compaction molds and varying amounts of compactive effort were considered. Samples compacted with the modified Proctor hammer produced the highest dry unit weights. Although samples compacted in the SGC had higher tensile strengths. At optimum mixture proportions, moisture conditioned samples compacted with the modified proctor hammer did not reach the minimum tensile strength requirements.
This report was .prepared as an account of work sponsored by an agency of the United States Government. Neither the United3tates Government nor any agency thereof, nor any of their employees, make any warranty, express or implied, or assumes a n y legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of t h e United States Government or any agency thereof. DISCLAIMER Portions of this document may be illegible in electronic image products. Images are produced from the best available original document. Summary A full-scale prototype surface barrier has been constructed at the 200 BP-1 Operable Unit in the 200 East Area of the Hanford Site. The prototype barrier has been built to evaluate design, construction, and performance features of a surface barrier that may be used for in-place disposal of wastes at the Hanford Site. The design basis and construction of the prototype have been documented. A testing and monitoring plan has been published outlining specific tests planned for the prototype. The current report describes initial testing activities conducted in FY 1994 and outlines activities for testing and monitoring at the prototype barrier in the future. Asphalt permeability was tested during construction of the prototype in April and May 1994. Cores taken from the asphalt concrete layer were tested in the laboratory and found to have hydraulic conductivities below 1E-09 c d s. Field measurements of hydraulic conductivity taken on the asphalt concrete ushg a speciallydesigned falling head permeameter were more than ten times higher than those from core tests. The higher values are attributed to transient flow through the permeameter seal. In spite of this difficulty, the more rapid field measurements (lday tests in t4e field compared to 3 months in the laboratory) gave values as low as 1E-09 c d s and averaged about 1E-08 c d s. Samples of fluid-applied asphalt material, used as a sealant on the asphalt concrete layer, were tested in the laboratory and found to have hydraulic conductivities below 1E-10 c d s. Measurements of hydraulic conductivity taken on an adjacent asphalt test pad using a sealed double-ring infiltrometer (SDRI) were
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