<p>This report is founded in lack of knowledge concerning the design and layout procedureduring a new engine room construction.The prime question is how the engine room takes its form from idea to construction and whathappens in between. We want to give the reader a better understanding in how the work isdone and why it is designed the way it is concerning layout, ergonomics and safety. Duringthis report we will enhance the knowledge concerning regulations and rules that are of greatsubstance such as SOLAS, Swedish Sjöfartsverket and IMO.By contacting the parties involved in the process in newly designing a vessel and its engineroom, we will assume their approaches and experiences. We will study the work progressfrom planning to construction of a vessels machinery spaces. We will with the help ofinterviews with interested parties get an idea of the approach and also compare the finishedproduct a bit depending on company size and resources.The investigation resulted in a good basis for how a ship engine room design takes shape andwhich aspects are taken into account, however, we found that the existing rules concerningengine room layout was very vague and was seen as the most recommendations. For thecontrol room, there were however some points to consider. We believe that it would facilitatea more comprehensive legal framework relating to engine room design.</p> / <p>Denna studie grundar sig i en okunskap gällande maskinrums design och layout. Frågan viställde oss var hur ett fartygs maskinrum kom till från idé till ritning och slutligen beställning.Syftet med arbetet är att ge läsaren grundläggande kunskaper gällande maskinrums design,layout samt ergonomiska aspekter då detta är relevant gällande säkerhet och avhjälpandekring det dagliga arbetet ombord på ett fartyg. Vi kommer även ta upp information som rörregelverk så som (SOLAS, Sjöfartsverket och arbetsmiljöverket),riktlinjer (IMO) standarder (ISO).Genom att kontakta de parter som är inblandade i ett nykonstruerande av ett fartyg och dessmaskinrum kommer vi utgå ifrån deras tillvägagångssätt och erfarenheter. Vi kommer studeravägen från beställning och planering till konstruering. Vi kommer med hjälp av intervjuermed berörda parter skaffa oss en uppfattning om tillvägagångssättet vid planering avmaskinrums designen och även jämföra resultatet beroende på rederiets storlek och resurser.Undersökningen resulterade i ett bra underlag för hur ett fartygs maskinrums konstruktion tarform och vilka aspekter som det tas hänsyn till, dock upptäckte vi att reglerna gällandemaskinrummets utformning var mycket vaga och sågs mest som rekommendationer. Förkontrollrummet fanns det däremot en del punkter att ta hänsyn till. Vi anser att det skulleunderlätta med ett mer utförligt regelverk som rör maskinrummets utformning.</p>

<p><b>Before the Steeples Fall</b></p><p>Facility Management (FM) techniques applied to churches, with emphasis on the churches of the Diocese of Møre</p><p><i>The church is a building old and tall,</i></p><p><i>Standing though steeples are falling.</i></p><p><i>Fell into ruins steeples all,</i></p><p><i>Bells are still chiming and calling…</i></p><p><i>N. F. S. Grundtvig, 1837</i></p><p>This hymn describes the churches as old tumbledown buildings, and throughout history many churches have suffered this fate. On the other hand, few buildings have received as much attention and care as the churches. In the year 1024, the assembly of Moster decided that the King was to be responsible for providing the priests while the people were to maintain the churches. Since then, the building and maintenance of the parish church has been the largest task of the Norwegian local community, at least until the last part of the 19.th century.</p><p>What is the state of our churches today? How do we manage them through their life cycle before the <i>steeples</i> fall? And how should we best take care of them to avoid letting them fall into a state of decay and disrepair? The Facility Management (FM) project – and this dissertation – discusses these questions </p>

<p>Masonry made from Light Expanded Clay Aggregate (LECA) concrete blocks is by far the most popular manufactured masonry in Norway. LECA is a lightweight aggregate (LWA).</p><p>The main objective of this study is to expand the knowledge about the material properties of LECA masonry to enable more accurate structural analysis and design of such masonry. The thesis comprises largely of experimental studies on the material behaviour of LECA masonry. Due to the relatively limited knowledge on the material properties of LECA masonry compared to that of concrete, a wide range of properties of LECA masonry has been studied in this thesis. </p><p>Because restrained shrinkage cracking is a major cause of damage to LECA masonry, mapping the behaviour of masonry with obstructed shrinkage is selected as an example. To be able to determine the deformation process of restrained LECA masonry, an identification of material properties of particular interest has been carried out. The identification was based on a restrained shrinkage cracking example. A summary of the material properties studied in this thesis work is given in Table 1. For comparison, design values of Eurocode 6 are also included in Table 1.</p><p>By determining a relatively wide range of important material properties, this thesis study has been largely instrumental in expanding the knowledge about the material behaviour of LECA masonry. While also the composition and the properties of the raw materials of the LECA blocks are documented, the study may form an important basis for further structural analysis of performance and further development of such masonry.</p><p>Even though a restrain shrinkage example was taken as a basis for the identification of interesting material properties, the experimentally obtained properties is relevant also for application of other structural problems. The validity of the properties is, however, limited to the LECA block quality of “3/770” only.</p><p>In order to pave the way for finite element analysis and design of LECA masonry structures, experimental determination of relevant material/model parameters were carried out in this thesis study. A micro-modelling can be restricted to account for the quasi-brittle material behaviour of the LECA and the average in-situ properties of the applied mortar. By applying generic material models in DIANA, the current test of LECA masonry subjected to uniaxial tension and compression/shear, this approach gave satisfactory results (see Høiseth and Kvande (2000) and Høiseth (2000b)).</p><p>Although the average stiffness and strength of mortal is usually somewhat higher than for the LECA units, a macro-modelling based on the LECA block properties should in general give sufficiently accurate results in global analysis of real structures. It must however be emphasised that the open perpend joint of LECA masonry makes the compound behaviour highly anisotropic. This anomaly represents discontinuity planes, which may be accounted for by interface elements representing predefined discrete cracks. </p>

Each of the studies conducted herein is related to best management practices for stormwater pollutant removal. This thesis is divided into two chapters. Chapter One details the development and functionality of a novel stormwater detention pond outlet, the solid state skimmer. The device is a perforated riser having no moving parts that is capable of draining detention ponds primarily from the topmost orifices. We found that such a device is capable of reducing effluent turbidity and sediment concentrations compared to a traditional riser outlet. Chapter Two describes a water quality monitoring study performed to show that a pervious concrete detention system can remove stormwater pollutants from parking lot runoff. The stormwater flowed across asphalt paving before infiltrating into the pervious concrete and an aggregate sub-base below. We sampled the runoff before it entered the pervious and after it passed through the detention system and found significant decreases in several pollutants.

<p>I denna uppsats har det studerats hur kyla påverkar Robot 70 skyttens prestanda. För att göra detta har en hypotesprövande metod använts. Hypotesen lyder: ”En robotskytts finmotorik påverkas av kyla så till den grad att träff inte är sannolik.”</p><p>Hypotesen används till hjälp att svara på följande frågeställningar:</p><p>Frågeställning 1:</p><p>I vilken utsträckning påverkas robot 70-skyttens finriktningsförmåga av kyla?</p><p>Frågeställning 2:</p><p>Hur kan luftvärnsregementet förbättra nyttjandet av Robot 70 gruppens utrustning för att minska kylans påverkan på robotskyttens prestanda?</p><p>Ett experiment har använts för att verifiera eller falsifiera hypotesen. Sju personer från Luftvärnsregementet har skjutit simulerade avfyringar inom- och utomhus, vid olika temperaturer. Resultatet från robotarna avfyrade inomhus vid 20°C hade en ungefärlig träffsannolikhet för direktträff på 94 %. Avfyringarna i segmentet med lägst uppmätta tumtemperaturer hade enligt mina mätningar en betydligt lägre träffsannolikhet för direktträff.</p><p>Vad som verkar sänka temperaturen robotskyttens tumme mest, är värmeledning från robotsystemets styrspak. Slutsatsen är att detta verkar beror på att styrspaken är tillverkad av aluminium. Genom att isolera styrspaken kan det undvikas att skyttens tumme kyls ned och därmed minskar dennes träffsannolikhet.</p> / <p>In this essay it has been studied how cold environment can affect the gunner of the RBS 70.</p><p>In this study, the method of testing a hypothesis has been used. Hypothesis: “The Gunner is affected by cold to such an extent that a hit is not probable”</p><p>The hypothesis is used in helping to answer the following two questions:</p><p><strong>1.      </strong>To what level is the RBS 70 Gunner affected by cold?</p><p><strong>2.      </strong>How can the Swedish AD Regiment improve its use of equipment in order to   reduce the effects of cold weather, on the RBS 70 gunners’ ability to aim?</p><p> A test was performed to verify or falsify the hypothesis. Seven people from the Swedish AD Regiment fired simulated missiles both indoors and outdoors, in different temperatures. The results show that the missiles fired indoors at 20°C had an approximated direct hit-ratio of 94 percent. The firings where the thumb temperatures were the lowest had a lot lower direct hit ratio.</p><p>The greatest issue lowering the gunners thumb temperature was the temperature of the joystick of the sight. The conclusions are that the joystick, which is made of aluminium, must be isolated to avoid cooling the gunners’ thumb. Otherwise it will be harder to hit the target at a low temperature.</p>

The aim is to share experience gained when simulating (and doing measurements on) the turbocharged SI-engine as well as describing the limits of current state of the technology. In addition an overview of current boosting systems is provided. The target readers of this text are engineers employed in the engine industry as well as academia who will get in contact, or is experienced, with 1D engine performance simulation and/or boosting systems. Therefore the text requires general knowledge about engines. The papers included in the thesis are, in reverse chronological order: [8] SAE 2005-XX-XXX Calculation accuracy of pulsating flow through the turbine of SI-engine turbochargers - Part 2 Measurements, simulation correlations and conclusions Westin &amp; Ångström To be submitted to the 2005 SAE Powertrain and Fluid Systems Conference in San Antonio [7] SAE 2005-01-2113 Optimization of Turbocharged Engines’ Transient Response with Application on a Formula SAE / Student engine Westin &amp; Ångström Approved for publication at the 2005 SAE Spring Fuels and Lubricants Meeting in Rio de Janeiro [6] SAE 2005-01-0222 Calculation accuracy of pulsating flow through the turbine of SI-engine turbochargers - Part 1 Calculations for choice of turbines with different flow characteristics Westin &amp; Ångström Published at the 2005 SAE World Congress in Detroit April 11-14, 2005 [5] SAE 2004-01-0996 Heat Losses from the Turbine of a Turbocharged SI-Engine – Measurements and Simulation Westin, Rosenqvist &amp; Ångström Presented at the 2004 SAE World Congress in Detroit March 8-11, 2004 [4] SAE 2003-01-3124 Simulation of a turbocharged SI-engine with two software and comparison with measured data Westin &amp; Ångström Presented at the 2003 SAE Powertrain and Fluid Systems Conference in Pittsburgh [3] SIA C06 Correlation between engine simulations and measured data - experiences gained with 1D-simulations of turbocharged SI-engines Westin, Elmqvist &amp; Ångström Presented at the SIA International Congress SIMULATION, as essential tool for risk management in industrial product development in Poissy, Paris September 17-18 2003 [2] IMechE C602/029/2002 A method of investigating the on-engine turbine efficiency combining experiments and modelling Westin &amp; Ångström Presented at the 7th International Conference on Turbochargers and Turbocharging in London 14-15 May, 2002 [1] SAE 2000-01-2840 The Influence of Residual Gases on Knock in Turbocharged SI-Engines Westin, Grandin &amp; Ångström Presented at the SAE International Fall Fuels and Lubricants Meeting in Baltimore October 16-19, 2000 The first step in the investigation about the simulation accuracy was to model the engine as accurately as possible and to correlate it against as accurate measurements as possible. That work is covered in the chapters 3 and 5 and in paper no. 3 in the list above. The scientific contribution here is to isolate the main inaccuracy to the simulation of turbine efficiency. In order to have anything to compare the simulated turbine efficiency against, a method was developed that enables calculation of the CA-resolved on-engine turbine efficiency from measured data, with a little support from a few simulated properties. That work was published in papers 2 and 8 and is the main scope of chapter 6 in the thesis. The scientific contributions here are several: · The application on a running SI-engine is a first · It was proven that CA-resolution is absolutely necessary in order to have a physically and mathematically valid expression for the turbine efficiency. A new definition of the time-varying efficiency is developed. · It tests an approach to cover possible mass accumulation in the turbine housing · It reveals that the common method for incorporating bearing losses, a constant mechanical efficiency, is too crude. The next step was to investigate if different commercial codes differ in the results, even though they use equal theoretical foundation. That work is presented in chapter 4, which corresponds to paper 4. This work has given useful input to the industry in the process of choosing simulation tools. The next theory to test was if heat losses were a major reason for the simulation accuracy. The scientific contribution in this part of the work was a model for the heat transport within the turbocharger that was developed, calibrated and incorporated in the simulations. It was concluded that heat losses only contributed to a minor part of the inaccuracy, but that is was a major reason for a common simulation error of the turbine outlet temperature, which is very important when trying to simulate catalyst light off. This work was published in paper 5 and is covered in chapter 7. Chapter 8, and papers 6 and 8, covers the last investigation of this work. It is a broad study where the impact of design changes of both manifold at turbines on both simulation accuracy as well as engine performance. The scientific contribution here is that the common theory that the simulation inaccuracy is proportional to the pulsation amplitude of the flow is non-valid. It was shown that the reaction was of minor importance for the efficiency of the turbine in the pulsating engine environment. Furthermore it presents a method to calculate internal flow properties in the turbine, by use of a steady-flow design software in a quasi-steady procedure. Of more direct use for the industry is important information of how to design the manifolds as well as it sheds more light on how the turbine works under unsteady flow, for instance that the throat area is the single most important property of the turbine and that the system has a far larger sensitivity to this parameter than to any other design parameters of the turbine. Furthermore it was proven that the variation among individual turbines is of minor importance, and that the simulation error was of similar magnitude for different turbine manufacturers. Paper 7, and chapter 9, cover a simulation exercise where the transient performance of turbocharged engines is optimised with help from factorials. It sorts out the relative importance of several design parameters of turbocharged engines and gives the industry important information of where to put the majority of the work in order to maximize the efficiency in the optimisation process. Overall, the work presented in this thesis has established a method for calibration of models to measured data in a sequence that makes the process efficient and accurate. It has been shown that use of controllers in this process can save time and effort tenfold or more. When designing turbocharged engines the residual gas is a very important factor. It affects both knock sensitivity and the volumetric efficiency. The flow in the cylinder is in its nature of more dimensions than one and is therefore not physically modelled in 1D codes. It is modelled through models of perfect mixing or perfect displacement, or at a certain mix between them. Before the actual project started, the amount of residual gases in an engine was measured and it’s influence on knock was established and quantified. This was the scope of paper 1. This information has been useful when interpreting the model results throughout the entire work.

Masonry made from Light Expanded Clay Aggregate (LECA) concrete blocks is by far the most popular manufactured masonry in Norway. LECA is a lightweight aggregate (LWA). The main objective of this study is to expand the knowledge about the material properties of LECA masonry to enable more accurate structural analysis and design of such masonry. The thesis comprises largely of experimental studies on the material behaviour of LECA masonry. Due to the relatively limited knowledge on the material properties of LECA masonry compared to that of concrete, a wide range of properties of LECA masonry has been studied in this thesis. Because restrained shrinkage cracking is a major cause of damage to LECA masonry, mapping the behaviour of masonry with obstructed shrinkage is selected as an example. To be able to determine the deformation process of restrained LECA masonry, an identification of material properties of particular interest has been carried out. The identification was based on a restrained shrinkage cracking example. A summary of the material properties studied in this thesis work is given in Table 1. For comparison, design values of Eurocode 6 are also included in Table 1. By determining a relatively wide range of important material properties, this thesis study has been largely instrumental in expanding the knowledge about the material behaviour of LECA masonry. While also the composition and the properties of the raw materials of the LECA blocks are documented, the study may form an important basis for further structural analysis of performance and further development of such masonry. Even though a restrain shrinkage example was taken as a basis for the identification of interesting material properties, the experimentally obtained properties is relevant also for application of other structural problems. The validity of the properties is, however, limited to the LECA block quality of “3/770” only. In order to pave the way for finite element analysis and design of LECA masonry structures, experimental determination of relevant material/model parameters were carried out in this thesis study. A micro-modelling can be restricted to account for the quasi-brittle material behaviour of the LECA and the average in-situ properties of the applied mortar. By applying generic material models in DIANA, the current test of LECA masonry subjected to uniaxial tension and compression/shear, this approach gave satisfactory results (see Høiseth and Kvande (2000) and Høiseth (2000b)). Although the average stiffness and strength of mortal is usually somewhat higher than for the LECA units, a macro-modelling based on the LECA block properties should in general give sufficiently accurate results in global analysis of real structures. It must however be emphasised that the open perpend joint of LECA masonry makes the compound behaviour highly anisotropic. This anomaly represents discontinuity planes, which may be accounted for by interface elements representing predefined discrete cracks.

<b>Before the Steeples Fall</b> Facility Management (FM) techniques applied to churches, with emphasis on the churches of the Diocese of Møre The church is a building old and tall, Standing though steeples are falling. Fell into ruins steeples all, Bells are still chiming and calling… N. F. S. Grundtvig, 1837 This hymn describes the churches as old tumbledown buildings, and throughout history many churches have suffered this fate. On the other hand, few buildings have received as much attention and care as the churches. In the year 1024, the assembly of Moster decided that the King was to be responsible for providing the priests while the people were to maintain the churches. Since then, the building and maintenance of the parish church has been the largest task of the Norwegian local community, at least until the last part of the 19.th century. What is the state of our churches today? How do we manage them through their life cycle before the steeples fall? And how should we best take care of them to avoid letting them fall into a state of decay and disrepair? The Facility Management (FM) project – and this dissertation – discusses these questions

This doctoral thesis presents results of literature review on classical and contemporary aspects of stripping, as well as experimental investigations on moisture damage as influenced by bituminous materials. Previous research in the area of moisture damage was reviewed and synthesized into a state-of-the-art. Important parameters linked to moisture sensitivity, like bituminous material characteristics, dynamic loads from heavy vehicles, environmental factors, construction practice and nature of anti-stripping additives, are presented. The state-of-the-art in current test methods is summarized and given. The experimental work involved investigations of the influence of bitumen and aggregate composition on water susceptibility. The influence of aggregate mineralogy and chemistry was evaluated using eleven aggregates and one bitumen, followed by studying the interactive effect of four bitumens and four aggregates. Moisture sensitivity was evaluated in accordance with (EN 12697-12:2003) for conditioning, ASTM D 4123 for resilient modulus determination, and (EN 12697-23:2003) for indirect tensile strength testing. Furthermore, thermal stability of two liquid amine anti-stripping additives mixed with two bitumens of varied acidity was investigated using potentiometric titration and Fourier Transform Infrared (FTIR) Spectroscopy. Lastly, a technique based on Fourier Transform Infrared Spectroscopy-Attenuated Total Reflectance (FTIR-ATR) was developed and used for studying transport of water across thin bitumen films, as well as stripping at bitumen/substrate interfaces. Bitumens from different sources and three substrates (silicon, germanium and zinc selenide crystals) were used. Based on the results obtained, it was concluded that aggregates containing sodium and potassium in alkali feldspars generally showed high moisture sensitivity. In contrast, presence of calcium, magnesium and iron was associated with aggregates with low moisture sensitivity. Contrary to several previous findings, one aggregate with practically 100% quartz exhibited low moisture sensitivity. No linear relationship between moisture sensitivity and the contents of SiO2 and Al2O3 in the aggregates studied was established. Results of the interactive influence of bitumen and aggregate composition showed that high acid and low penetration bitumens exhibited high dry strength for all the aggregates studied. On the other hand, for a given bitumen, the wet strengths were found to be aggregate specific. The results of tests on thermal stability of amine additives showed that usefulness of these additives reduces considerably, when the more alkaline additive was mixed with the high acid bitumen, followed by storing the blends under pronounced conditions of time and temperature (24 hours and 140ºC, or more, in this study). Much less interaction occurred when the less alkaline additive was blended with the low acid bitumen. Even if a correlation was found between the results of potentiometric titration and Fourier Transform Infrared spectroscopy, the latter was not considered good enough at detecting amine additives, especially at low dosages. The technique based on FTIR-ATR developed in this study distinguished between good and bad bitumens with regard to stripping. The effectiveness of amine-based additives in reducing stripping was also shown by the method. Three likely processes occurred during the test, namely water diffusion, film break, and displacement (stripping) of bitumen from the substrate surface. The results also indicated that the diffusion process of water into the bitumen/substrate interface does not obey Fick’s law. / QC 20100831

Simple but still realistic physical models suitable for structural design of flat concrete plates and column footings with respect to punching are presented. Punching of a flat plate is assumed to occur when the concrete compression strain at the column edge due to the bending moment in the slab reaches a critical value that is considerably lower than the generally accepted ultimate compression strain 0.0035 for one-way structures loaded in bending. In compact slabs such as column footings the compression strength of the inclined strut from the load to the column is governing instead. Both the strain limit and the inclined stress limit display a size-effect, i.e. the limit values decrease with increasing depth of the compression zone in the slab. Due respect is also paid to increasing concrete brittleness with increasing compression strength. The influence of the bending moment means that flat plates with rectangular panels display a lower punching capacity than flat plates with square panels – a case that is not recognized by current design codes. As a consequence, punching shall be checked for each of the two reinforcement directions separately if the bending moments differ. Since the theory can predict the punching load as well as the ultimate deflection of test specimens with good precision, it can also treat the case where a bending moment, so called unbalanced moment, is transferred from the slab to the column. This opens up for a safer design than with the prevailing method. It is proposed that the column rotation in relation to the slab shall be checked instead of the unbalanced moment for both gravity loading and imposed story drift due to lateral loads. However, the risk for punching failure is a great disadvantage with flat plates. The failure is brittle and occurs without warning in the form of extensive concrete cracking and increased deflection. Punching at one column may even initiate punching at adjacent columns as well, which would cause progressive collapse of the total structure. A novel reinforcement concept is therefore presented that gives flat plates a very ductile behaviour, which eliminates the risk for punching failure. The performance is verified by tests with monotonic as well as cyclic loading. / QC 20100929