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Potash Case Study
Mining, Minerals and Sustainable Development February 2002 No. 65 Potash Case Study Information supplied by the International Fertilizer Industry Association This report was commissioned by the MMSD project of IIED. It remains the sole Copyright © 2002 IIED and WBCSD. All rights reserved responsibility of the author(s) and does not necessarily reflect the views of the Mining, Minerals and MMSD project, Assurance Group or Sponsors Group, or those of IIED or WBCSD. Sustainable Development is a project of the International Institute for Environment and Development (IIED). The project was made possible by the support of the World Business Council for Sustainable Development (WBCSD). IIED is a company limited by guarantee and incorporated in England. Reg No. 2188452. VAT Reg. No. GB 440 4948 50. Registered Charity No. 800066 1 Introduction 2 2 Global Resources and Potash Production 3 3 The use of potassium in fertilizer 4 3.1 Potassium Fertilizer Consumption 4 3.2 Potassium fertilization issues 6 Appendix A 8 1 Introduction Potash and Potassium Potassium (K) is essential for plant and animal life wherein it has many vital nutritional roles. In plants, potassium and nitrogen are the two elements required in greatest amounts, while in animals and humans potassium is the third most abundant element, after calcium and phosphorus. Without sufficient plant and animal intake of potassium, life as we know it would cease. Human and other animals atop the food chain depend upon plants for much of their nutritional needs. Many soils lack sufficient quantities of available potassium for satisfactory yield and quality of crops. For this reason available soil potassium levels are commonly supplemented by potash fertilization to improve the potassium nutrition of plants, particularly for sustaining production of high yielding crop species and varieties in modern agricultural systems. -
MORDANTING NATURAL DYES IRON SULPHATE (Ferrous Sulphate) Is Usually Used to Change the Colour of a Dye
MORDANTING NATURAL DYES IRON SULPHATE (Ferrous Sulphate) is usually used to change the colour of a dye. It also makes natural dyes Most natural dyes have great affinity for fibre but more light and wash fast. More often used with cellulose poor light and wash fastness. If the fibre is pre than protein as it can make protein fibres brittle and harsh. mordanted you create a bond between the dye Iron changes shades to deeper, darker shades and is better and the fibre which will improve this dramatically. used in a premordant bath than directly into the dyebath. The most common and least environmentally toxic Use at a maximum of 2 to 4 % WOF . are Alum, Iron and Tannin. Copper is a useful mordant but is toxic to marine COPPER (Copper Sulphate)tends dull colours and turn life and humans. It needs to be handled and them blue green ie. yellows become greens, pinks become disposed of carefully. Historically Tin and Chrome purple. You can use Copper as a premordant or as an after have been used but are hazardous to the treatment to adjust colours. Colours dyed with Copper are environment & your health and need to be usually more lightfast than those dyed with Alum. Copper disposed of with great care. For that reason we has a less harsh effect on Protein fibres than Iron. Dispose recommend only using Alum, Iron, Copper and of Copper solution responsibly by exhausting your Tannin. Copper is probably the least safe but will dyebaths, diluting the residue with clean water and don’t give you much brighter shades and is safe to use put it down the storm water. -
Army Container Operations
FM 55-80 ARMY CONTAINER OPERATIONS DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited. HEADQUARTERS, DEPARTMENT OF THE ARMY FM 55-80 FIELD MANUAL HEADQUARTERS No. 55-80 DEPARTMENT OF THE ARMY Washington, DC, 13 August 1997 ARMY CONTAINER OPERATIONS TABLE OF CONTENTS Page PREFACE.......................................................................................................................... iv CHAPTER 1. INTRODUCTION TO INTERMODALISM .......................................... 1-1 1-1. Background.................................................................................... 1-1 1-2. Responsibilities Within the Defense Transportation System............. 1-1 1-3. Department of Defense ................................................................... 1-2 1-4. Assistant Deputy Under Secretary of Defense, Transportation Policy............................................................................................. 1-2 1-5. Secretary of the Army..................................................................... 1-2 1-6. Supported Commander in Chiefs..................................................... 1-2 1-7. Army Service Component Commander............................................ 1-2 1-8. Commanders .................................................................................. 1-2 1-9. United States Transportation Command .......................................... 1-3 1-10. Military Traffic Management Command ......................................... 1-3 1-11. Procurement and Leasing -
The Art of Mordanting and Staining and the Complete Treatment of Wood
The Artof/Aordanting and Staining ' N:i^\><v 5W^ \\ \ ^^^ Class. X ) 3^^ Book -A fe Copyright }1® - COPYRIGHT DEPOSIT. C^z-A-^^UX-ftUv^w*^ %««<«^vvwn''v<^t'^"t^'>vva-'VU'nH^ , THE ART OF M ORD A NTI NG AND STAINING AND THE COMPLETE TREATMENT OF WOOD SURFACES A HANDBOOK AND AID FOR ARCHITECTS, CABINET MAKERS, DECORATORS, PAINTERS, PIANO FACTORIES AND TRADE SCHOOLS BY WILLIAM ZIMMERMANN INSTRUCTOR OF CHKMISTRY IN POLYTECHNIC INSTITUTE, BARMEN, GERMANY BOSTON, MASS.: THE ARTI-STAIN CO. 1911 \J> First English Edition Copyright 191 i BY W. F. PURSCHER All Rights Reserved ^ r/> ARTI-STAIN CO. Sole Agents for U. S. A. and the Dominion of Canada / !)CI.A28t)433 PREFACE Since the appearance of the Fifth Edition of this work in 1908, it has again been considerably enlarged and revised and the results incorporated in the present Sixth Edition. In the portion relating to staining, the chapter on Brown Stains, which occupy an important position in connection with modern furniture and fittings, has been completely revised and enlarged by the introduction of the new and practically-tested Special-Oak Stains, An- thracene Stains and Genuine-Mahogany Stains, which have been very favorably received. Because of their lesser importance, the number of staining formulas for bright colors has been diminished, but these have been replaced by staining formulas for new products of greater fastness to light. All suggestions and experiments since the last edition have been incorporated here. The Sample Card of colors (in the Supplement) has been made to correspond with the new formulas in the book. -
Colorado Historical Society
OAHP1414 (Rev. 11/2001) COLORADO HISTORICAL SOCIETY COLORADO STATE REGISTER OF HISTORIC PROPERTIES NOMINATION FORM SECTION I Name of Property Historic Name Denver & Rio Grande Western Railroad Bulkhead Flatcar No. 22488 Other Names D&RGW No. 22488 Address of Property address not for publication Street Address 800 Seminole Rd., Burnham Yard, Union Pacific Railroad City Denver County Denver Zip 80204-4200 Present Owner of Property (for multiple ownership, list the names and addresses of each owner on one or more continuation sheets) Name Marcus Rail c/o Daniel Quiat Address PO Box 3498 Phone 303-579-1506 City Boulder State CO Zip 80307-3498 Owner Consent for Nomination (attach signed consent from each owner of property - see attached form) Preparer of Nomination Name Property Owner Date 10/8/2006 Organization Address Phone City State Zip FOR OFFICIAL USE: Site Number 5DV10295 Nomination Received Senate # 18 House # 13 2/16/2007 Review Board Recommendation 2/22/2007 CHS Board State Register Listing Approval Denial Approved Denied Listing Criteria A B C D E Certification of Listing: President, Colorado Historical Society Date COLORADO STATE REGISTER OF HISTORIC PROPERTIES Property Name Denver & Rio Grande Western Railroad Bulkhead Flatcar No. 22488 SECTION II Local Historic Designation Has the property received local historic designation? no yes --- individually designated designated as part of a historic district Date designated Designated by (Name of municipality or county) Use of Property Historic Railroad freight service Current Historical -
Railcars at Rocky Flats Community Final 11-04-04.Indd
Rocky Flats Fact Sheet Transporting low-level radioactive waste from Rocky Flats using railcars Transporting low-level radioactive waste from Rocky Flats using railcars The Rocky Flats Closure Project is one of the largest environmental cleanup operations in the world. Rocky Flats, located approximately 15 miles northwest of Denver, produced plutonium and uranium components for the U.S. nuclear weapons program from 1953 until 1989. The operations left a legacy of radioactive and hazardous waste contamination. Cleanup operations began in earnest in 1995. As part of closure, all radioactive and hazardous waste will be shipped from Rocky Flats to waste disposal sites in other states. No waste will be permanently stored or disposed of on site. Currently, all low-level radioactive waste leaving Rocky Flats is transported by truck. As the Rocky Flats Closure Project Cleaning up Rocky Flats will return thousands of acres to the citizens of Colorado. The nears completion, demolition of former site will become a national wildlife refuge. manufacturing buildings signifi cantly increases the volume of low-level radioactive waste. To improve effi ciency and worker safety, the project will use railcars to ship very low-level waste to the Envirocare disposal facility in Utah. Using rail may eliminate as many as 5,000 truck shipments. Background The complex job of cleaning up and closing down Rocky Flats involves removing massive quantities of radioactive waste. To date, after nine years of shipping, Rocky Flats has safely shipped approximately 260,000 cubic meters (65 percent) of the projected 400,000 cubic meters of radioactive waste that will be generated during closure. -
Freight Services the Alaska Railroad (ARRC) Provides Seam- ARM Barge Move from Whittier to Anchorage Or Less Freight Operation Between Shipping Points in Fairbanks
Freight Services The Alaska Railroad (ARRC) provides seam- ARM barge move from Whittier to Anchorage or less freight operation between shipping points in Fairbanks. Barges also move railcar shipments the Lower 48 to many destinations in Alaska. Port to/from Alaska via Prince Rupert, interchanging facilities in Seattle, Whittier, Seward and Anchor- with Canadian National Railway (CN). The CN age provide crucial links between marine and land barge was discontinued in early spring 2021. transportation modes. Rail yards in Seward, Whit- tier, Anchorage and Fairbanks offer centralized • Trailers/Containers on Flat Cars — TOFC/ distribution hubs for other transportation modes. COFC moves north and south between Seward, Whittier, Anchorage and Fairbanks. Freight Revenue & Expense • Coal — Coal from Usibelli Coal Mine in Healy Freight is the Alaska Railroad’s bread-and- moves to the Fairbanks area for local markets. butter, typically generating more than half of operating revenues (excluding capital grants). In • Gravel — Seasonally (April – October) aggregate 2019, a more typical year, the railroad hauled 3.49 products move from the Matanuska-Susitna million tons of freight, generating 56% of operating Valley to Anchorage. revenues. In 2020, the COVID-19 pandemic dev- • Miscellaneous/In-state Local — Other freight astated ARRC’s passenger business and lowered includes specialty movements of very large or freight demand. As a result, ARRC hauled 2.8 mil- lion tons of freight, generating three-fourths (76%) oddly-shaped equipment and materials, as well of operating revenues. as in-state shipments of cement, scrap metal, Major lines of freight business include: military equipment and pipe. • Petroleum — Most petroleum products have While freight-hauling is a major revenue source, it also involves capital- and maintenance- moved from Anchorage to a fuel distribution intensive expense. -
STATES PATENT OFFICE 2,497,519 ART of STABLZNG RAYON TYPE FABRIC Archibald S
Patented Feb. 14, 1950 2497,519 UNITED STATES PATENT OFFICE 2,497,519 ART OF STABLZNG RAYON TYPE FABRIC Archibald S. Stevenson, Pawtucket, and Leo Beer, Providence, R. I., assignors to Alrose Chemical Company, Cranston, R. ., a corporation of Rhode Island No Drawing. Application December 4, 1946, Serial No. 13,918 15 Claims. (C. 8-125) 2 The textile fabric with the stabilization of the alternative, costly ventilating equipment is which the present invention is concerned, con 'equired, and tains Synthetic fibers of regenerated cellulose, h. Fabrics treated with resins frequently cause Such as viscose or cupra-ammonium rayon or of dermatitis when worn by persons whose skin is cellulose-acetate or other cellulose derivative, the Sensitive to such resins. fabric consisting of any of said fibers, alone or in It is among the objects of the present inven admixture with one or more of the other fibers, tion to produce textile fabrics of the rayon-type with or without components of wool, cotton or which are stabilized to a highly satisfactory de other fiber, natural or synthetic. Fabric of the gree against laundering shrinkage, without there character referred to is designated hereinafter () by incurring excessive loss of yardage and with both in the specification and the claims in the in out the need to this end for incorporating in or terest of brevity as "rayon-type fabric.' on the fibre any foreign substance, or altering As conducive to a clear understanding of the the molecular structure of the fiber or detracting from the weight or the tensile strength or the invention, it is noted that if such rayon-type abrasion resistance of the fibre or fabric or in fabric were subjected to the action of caustic 5 pairing the hand of feel thereof, or objectionably under conditions similar to those of mercerizing detracting from its luster. -
WU Editorials & Model Stop
volume one, number two a supplement to walthers ho, n&z and big trains reference books CLASSICS Model Power Acquires Mantua Model Power is pleased to announce its acquisition of Mantua Industries. A respected manufacturer of locomotives and rolling stock for model railroaders since 1926, Mantua is headquartered in Woodbury, New Jersey. Together these manufacturers have a total of over 110 years of experience and service to the model railroad industry. Model Power has purchased all HO tooling, molds, parts and dies from Mantua Industries and retains rights to the name “Mantua.” Model Power will also be forming a new division called Mantua Classics whose initial production plans for 2003 include the following locomotives: Pacific, Berkshire, 2-6-6-2, 2-6-6-0, Camelback and 0-6-0 Tank. The overall goal will be to produce quality products, fine-tune performance, enhance detail and dramatically cut the prices of steam locomotives. For modelers concerned about what this acquisition means in terms of products and customer service, here are steps now being taken by Model Power: 1. Most parts are or will be in stock 2. Metal boiler locomotives will be made with extra details not previously included 3. Steam locomotives will be DCC compatible with an 8-prong receiver 4. Tenders will be made with electrical pickup 5. Drive trains for F7s will be flywheel driven and carry the high-tech F7 metal body used in Model Power’s MetalTrain™ Model Power is proud to offer its customers more—more details, more quality and performance, more choices— with Mantua Classics. -
Analysis and Prospects of Container and Rail Transport
MATEC Web of Conferences 329, 01014 (2020) https://doi.org/10.1051/matecconf/202032901014 ICMTMTE 2020 Analysis and prospects of container and rail transport Sergey Vakulenko1,*, Pyotr Kurenkov1, Dmitry Romensky1 , Kirill Kalinin1, and Jozef Gašparík2 1Department of Transport business management and intelligent systems, Russian University of Transport, Moscow, Obraztsova str., 9, building 9, 127994. Russia 2Faculty of Operation and Economics of Transport and Communications, Zilina, Univerzitná 8215/1, 010 26, Republic of Slovakia Abstract. The article studies the main trends in the market of container transportation in rolling stock of various types, considers the process of transporting large-capacity containers in open wagons. The operational and economic aspects of removing administrative restrictions on the implementation of this type of transportation are noted. The dynamics of rental rates for rental of gondola cars and platforms in 2019-2020 is present. The summary characteristics of the gondola car fleet and fitting platforms on the Russian Railways network have been study. The analysis of the market share of the largest owners of gondola cars and fitting platforms was carry out. The advantages and disadvantages of using the technology of container transportation in open wagons are list. Solutions are propose to create a competitive environment in the container transportation segment of the transport services market. 1 Introduction Currently, containers are transport on fitting platforms, but theoretically, according to international rules, they can also be transport in open wagons: 40-feet - horizontally per piece, 20-feet - two each, and empty 20-feet - even three. From December 1, 2014, the local technical conditions (LTC) for the placement and fastening of universal containers in gondola cars with unloading hatches were cancel. -
Economics of Improved TOFC/COFC Systems Robert H
6 basis. On a "maximum" cost basis, however, the ser high-rate service. At profitable rates, the Philadelphia vice is unprofitable at all rate levels. Cleveland and Chicago-Houston services would carry only 13 and 21 trailers a day, respectively. This dif Chicago-Houston City Pair fers from the more conventional concept of a TOFC shuttle train service, such as the "Slingshot," which The long distance between Chicago and Houston dis emphasizes low rates and high volume. It would be tinguishes this city pair from the other two. Al interesting to repeat this analysis assuming a lower though both rail and truck service tends to be fairly cost, but slower, less reliable service. It is possible good, a reliable TOFC shuttle train service is believed that such a service might prove more profitable than to offer some improvement in service over both. De the premium service hypothesized here. spite its long distance, the traffic between this pair of These models have allowed us to understand the cities is fairly heavy-roughly the same as between consequences of the multitude of individual firm deci Philadelphia and Cleveland. One might speculate that sions that will determine the market for a service. As the economies of rail line-haul operation would make such, they represent a considerable advance over other a TOFC shuttle train a profitable undertaking between methods, such as aggregate econometric models, which this pair of cities. require gross assumptions about the relationship of Figure 4 presents the comparison of revenues and transportation demand to the economy of a region. costs at various rate levels for the Chicago-Houston Better industry data, production-type demand models, TOFC shuttle train service. -
Improved Freight Modeling of Containerized Cargo Shipments Between Ocean Port, Handling Facility, and Final Market for Regional Policy and Planning
Final Technical Report TNW2008-08 Research Project Agreement No. 61-5907 Improved Freight Modeling of Containerized Cargo Shipments between Ocean Port, Handling Facility, and Final Market for Regional Policy and Planning Kaori Fugisawa Anne Goodchild Research Associate Assistant Professor University of Washington University of Washington Eric Jessup Assistant Professor Washington State University A report prepared for Transportation Northwest (TransNow) University of Washington 135 More Hall, Box 352700 Seattle, Washington 98195-2700 July 2008 TECHNICAL REPORT STANDARD TITLE PAGE 1. REPORT NO. 2. GOVERNMENT ACCESSION NO. 3. RECIPIENT’S CATALOG NO. TNW2008-08 4. TITLE AND SUBTITLE 5.REPORT DATE Improved Freight Modeling of Containerized Cargo Shipments between Ocean Port, July 2008 Handling Facility, and Final Market for Regional Policy and Planning 6. PERFORMING ORGANIZATION CODE 7. AUTHOR(S) 8. PERFORMING ORGANIZATION REPORT NO. Anne Goodchild, Eric Jessup, Kaori Fugisawa TNW2008-08 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NO. Transportation Northwest Regional Center X (TransNow) Box 352700, 129 More Hall University of Washington 11. CONTRACT OR GRANT NO. Seattle, WA 98195-2700 DTRS99-G-0010 12. SPONSORING AGENCY NAME AND ADDRESS 13. TYPE OF REPORT AND PERIOD COVERED United States Department of Transportation Office of the Secretary of Transportation Final Research Report 400 Seventh St. S.W. 14. SPONSORING AGENCY CODE Washington, D.C. 20590 15. SUPPLEMENTARY NOTES This study was conducted in cooperation with the University of Washington and the US Department of Transportation. ABSTRACT The proposed research will address an emerging need by local, state and regional transportation planners and policymakers to better understand the transportation characteristics, functions and dynamics of ocean port-to-handling facility and handling facility-to-final market freight movements.