Bøker utgitt av University Press of the Pacific

Producer gas is generated from solid fuels such as wood, charcoal, coal, peat, and agricultural residues. Although it has been used to power internal combustion engines since their invention, it has been largely overlooked for the past 50 years. During the early 1940s, when petroleum supplies for civilian use ran out in Europe, Asia, and Australia, producer gas was responsible for putting trucks, buses, taxis, tractors and other vehicles back on the roads, and boats back on the rivers. In 1939 Europe operated about 9,000 gas producer buses and trucks, and there were almost none on any other continent. By 1941, however, about 450,000 vehicles were in operation in all parts of the world, and by 1942 the number had grown to approximately 920,000. Gas producers were then in use not only in land vehicles, but also in boats, barges, and stationary engines. By 1946 more than a million motorized devices around the world operated on producer gas. In Europe and Asia alone, the use of producer gas in the 1940s contributed to saving millions of people from starvation. Basically, producer gas is made when a thin stream of air passes through a bed of glowing coals. The coals may come from the burning of wood, charcoal, coke, coal, peat, or from wastes such as corn cobs, peanut shells, sawdust, bagasse, and paper. (In some cases these materials must be pressed into bricks or pellets before they will produce adequate coals, and special generators may also be needed.)

For Stirling engines to enjoy widespread application and acceptance, not only must the fundamental operation of such engines be widely understood, but the requisite analytic tools for the stimulation, design, evaluation and optimization of Stirling engine hardware must be readily available.The purpose of this design manual is to provide an introduction to Stirling cycle heat engines, to organize and identify the available Stirling engine literature, and to identify, organize, evaluate and, in so far as possible, compare non-proprietary Stirling engine design methodologies.This report was originally prepared for the National Aeronautics and Space Administration and the U. S. Department of Energy.

Introduction to the Theory and Design of Engineering Machinery and Equipment Aboard Ship Digitally Reproduced from First Edition 1958 ALSO AVAILABLE: Order Principles of Naval Engineering Addendum - Color Diagrams ISBN: 978-0-9825854-4-3

Aerodynamic theory was not prepared to offer assistance in the early development of the airplane. The scientific community, most qualified for action at the forefront of human endeavor, often turns out in practice to be surprisingly conservative. It is recorded that Lord Rayleigh expressed "not the smallest molecule of faith in aerial navigation, except by balloon." It was not until experiments such as those of Lilienthal and Langley and the successful powered flights of the Wright brothers that correct theories for the aerodynamic action of wings were developed. Following the successful demonstrations of the Wright brothers, aerodynamic theory developed rapidly, primarily in European laboratories. These developments we associate with the names Joukowsky, Kutta, Prandtl and his students, Munk, Betz, and Von Karman. It should not be forgotten that the writings of F. W. Lanchester provide many of the physical insights that were elaborated in these mathematical theories. Throughout World War I, these developments in aerodynamic theory remained virtually unknown in the U.S. However, in the early 1920's, the U.S. National Advisory Committee for Aeronautics undertook to translate or otherwise make available important works on aerodynamic theory in the form of NACA Technical Reports, Notes, and Memoranda, and to encourage similar effort in its own laboratory. At the present time, many of these old NACA documents are no longer readily available and it seems worthwhile to collect the most important early works under the title "Classical Aerodynamics." In most cases, the theories are explained in the author's own words and often with a degree of clarity unequalled in later interpretations. R. T. Jones Senior Staff Scientist NASA-Ames Research Center June 18, 1979CONTENTSPrefaceApplications of Modern Hydrodynamics to Aeronautics L. PrandtlThe Mechanism of Fluid Resistance Th. v. Karman and H. RubachPressure Distribution on Joukowski Wings Otto BlumenthalGraphic Construction of Joukowski Wings E. TrefftzThe Minimum Induced Drag of Aerofoils Max M. Mun KThe Aerodynamic Forces on Airship Hulls Max M. MunkElements of the Wing Section Theory and of the Wing Theory Max M. MunkRemarks on the Pressure Distribution over the Surface of an Ellipsoid, Moving Translationally Through a Perfect Fluid Max M. MunkThe Inertia Coefficients of an Airship in a Frictionless Fluid H. BatemanFlow and Drag Formulas for Simple Quadrics A. F. ZahmFlow and Force Equations for a Body Revolving In a Fluid A. F. ZahmBehavior of Vortex Systems A. BetzGeneral Potential Theory of Arbitrary Wing Sections T. Theodorsen and I. E. GarrickGeneral Theory of Aerodynamic Instability and the Mechanism of Flutter Theodore Theodorsen

Most experienced trail crews try to avoid wetlands because of the construction and maintenance problems they pose. Little has been published on wetland trail construction, and materials that are available are often outmoded or are too regionally focused. By pulling this information together from our experiences, we hope to answer questions you didn't even know you had. In this manual we have described the common techniques for building a wetland trail. We have also included information on some of the more unusual materials and tools. Some of the techniques and tools we describe are suitable for wilderness situations where mechanized equipment cannot be used. Others are suitable for urban greenbelts where a wider range of techniques, material, and equipment can be used. Somewhere in between are the back-country sites where machines are permitted, but access and logistics are challenges. Although this book is written for wetland trails, the techniques described can also be used for correcting other poorly drained low areas in existing trails. The manual is written for those who are untrained and inexperienced in wetland trail construction, but those with experience may learn a few things, too.

A memoir by Russian explorer Vladimir Arsenyev, covering his trips in 1902, 1906, and 1907 as the first European to explore remote portions of Siberia. Dersu Uzala was his native guide on these trips. The book describes their adventures deep in the wilderness. It is the source for the Kurosawa movie of the same name. A great story of exploration.

Among the most important contributions the National Park Service has made since its founding in 1916 has been the development of extraordinary museum technology and administration---national in scope and international in influence. This manual, a distillation of what many persons have learned about the day-to-day operations of museums, is meant to provide curatorial standards and serve as a reference for museum workers everywhere. This book was written by Ralph H. Lewis, an outstanding museum administrator and curator with many years of experience in the National Park Service. It is an outgrowth of an earlier (1941) volume entitled Field Manual for Museums by Ned J. Burns, a work that went out of print during World War II and is, even to this day, in demand by curators and museum managers. In this present manual, Mr. Lewis carries on a tradition of excellence in museum practice that can be traced back to the mid-1930's when Carl P. Russell set the basic pattern for museum work in the national parks. In those early years most park museums could not afford or were too small to engage a full time professional museum staff. Dr. Russell set up centralized laboratories staffed by curators and preparators and provided the parks with exhibition and preservation expertise from this pool. The ordinary maintenance and operation of the museums were left to the superintendents who managed the parks, and to the archeologists, historians and naturalists who interpreted them.

Timber's strength, light weight, and energy-absorbing properties furnish features desirable for bridge construction. Timber is capable of supporting short-term overloads without adverse effects. Contrary to popular belief, large wood members provide good fire resistance qualities that meet or exceed those of other materials in severe fire exposures. From an economic standpoint, wood is competitive with other materials on a first-cost basis and shows advantages when life cycle costs are compared. Timber bridges can be constructed in virtually any weather conditions, without detriment to the material. Wood is not damaged by continuous freezing and thawing and resists harmful effects of de-icing agents, which cause deterioration in other bridge materials. Timber bridges do not require special equipment for installation and can normally be constructed without highly skilled labor. They also present a natural and aesthetically pleasing appearance, particularly in natural surroundings. The misconception that wood provides a short service life has plagued timber as a construction material. Although wood is susceptible to decay or insect attack under specific conditions, it is inherently a very durable material when protected from moisture. Many covered bridges built during the 19th century have lasted over 100 years because they were protected from direct exposure to the elements. In modem applications, it is seldom practical or economical to cover bridges; however, the use of wood preservatives has extended the life of wood used in exposed bridge applications. Using modem application techniques and preservative chemicals, wood can now be effectively protected from deterioration for periods of 50 years or longer. In addition, wood treated with preservatives requires little maintenance and no painting. Another misconception about wood as a bridge material is that its use is limited to minor structures of no appreciable size. This belief is probably based on the fact that trees for commercial timber are limited in size and are normally harvested before they reach maximum size. Although tree diameter limits the size of sawn lumber, the advent of glued-laminated timber (glulam) some 40 years ago provided designers with several compensating alternatives. Glulam, which is the most widely used modem timber bridge material, is manufactured by bonding sawn lumber laminations together with waterproof structural adhesives. Thus, glulam members are virtually unlimited in depth, width, and length and can be manufactured in a wide range of shapes. Glulam provides higher design strengths than sawn lumber and provides better utilization of the available timber resource by permitting the manufacture of large wood structural elements from smaller lumber sizes. Technological advances in laminating over the past four decades have further increased the suitability and performance of wood for modern highway bridge applications.

Where the Fleet Begins -A History of the David Taylor Research Center chronicles the first hundred years (1898-1998) of the Center which provides research and testing in the development and design of the U.S. Navy fleet of warships and submarines. Today, the Center continues to design ships and test models using precisely built towing tanks and computer simulation. The book describes the research, people and institutional culture which have brought, during periods of war and of peace, cutting-edge science and technology to the Navy's fleet. The book, with over 100 illustrations, was originally published by the Naval Historical Center, Department of the Navy.

Originally published in 1899, and revised in 1908, this is a "complete classific account of works, copious analyses of important works, analytical and other indices; also, supplement dealing with The Relation of Tchaikovsky to Art-Questions of the Day by Edwin Evans." The work also includes extracts from his writings, and the diary of his tour abroad in 1888. Rosa Newmarch was a well-known of English music writer and annotator, and a President of the Royal College of Music. This title is cited and recommended by Books for College Libraries and Catalogue of the Lamont Library, Harvard College.

In the real room is a bed, though that is putting the matter too briefly. The fairway to begin, if you love Mrs. Dowey, is to say to her that it is a pity she has no bed.If she is in her best form she will chuckle, and agree that the want of a bed tries hersore; she will keep you on the hooks, so to speak, as long as she can; and then, withthat mouse-like movement again, she will suddenly spring the bed on you. Youthought it was a wardrobe, but she brings it down from the wall; and lo, a bed.There is nothing else in her abode (which we now see to contain four rooms-kitchen, pantry, bedroom, and bathroom) that is absolutely a surprise; but it is fullof 'bits, ' every one of which has been paid ready money for, and gloated over andtended until it has become part of its owner. Genuine Doweys, the dealers mightcall them, though there is probably nothing in the place except the bed that wouldfetch half-a-crown.Her home is in the basement, so that the view is restricted to the lower half ofpersons passing overhead beyond the area stairs. Here at the window Mrs. Doweysometimes sits of a summer evening gazing, not sentimentally at a flower-potwhich contains one poor bulb, nor yearningly at some tiny speck of sky, but withunholy relish at holes in stockings, and the like, which are revealed to her from herpoint of vantage. You, gentle reader, may flaunt by, thinking that your finery awesthe street, but Mrs. Dowey can tell (and does) that your soles are in need of neatrepair.Also, lower parts being as expressive as the face to those whose view is thuslimited, she could swear to scores of the passers-by in a court of law.These four lively old codgers are having a good time at the tea-table, and wit isflowing free. As you can see by their everyday garments, and by their pails andmops (which are having a little tea-party by themselves in the corner), it is not agathering by invitations stretching away into yesterday, it is a purely informal affair;so much more attractive, don't you think? than banquets elaborately prearranged.You know how they come about, especially in war-time. Very likely Mrs. Dowey metMrs. Twymley and Mrs. Mickleham quite casually in the street, and meant to do nomore than the time of day; then, naturally enough, the word camouflage wasmentioned, and they got heated, but in the end Mrs. Twymley apologised; then, inthe odd way in which one thing leads to another, the winkle man appeared, andMrs. Dowey remembered that she had that pot of jam and that Mrs. Mickleham hadstood treat last time; and soon they were all three descending the area stairs, followed cringingly by the Haggerty Woma

Bj?rnstjerne Bj?rnson (1832-1910) was a poet, dramatist, novelist, journalist, editor, public speaker, theatre director, and one of the most prominent public figures in the Norway of his day. He was awarded the Nobel Prize for Literature in 1903 and is generally known, together with Henrik Ibsen, Alexander Kielland, and Jonas Lie, as one of "the four great ones" of 19th-century Norwegian literature. His poem "Ja, vi elsker dette landet" ("Yes, We Love This Land") is the Norwegian national anthem."In the long list of works that bear the name of this great-hearted man of genius none is a more authentic disclosure of his idealism, his poetic conception of life, his love of art, and his command of humor, pathos, sentiment, sympathy, and deep feeling than The Fisher Maiden - a fresh, free, deep-seeing interpretation of the temptations, struggles, joys, sorrows, pains, and exaltations of the artistic temperament." - Hamilton Wright Mabie