Document YGyN5M2vD8bybjZ8X9GXojRRD

2M Spent MTR Fuel Elements Part 1 -- Shipment Use of relatively inexpensive, freely available source of radiation energy is the basis for and part of the impetus behind the construction of the spent fuel element irradiation facility by the Sinclair Oil Co. at their central Research Laboratories, Har vey. 111. Under the direction of Dr. A. I. Snow, a would-be waste material product of the Materials Testing Re actor. an AEC facility at Idaho Falls, Idaho, containing residual useful ra diation energy is put to work ferret ing out unknowns of petroleum sci ence. Radiation induced ionization reactions have already made available to industry and the public the ad vantages of radiation stabilized Poly ethylene and radiation vulcanization of rubber, and there are many other rewards both actual and foreseeable. In effect complementing radiation research facilities using energetic iso topes like cobalt-60, spent elements may be looked upon as the logical suc cessors to "cooked" sources years in the making. However, there is one sustaining feature in the make-up of such facilities and perhaps making fuel element or isotope programs com mercially possible -- the radiation shielding proclivities of lead. In two parts, the story of Sinclairs entry into utilization of spent fuel ele ment irradiation with receipt of their first shipment will be told, typical of other entries like Continental Oil Co.'s facility at Ponca City, Okla. The photographs portray the re ceipt of the first shipment of four spent fuel elements from MTR. The shipping cast is removed from the approved truck carrier (cask and truck owned and operated by the TriState Warehousing and Distributing Co.), drained of its liquid coolant l methyl alcohol solution used in pre venting freeze-ups), and lowered into the "hot well" within the radiation cave. The top plug-type cover of the cask is removed under eleven feet of demineralized water which acts to prevent exposure to harmful radia tion during withdrawal of the four elements using remotely controlled tongs. The last photograph shows the operating basket in sixteen feet of water ready for experimentation. The four fuel elements, aged for about 300 days, were shipped in a lead cask weighing 24,800 lb. afford ing shielding and handling facilities sufficient for up to eight elements aged for as short a time as twenty days. The transfer cask, designed by the General Electric Co. for AEC is approximately 38 in. in dia. by 64 in. high with an open core 15 in. in dia. by 40 in. high to re ceive the fuel elements. Inner and outer surfaces are of 304 stainless steel clad low carbon steel plate. Lead is cast between the inner and outer shell giving a minimum of 11 in. of lead shielding between the elements and any point on the outside surface. The plug entry to the top of the cask is approximately 21 in. in dia. by 11% in. thick, shown in photograph. The dose from the elements re ceived in use was 216,000 roentgens per hour. Each shipment contains about 560 g. of U235 with a maxi mum of 700 g. licensed as contained in four MTR or ETR elements. The planned use of thirty day decay age elements delivering 2.5 x 10e r/h will be approximately equivalent to 46,000 curies of cobalt-60 using the same source geometry. MTR elements are expected to last four to six months, having then lost about three-fourths of their energy. This assures a con tinued demand for spent fuel ele ments and conjures the view of suit ably implemented trucks crisscrossing 2 10* ed or in ire re- nd ad ter of nt? ce. isk by ih. re al? in? xited he ise r .ill 100 me are hs. ths ondeliting Fig. /. Photon-emission power from U!ls fission products as a function of irradiation time and decay time. The energy and emission rate, important for shielding calculations, is largely the sum of the contributions from isotopes emitting hard gamma photons ~ 1.60 Mev. Contributions of Zru and \b" uhich become significant at longer delays are included in the curies in the inset and in the inset of Fig. 2. Fig. 2. The effective energies calculated for 8 in. of lead shielding with separate sets of curves for ttvo intervals of decay time, see Fig. 1. In the region of overlap, the curves that cover the longer decay time are the more accurate. Coeffi cients are shown which permit use of the graphs for thicker and thinner lead shields. the country senicing a multitude of reactors, spent fuel irradiation facili ties. and the end-of-line fuel re processing centers. (The first large power reactor in the United States will start discharging spent fuel ele ments in about two years.) Important to the practicability of such visionary accomplishment would he the development of carriers meet ing the factors largely governing economical instate and interstate com merce--weight, volume and safety. The use of lead in MTR cask con struction and in other shippable re search reactors as primary shielding give lead and mobility synonymity. Seemingly the cost and design factors are resolvable in lead construction. Going a step further, the recent literature reflects a desire for a more ready and facile design approach to shielding of mobile carriers for spent fuel elements. Ashley of Atomics In ternational in a recent issue of "Nucleonics" puts forth a shield de sign simplification. The conversion of spectral energy, Figure 1, to an effec tive photon energy for a fast determi nation of shield sufficiencies is made possible by suitable graphs, Figure 2. They permit the substitution of a single photon energy for a fission product spectrum. The shield prob lem, then, is to find the penetration of photons of this energy. With an effective photon energy figure for different lead thicknesses and corresponding linear absorption coefficients, flux to dose conversion factors, and build-up factors, the ef fectiveness of lead shields can be com puted with fair accuracy. Since lead shields required for spent fuel are thick shields, thin shields are not con sidered in the analyses. The method should only be applied to thick single region shields of more than six inches. In addition to lead's contribution to effective and economic handling and transport there is also the all-encom passing protection against accidental conditions taking into account flood, fire and wreckage. For example, a bulletin from United Press Interna tional, Grand Junction, Colo., dated June 23. 1958 reported that a sub merged atomic capsule which threat ened to contaminate the Colorado River to the California border had been recovered. An Atomic Energy Commission monitoring team said no radiation had leaked through the capsule's lead shield after the truck on which it was loaded plunged into the river about five miles east of Palisade, Colo. Reference: R. L. Ashley. "Graphical Aids in the Calculation of the Shielding Re quirements for Spent Lr15 Fuel," NAA-SR1992 (1957), available from the Office of Technical Services, U. S. Dept, of Com merce, Washington 25. D. C. The reference includes sample calculations with explana tions suitable for use by engineers not trained in shielding. Lead Brazed Ceramic To Meta! Seals Lead base solders have been used extensively in electronic and metal lurgical applications as an inexpensive and efficient method of joining metal parts. The versatility of lead in joint ing applications is demonstrated by a recent development from the Research Laboratories of Sylvania Electric Products, Inc.,--a high lead braze for low cost production of high quality ceramic-metal seals, useful up to working temperatures of about 300 C. This high lead braze is essentially a low- or medium temperature seal comparative in cost but offering dis tinct quality advantages over plastic and other low cost sealing methods. The accompanying photograph shows some representative ceramicmetal seals that have been made with this lead braze. The braze alloy is es sentially a lead-copper alloy contain ing 3 per cent titanium. Copper im proves the fluidity and wetting char acteristics of the alloy, and in addi tion, increases the hardness and me chanical strength. A concentration of 7 per cent will sufficiently strengthen the braze alloy for most applications. A range of copper contents up to 70 per cent is possible, however, exhibit ing higher melting points and higher --3-- IIA26I58 li rtflrtVWVU*. hot strengths. But for most applica tions. 90Pb-7Cu-3Ti alloy appears to be quite satisfactory. Three per cent titanium is intro duced. due to its ability to reduce other metallic oxides, to promote the wetting of ceramic materials. Without titanium, the lead-copper braze would not be able to wet ceramic materials, but with the titanium addition, a strong chemical bond is formed. The braze alloy can be used in either a powder, sheet or wire form. The powder can be mixed with a nitrocellulose lacquer to form a paint and then applied with a fcrush before firing, or, alternatively, sheet material can be cut into brazing washers or in serted as "shims'' into the assembly Some sample lead brazed single lead ter minals. The braze joins steel to alumina and the terminals are cadmium plated for oxidation protection. before brazing. If the material is ap plied as a paint, the titanium is intro duced in the form of TifF, which breaks down to metallic titanium when heated to the brazing temperature. No auxiliary flux is required to promote the bond. All that is neces sary for good bonding is that the sur faces be clean. The assembly is fired in the furnace at 900-1,000 C. until bonding occurs. Due to the presence of titanium in the alloy and its known affinity for oxygen and nitrogen, it is necessary to fire in an atmosphere of dry hydrogen or an inert gas--argon. The result is a mechanically strong, completely hermetic seal. This lead-copper braze method has both a quality as well as a cost ad vantage over silver paste and other low cost commercial ceramic-metal sealing products because it is nonstrippable and has a higher break down strength--300 C., compared to 190 C. This method of sealing is also competitive with plastic compression seals. Although, at present, slightly more expensive in some applications, the breakdown temperature is dis tinctly superior than the 200 C. ob tainable with the best of the silicone seals and unlike plastic seals which contain leaks and will loosen under stress, a vacuum tight seal is obtained. The lead-brazing technique lends it self to a one step operation in the great majority of cases where other sealing methods frequently involve many steps. The most significant uses that are expected are in the fields of hermetic terminals and electric leadthroughs. Products such as trans former top assemblies lend themselves very well to this process and the her metic assembling of multi-conductor headers in one operation is an equally plausible use. In this case, the brazed assembly can be hot tin dipped to finish, avoiding multiple handling. \\ ccrificial Lead Anodes For Corrosion Control In Waters Lead alloy anodes for impressed current cathodization have been ap proved by Lloyd's of London for the protection of ship hulls against cor rosion. Also the result of actual sea trials on a Royal Canadian Navy de stroyer, reported by the Naval Re search Establishment, Nova Scotia, for both economic and technological reasons, have shown lead alloy anodes to be superior to either graphite, steel, platinum or magnesium. Depending on alloy and water com position, a wide range of current raw densities is practical, wherein lead de velops a hard, conductive, passivating lead peroxide film. Proper alloying contributes greatly to decreased anode corrosion as Figures 1 and 2 demon strate, the latter comparing rates with and without passivation interfering. While economics will generally dic tate the type of anode system to be used, namely galvanic or impressed current, the latter has particular ad vantages in extreme conditions of use or where space or other consideration make mounting or replacement diffi cult. The impressed current system approved by Lloyd's employs ex truded lead alloyed with 6 per cent antimony and 1 per cent silver. Figure 1, known as the CX3 line anode made by Cathodic Corrosion Control, Ltd. Figure 3 shows diagrammatically the system's arrange ment which offers the following work ing advantages: 1. Long thin anodes lose only a small amount of current per ft., pro ducing a small voltage stress in their immediate vicinity and consequently &Na Ji uses s of eadans lves herctor lally azed d to stem ex- cent ilver, line osion diaangework- nlv a Fig. 3. The system, using CX, type anodes, requires an AC rectified source, a unit having a maximum output oj 150 amp., and one appropri ate single core insulated cable of copper which would be connected to each anode on either side of the ship's hull. The anodes might consist of some 30 ft. of Tin. diameter installed towards the stern. Owing to the deterioration of paint and to full speed operation in tropical waters, a tine reference potential plug is welded into the hull near the stern to accommodate appropriate variations in the applied current. Fig. 4. Two 440 v. rectifiers were used to supply power to the anodes, 5 anodes each, having a D.C. rating of 0-12 v. arid 0-100 amp. The anode current-voltage relationship varied for each type of anode. Fig. 5. Each anode had its individual supply cable to the rectifier in order that any anode could be disconnected at any time for scheduling or other purposes. To compensate for variations in potential or applied current made necessary in use, an over-the-side reference potential electrode was used and found to be satisfactory. if the paint film is suitably rein forced, no other shield is necessary. 2. The anode and mountings can lie easily applied to any hull shape. i. The lead alloy will give an al most indefinite life. I. Virtually negligible resistance to ship's movements through water. Lead alloy anodes were shown to be suitable by the Canadian Naval Research Establishment which installed ten anodes. Figure 4, on a high speed li.C.X. destroyer in July, 1956. The allov composition was 98 per cent lead and 2 per cent silver. Six-foot i Mark II) size anodes were mounted in pairs on the bilge keels and 3-ft. 'Mark II anodes at the stern above the propellers. The ship was docked on two occasions since the installa tion, and the hull was found to be rust-free and in excellent general con dition. After two years of service, the anodes showed very little wastage of active material and an intact peroxide film on all working surfaces. The film was preserved by operat ing the anodes at a minimum current density of 3 amp./sq. ft. When cur rent demand was low, some anodes were switched off and the remainder operated at the above current density or higher rather than operating the entire system at less than this value, which would result in stripping or softening of the peroxide film. There was no apparent deterioration of the film on unconnected anodes. The mechanical properties and ex pected lifetime of the lead alloy sys tem is compared with those of a gal vanic system and other impressed cur rent systems in Table I. An economic comparison of the more common anode systems is given in Table II. ANODE CURRENT (AMPS) Fig. 5. Anode current-voltage relationship for 3-ft. Mark I and 6-ft. Mark II anodes. AlloyAmds^rk 1 ippssiwpww Anod* System* (a) J> rvj O' t-* O' o *" *"*' R****rch Current Density ' Iase of Fitting Depends on pover eonsiderattaae mther than Anode. Setter' then craphlte: m then plattnnm Requires current shield and special bracket a* do graphite sod plati num. Easier to fit and cheaper than craphlte bracket. More expensive than platinum bracket. Labor for fitting less than steel, more than magnesium. Does not require current shield Wooden bracket must be fabricated to conform to contour of bilge keel. Steel anode sections difficult to handle and to adapt to contour of bile* keeL_________________________ 'mm&ssfss limited only by power oon- Requires current shield and special bracket. Bracket less expensive than for other Impressed current sys *- '*5 *UOatWtacWk |ean,--MbsMtralWts.mm*. - tems. Pitting labor same as for lead-alloy._________________________ 1*to0*cr:acGkrinagphaitme;fvtr^aecfflerr, .;j limited to 10 amp* per so. .. _ It. to maintain 10 yr*. life. Loss than lead or platinum. Requires current shield and costly bracket. Difficult to adapt to hull contours. Must be used In short thick sections only.____________ 1l 1 aap/n* may be United Poor duo to faoolorl Tory pood, *oor tmnotia* further by circuit resistance. corrosion pattern and I resulting to necktoc at marine dttconttnuons ctra*.] straps. May earn sectlonfng and taro of aaoda nrray.floss of portion* of am anodt noo- :-x . | laiicttii* oarUor npUcwMnt Easily fitted, no current shield re quired. Can be adapted to mile chances in hull contour. TABLE II Relative Costs of Anode Installations for Destroyers (e) Item Lead Alloy Magnesium Steel Cost of fitting (including overhead) LABOR MATERIAL TOTAL $2,800 1.000 $3,800 $1,556 980 $2,536 $8,248 3,192 (a) $11,440 < 'apital cost Anodes (complete) Rectifiers and Cable Neoprene Shield GRAND TOTAL Cost per year (d) $2,443 (b) 1,754 900 $8,897 $890 $1,500 (c) Rectifiers not required Not required $4,036 $2,018 f Included above J Not required $11,440 $3,813 Notes: (a) Material cost includes anodes and rectifiers (b) 8 Mark II anodes, 2 Mark I anodes (c) 30 anodes id) Estimated from expected lifetime. Table I (e) Naval Research Establishment, Nova Scotia--adapted From both tables, it can be seen that the lead alloy system is in a very favorable competitive position. Other possible uses are in ship bal last compartments, dockvard struc tures, sheet steel piling, offshore drilling rigs and radar towers, and associated equipment, internal protec tion of salt water pipe lines and stor age tanks, sea water coolers and heat exchangers, jetties and piers, tidal hydroelectric turbines, and laid-up shipping. In fresh water industrial applica tions, the working voltage is high but an almost parallel performance is in dicated. Performance of alloy anodes in saline mud and sands is almost the same as that obtained in the satur ating electrolyte. Generally, in saline mud and sand and in any water whose resistivity falls below 1.000 ohm cm., the peroxide layer occurring is hard, tough, adherent, and func tionally protective. Editor's note--A more detailed paper "Lead-2% Silver Alloy as an Inert im pressed Current Anode." by K. N, Barnard. D. G. Gage and L. G. Christie, covering the experiences of the Naval Research Establishment herein referred to, was pre sented at the Northeast Regional Corro sion Conference of NACE at Boston on November 6, 1958. and will soon be pub lished in "Corrosion." Lead-Acid Battery Powered Industrial Trucks Are Economical Lead-acid battery powered indus trial trucks, carrying loads of 1,000 lb. to over 100,000 lb. and to 30,000 lb. up grades as much as 10 per cent, are transporting all types of indus trial products at comparable speeds and doing it more economically than other types of powered trucks. From handling baggage and mail for a major eastern railroad to the handling of a variety of products at a San Francisco warehouse, lead-acid battery powered industrial trucks are proving their worth in better operat ing conditions and greater dependa bility at lower cost. The experience of the Boston and Maine Railroad is a prime example of how savings can be effected by the use of battery powered tractors. In one year, in the handling of mail and baggage, they saved actual out-ofpocket expenses of over $32,000 by replacing their gas powered tractors with electrics. This saving was being realized while the actual efficiency of their material handling procedures was being increased. This multi-thousand dollar saving was realized by reductions in fleet op erating and maintenance costs to the extent of 50 per cent for fuel, 75 per The battery powered lift trucks of the San Francisco Warehouse Co. are in constant use with little down-time for repairs. Year 1948 1949 1950 1951 1952 TABLE I COMPARISON OF GAS AND BATTERY POWERED TRUCKS MAINTENANCE AND REPAIR COSTS To t a l Tr u c k s Ma in t e n a n c e a n d Re p a ir Co s t s Total, Total, Average, Average, Gas Electric Gas Electric Gas Electric 6 6 (new) SI,921.03 $ 21.12 S320.00 -- 76 1,741.71 337.91 250.00 $56.50 78 1,969.10 285.07 282.00 35.75 78 3,400.18 744.21 587.50 93.00 8 10 1,371.23 577.53 172.00 57.75 Average cost per year per truck: Gas-powered--------------- --$322.30 Electric-powered---------- $1,611.50 $60.75 $243.00 6-- -- ^IA26161 tidal d-up ltca. but s in odes most ituraline vater 1.000 rring func- paper t Imrnard. vering search = preCorroon on 1 pub iSTS Average, Electric $56.50 35.75 93.00 57.75 ' $243.00 | cent for maintenance parts and 60 per cent for maintenance labor. Whereas 6 to 8 men were formerly required for proper servicing and maintenance of the gas fleet, the equivalent of 3 men now handle the battery powered fleet. The switch-over by the Boston and Main Railroad from gas to electric powered tractors was the result of ex haustive tests which included the pulling of 5 ton loads up and down 7 per cent ramps. That the tests were completely conclusive in favor of the lead-acid battery powered tractors is proved by the fact that the entire fleet of 34 gas tractors was replaced hv 24 electrics. Another example of the lower re pair and maintenance costs of leadacid batterv powered trucks is the experience of the San Francisco Warehouse Co. In a careful analysis The recharged lead-acid battery is easily lowered into one of the Boston and Maine Railroad's baggage tractors. of cost figures kept over a five-year period at two of its warehouses, the repair and maintenance costs for a lead-acid battery powered lift truck were only one-fifth as much as a com parable gas powered lift truck. The San Francisco Warehouse Co. is using both types of lift trucks and both were included in the cost analysis. A summary of the cost analysis is shown in Table I. Though these cost analysis figures are for the years 1948-52. the company believes that the figures are equally valid today. Another interesting conclusion reached in this analysis was the fact that depreciation, tire and fuel-power cost are comparable for the two types of trucks. The wide divergence in cost is realized by the economy of re pair and maintenance effected by us ing lead-acid battery powered trucks. In both instances, the lead-acid bat tery powered industrial trucks were `Automatics," manufactured by the Automatic Transportation Co., a divi sion of the Yale and Towne Manu facturing Co. The World's Largest Passenger Radway Relies On Red Lead The World's largest passengercanting railway system does not cross any State lines and surprisingly enough does not even go beyond its own city limit. Despite this area limi tation. however, it carries more than 1.1 billion passengers each year, three lime- as many as the combined load ol all the rest of the railroads in the l idled States. The railway is of cotu-c ihe Yew York City transit -1cm. I he .Yew York Transit Authority ha- been responsible since 1953 for the operation and maintenance of the s'-tem that includes 725 miles of run ning track. The major portion of this trackage is underground with ap proximately 208 miles on overhead structures. Another staggering statistic is the cost. S2 billion to construct, purchase and equip the entire system. It is con servatively estimated that tithe irejalacement value of the entire system at to day's prices would be a least twice that much. Maintenance of the exist ing structure is liaanefore of prime importance and red lead paints have played a major role in this mainte nance program. The current practice of the New York Transit Authority calls Jfar painting cycles of 6 years for oitt<ifcr structures and 12 years for under ground structures. In recent years, this maintenance program has re quired the use of about 14.500 gal lons of red lead primer per year. Total surface requiring the primer is abafft 3,000,000 square feet. The red lead primer currently be ing used, Transit Authority Specifica tion Formula M-20, see Table I, pro vides faster drying characteristics than the previously used Formula M-l, see Table II. The faster drying primer will facilitate the application of the white lead-zinc oxide top coat, see Talble III, which should reflect lower application costs. I i:c IUT Corona line last painted in 1932 '"I Ifad teas still in excellent condi' "i tor repainting in 1958. Work goes on while trains meet tight schedules without interruption or delay. To satisfy this requirement, the Transit Authority must use paints that are easy to apply and provide years of protection. Red lead meets these requirements. x New York Transit Authority Formal* M-20--Red Lead-Red Pigment Red Lead CASTM D8341, 95** grade) ------ Red Oxide (ASTM D8451, Class W .......... Aluminum. Stearate .. Vehicle Synthetic resin solids 23.* Unseed Oil OT-O-369) Volatile (TT-T-291*, Grade I) ................. Driers tTT-D-643t>. Types L II. Ill) -. 51.0 Glyceryl phthalate, 41 plus or mind* 2 pee per cent, linseed type (TT-R-256*. Typ* III). Weight per gallon Ob.).. 22 Drying Time (Hour) ... 24 -*TH ( __,______________ toowswmSwo datwriffe30nSpoIutnad*ni .---- -- * row Hu mp h oflt sad SOj ____ _____ Bod Bod oad Uaaood wntaB maken mdfc. Bod load --_ __ OBiiooo dloxldo oro ITo o o It i^ Ca Hrioood at' 1 boffin*. Tb* mtxtnro bo ttioa, thtnnod - \ ' tiirm ntlooi ' swsiiie ;'-.V Tb* iiim mult bo ctemr and (too at aunt a* oaipandoa mntto* and mi* U> t*o The effectiveness of red lead pri mers on outdoor structures exposed to weather, salt spray, railway and industrial smoke, road dust and dirt, tar, grease and oil, was forcibly brought home to the Transit Author ity by two examples revealed during their present maintenance program. The IRT Corona line that runs ele vated to the 1940 World's Fair site, was last painted in 1932. At that time it was given a single prime coat of Formula M-l. red lead paint. When it was repainted in 1958, 26 years later, the steel surface was still in ex cellent condition. For the most part, it was just dirty with only occasional, small patches of rust, with one ex ception. Where the line passed over the Long Island Railroad tracks, where steam locomotives predomi nated until a few years ago, corrosion was more severe, though by no means critical. Even under this most ad verse condition, the red lead primer continued to provide some protec tion to the steel. A more horrible example is the old BMT Myrtle Avenue elevated line in Brooklyn. No record is available as to when it was last painted and the Transit Author ity engineers believe it must be all of 50 years ago, long enough ago to include years of service with steam locomotives. When it was repainted in 1958, the structure, protected by red lead primer, was still sound. It is of course not recommended that 50 years elapse between painting of steel struc tures but if such does happen, then it is important that the prime coat be red lead. / laid . TP., ixv 1 1ARY F>:c'nr.v:dl Inf -nnalion The following articles and reprints contain information, drawings and specifications on the use of lead products helpful to architects, engineers and others interested. They are available free of charge except where otherwise indicated, upon request to the LEAD INDUSTRIES ASSOCIATION, 60 East 42nd STREET, NEW YORK 17, N. Y. MATERIALS OF CONSTRUCTION ANNUAL REVIEWS--LEAD AND LEAD ALLOYS Lead and lead alloys in design and construction including research progress, engineering applica tions, and technological advancements. With bib liography, 1958, 1957 and 1956 reviews (editions aro not cumulative) are available. Reprinted from "Industrial and Engineering Chemistry,'* September, 1958, September, 1957 and Septem ber, 1956. BEST DESIGNS FOR LEAD INSTALLATIONS A special report on the applications of lead and lead alloys in the chemical and metallurgical in dustries. Recommended practice for joining lead "beets, and the construction of wood stave tanks, launders, towers and flues where lead is involved are included. Reprinted from "Chemical Engi neering." March, April and May, 1956. USE LEAD TO CONTROL REFINERY CORRO. SION Latest practices in lead construction for the petro leum refining industry are described. How to avoid the difficulties sometime* experienced with leadlined equipment is also outlined in detail. Re printed from "Petroleum Refiner," April, 1958. RADIATION PROTECTION The place of lead in shielding against radiation in X-ray and atomic energy applications. Principles of lead shielding construction. Reprinted from "Lead In Modern Industry.'* PORTABLE RADIATION SHIELDING MATERIALS A special report on commercially available shield ing forms that can be used to build readily as sembled, hand stacked shielding wall*. Prepared by the editor* of "Nucleonics," May, 1955. LEAD WORK FOR MODERN PLUMBING $1.50 Postpaid, $1.00 per copy in quanti ties of 10 or more Profusely illustrated with over 140 photograph* and drawings, the textbook presents clearly to the plumbing student the necessary tools, procedures and the methods required for lead work. LEAD IN MODERN INDUSTRY $1.00 Postpaid A fully illustrated, 230 page, cloth bound book describing all phases of the production and use of lead, lead alloys and lead compounds. LEAD BUILDING CONSTRUCTION BULLETINS A series of specifications for the use of lead in building construction. (Available separately.) BULLETIN NO. 1 Specification for Lead Waste Connections for Plumbing Fixture* with Integral Trap* (Watei Closets--Pedestal Urinal*--Service Sinks). BULLETIN NO. 2 Specification for Lead Shower and Safe Pan* BULLETIN NO. 3 Specification for Lead Chemical Laboratory Drainage Systems. FEDERAL SPECIFICATION WW-P-32S For Pipe, Bends and Traps: Lead Dimensions and weights of lead products used in the plumbing and water works field* are given* Published by the Government Printing Office. LEAD WELDING An informative as well as practical guide to lead welding. Reprinted from the "Welding Handbook. Third Edition" published by the American Welding Soctdfcy. LEAD FLASHINGS IN MODERN CONSTRUC TION Lead Bashings ss used in an ultramodern house in Randolph, Vt. Reprinted from "National Roofer," October, 1954. SHEET LEAD FOR ROOFING AND FLASHING Preferred installation methods for the new 214 and 3-lb. hard lead are given along with detailed draw ings. Reprinted from "Sweet's Catalog," 1958. LEAD FOR MODERN PLUMBING Preferred installation methods for lead pipe and fittings in the plumbing systems of today's indus trial and residential structure*. Detailed drawing* are included. Reprinted from "Sweet'* Catalog," 1958. THE STORY OF LEAD--MATERIALS THE RAILROADS BUY (Part* 1 and 2) Lead from mine to finished product with special reference to its uses by the railroads. Reprinted from "Railway Purchases and Store*," December, 1954 and February, 1955. RED LEAD TECHNICAL LETTERS A series of technical letters containing red lead paint formulations. (Available separately.) Technical Letter No. 11--Recommended Surface Preparation of Steel for Red Lead Paints, Technical Letter No. 12--Painting High way Structural Steel. Technical Letter No. 13--L.l.A. Formula 9-2. A Single Red Lead Primer for Rusted, Weathered or New Galvanised Steel. FEDERAL SPECIFICATION FOR PAINT.- REDLEAD-BASE, READY-MIXED TT-P-86a Cover* four type* of red-lead-base paints including two fast drying formulations. Many intended appli. cation* listed. UPON REQUEST, THE LEAD INDUSTRIES ASSOCIATION WILL BE GLAD TO MAIL "LEAD" REGULARLY, FREE OF CHARGE, TO THOSE INTERESTED, AND WILL COOPERATE WITHOUT OBLIGATION IN THE SOLUTION OF YOUR LEAD PROBLEMS. LIA26163 I'KI.srtU IN L. A. li-HC COLO M AN N DIWsiON rLBLI-HF. Hi PRINTING -- ROGERS KELLOGG LONG Ir. LNi> 1`ITY 1. N\ Y. ORP. A