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K C Sinha - One of the best experts on this subject based on the ideXlab platform.

  • EVALUATION OF Cost-EFFECTIVENESS OF PAVEMENT SURFACE MAINTENANCE ACTIVITIES. FINAL REPORT
    1991
    Co-Authors: I M Mouaket, A Al-mansour, K C Sinha
    Abstract:

    This study covers pavement surface maintenance on three surface types: rigid, flexible and composite (asphalt overlay on rigid pavement). It addresses 3 main issues as follows: 1) Do routine maintenance activities make a difference in terms of pavement serviceability? If yes, how much? 2) Are chip and sand seal Coating Cost-effective? What is their optimal timing? 3) What management criteria should be used as a guide to make seal Coating decisions on specific roadways? In resolving Issue #1, a stratified 2-stage sample of observational data was used in a statistical before/after comparison. SAS-General Linear Model was used due to its flexibility in treating continuous and class variables. Most activities showed significant effect (either alone or in combination with others) on Pavement Serviceability Ratings or Roughness Numbers. In resolving Issue #2, Life Cycle Cost Analysis was applied using agency and user Costs. Results showed that optimal timing for seal Coating is in the PSI range of 3.0 to 2.7, dependent on AADT. In resolving Issue #3, a literature search, telephone interviews and expert opinion survey were used to augment the findings on Issue #2 in generating a decision tree. The developed tree uses the available data at INDOT, although surface distress related criteria would be superior. The tree helps analyze the likely cause of distress, the preferred solution and a priority ranking in the case of funding shortages. Specific guidelines on the use of chip and sand seals are also provided.

  • Evaluation of Cost-effectiveness of pavement surface maintenance activities
    1990
    Co-Authors: I M Mouaket, Abdullah I. Al-mansour, K C Sinha
    Abstract:

    This study covers pavement surface maintenance on three surface types: rigid, flexible and composite (asphalt overlay on rigid pavement). It addresses 3 main issues as follows: 1) Do routine maintenance activities make a difference in terms of pavement serviceability? If yes, how much? 2) Are chip and sand seal Coating Cost effective? What is their optimal timing? 3) What management criteria should be used as a guide to make seal Coating decisions on specific roadways? In resolving issue 1, a stratified 2-stage sample of observational data was used in a statistical before/after comparison. SAS-General Linear Model was used due to its flexibility in treating continuous and class variables. Most activities showed significant effect (either alone or in combination with others) on Pavement Serviceability Ratings or Roughness Numbers. In resolving issue 2, Life Cycle Cost Analysis was applied using agency and user Costs. Results showed that optimal timing for seal Coating is in the PSI range of 3.0 to 2.7, dependent on AADT. In resolving issue 3, a literature search, telephone interviews and expert opinion survey were used to augment the findings on issue 2 in generating a decision tree. The developed tree uses the available data at INDOT, although surface distress related criteria would be superior. The tree helps analyze the likely cause of distress, the preferred solution and a priority ranking in the case of funding shortages. Specific guidelines on the use of chip and sand seals are also provided.

I M Mouaket - One of the best experts on this subject based on the ideXlab platform.

  • EVALUATION OF Cost-EFFECTIVENESS OF PAVEMENT SURFACE MAINTENANCE ACTIVITIES. FINAL REPORT
    1991
    Co-Authors: I M Mouaket, A Al-mansour, K C Sinha
    Abstract:

    This study covers pavement surface maintenance on three surface types: rigid, flexible and composite (asphalt overlay on rigid pavement). It addresses 3 main issues as follows: 1) Do routine maintenance activities make a difference in terms of pavement serviceability? If yes, how much? 2) Are chip and sand seal Coating Cost-effective? What is their optimal timing? 3) What management criteria should be used as a guide to make seal Coating decisions on specific roadways? In resolving Issue #1, a stratified 2-stage sample of observational data was used in a statistical before/after comparison. SAS-General Linear Model was used due to its flexibility in treating continuous and class variables. Most activities showed significant effect (either alone or in combination with others) on Pavement Serviceability Ratings or Roughness Numbers. In resolving Issue #2, Life Cycle Cost Analysis was applied using agency and user Costs. Results showed that optimal timing for seal Coating is in the PSI range of 3.0 to 2.7, dependent on AADT. In resolving Issue #3, a literature search, telephone interviews and expert opinion survey were used to augment the findings on Issue #2 in generating a decision tree. The developed tree uses the available data at INDOT, although surface distress related criteria would be superior. The tree helps analyze the likely cause of distress, the preferred solution and a priority ranking in the case of funding shortages. Specific guidelines on the use of chip and sand seals are also provided.

  • Evaluation of Cost-effectiveness of pavement surface maintenance activities
    1990
    Co-Authors: I M Mouaket, Abdullah I. Al-mansour, K C Sinha
    Abstract:

    This study covers pavement surface maintenance on three surface types: rigid, flexible and composite (asphalt overlay on rigid pavement). It addresses 3 main issues as follows: 1) Do routine maintenance activities make a difference in terms of pavement serviceability? If yes, how much? 2) Are chip and sand seal Coating Cost effective? What is their optimal timing? 3) What management criteria should be used as a guide to make seal Coating decisions on specific roadways? In resolving issue 1, a stratified 2-stage sample of observational data was used in a statistical before/after comparison. SAS-General Linear Model was used due to its flexibility in treating continuous and class variables. Most activities showed significant effect (either alone or in combination with others) on Pavement Serviceability Ratings or Roughness Numbers. In resolving issue 2, Life Cycle Cost Analysis was applied using agency and user Costs. Results showed that optimal timing for seal Coating is in the PSI range of 3.0 to 2.7, dependent on AADT. In resolving issue 3, a literature search, telephone interviews and expert opinion survey were used to augment the findings on issue 2 in generating a decision tree. The developed tree uses the available data at INDOT, although surface distress related criteria would be superior. The tree helps analyze the likely cause of distress, the preferred solution and a priority ranking in the case of funding shortages. Specific guidelines on the use of chip and sand seals are also provided.

Huaili Wang - One of the best experts on this subject based on the ideXlab platform.

  • water polishing improved controlled release characteristics and fertilizer efficiency of castor oil based polyurethane coated diammonium phosphate
    Scientific Reports, 2020
    Co-Authors: Hao Lu, Hongyu Tian, Min Zhang, Qi Chen, Rui Guan, Huaili Wang
    Abstract:

    : The production Cost of controlled-release fertilizers is an important factoring limiting their applications. To reduce the Coating Cost of diammonium phosphate (DAP) and improve its nutrition release characteristics, the fertilizer cores were modified by water polishing with three dosages at 1, 2, and 3%. The effects of modification were evaluated in terms of particle hardness, size distribution, angle of repose and specific surface area. Castor oil-based polyurethane was used as Coating material for fertilizer performance evaluation. A pot experiment was conducted to verify the fertilizer efficiency of coated diammonium phosphate (CDAP) with maize. The results showed that polishing with 2% water reduced the angle of repose by 2.48-10.57% and specific surface area by 5.70-48.76%, making it more suitable for Coating. The nutrient release period of CDAP was significantly prolonged by 5.36 times. Soil available phosphorous, enzyme activities, maize grain yield, and phosphorous use efficiency were all improved through the blending application of coated and normal phosphate fertilizer. This study demonstrated that water-based surface modification is a low-Cost and effective method for improvement and promotion of controlled release P fertilizers.

H Morgner - One of the best experts on this subject based on the ideXlab platform.

  • PVD Coating of plastic webs and sheets with high rates on large areas
    Surface & Coatings Technology, 2000
    Co-Authors: S Schiller, V Kirchhoff, N Schiller, H Morgner
    Abstract:

    Abstract For many product applications, plastic material needs to be coated with transparent oxide layers to obtain the required properties like permeation barrier, abrasion resistance, anti-reflection and defined optical transmission for example. First of all, outstanding properties of coated material are needed in comparison to competitive technologies. Beyond this, acceptable Costs for the market are decisive for the introduction of PVD technologies into production. This paper gives an overview of the great variety of applications. The deposition rate has a strong influence on Coating Cost: the higher the rates, the lower the Cost.High rates, especially for deposition of oxides, are often considered as being linked to poor layer quality. Plasma activation of vapor is one method to obtain high rates and acceptable properties. Hollow cathode activated deposition process (HAD) and pulsed magnetron sputtering (PMS) will be explained. Results concerning layer properties will be depicted. An outlook to the future will be derived.

  • PVD Coating of plastic webs and sheets with high rates on large areas
    Surface and Coatings Technology, 2000
    Co-Authors: S Schiller, V Kirchhoff, N Schiller, H Morgner
    Abstract:

    For many product applications plastic material needs to be coated with transparent oxide layers to obtain the required properties like permeation barrier, abrasion resistance, anti-reflection and defined optical transmission for example. First of all, outstanding properties of coated material are needed in comparison to competitive technologies. Beyond this acceptable Cost for market are decisive for introduction of PVD technologies into production. The paper gives an overview about the great variety of applications. Deposition rate has a strong influence on Coating Cost. The higher the rates the lower the Cost. High rates, especially for deposition of oxides, are often considered as linked to poor layer quality. Plasma activation of vapor is a way for getting high rates and acceptable properties. Hollow cathode activated deposition process (HAD) and pulsed magnetron sputtering (PMS) will be explained. Results concerning layer properties will be depicted. An outlook to the future will be derived

Clifton B. Higdon Iii - One of the best experts on this subject based on the ideXlab platform.

  • UltraCoatings: Enabling Energy and Power Solutions in High Contact Stress Environments through next-generation NanoCoatings Final Technical Report
    2012
    Co-Authors: Clifton B. Higdon Iii
    Abstract:

    A review of current commercially available, industrial-grade, low friction Coatings will show that interfacial contact pressures nearing 1GPa ({approx}150ksi) inherently limit surface engineering solutions like WC, TiN, TiAlN, and so forth. Extremely hard Coatings, then, are often pursued as the principle path, although they too are not without significant limitations. A majority of these compounds are inherently brittle in nature or may not pair well with their mating substrate. In either case, their durability in high contact stress environments is compromised. In parallel to thin film Coatings, many conventional surface treatments do not yield an interface hard enough to withstand extreme stresses under load. New research into advanced, nanocomposite materials like (Ti, Zr)B2 shows great promise. Bulk compacts of this compound have demonstrated an order of magnitude better wear resistance than current offerings, notably materials like tungsten carbide. At a laboratory level, the (Ti,Zr)B2 nanocomposite material exhibited abrasive and erosive wear resistance nearly ten times better than existing mixed-phase boride systems. In ASTM abrasion and erosion testing, these new compositions exhibit wear resistance superior to other known advanced materials such as RocTec 500 and 'Borazon' cubic boron nitride. Many significant challenges exist for mass production of (Ti, Zr)B2, one of which is the necessary processing technology that is capable of minimizing deleterious impurity phases. Secondly, this material's performance is derived from a synergistic effect of the two materials existing as a single phase structure. While the individual constituents of TiB2 and ZrB2 do yield improvements to wear resistance, their singular effects are not as significant. Lastly, deposition of this material on a commercial level requires thorough knowledge of nanocomposite boride solids; the benefits associated with these innovative new materials are just being realized. Advancing this technology, called UltraCoatings, through initial development, scale up, and commercialization to a variety of markets would represent a transformative leap to surface engineering. Several application spaces were considered for immediate implementation of the UltraCoatings technology, including, but not limited to, a drive shaft for an aerospace fuel pump, engine timing components, and dry solids pump hardware for an innovative coal gasifier. The primary focus of the program was to evaluate and screen the performance of the selected (Ti, Zr)B2 UltraCoatings composition for future development. This process included synthesis of the material for physical vapor deposition, sputtering trials and Coating characterization, friction and wear testing on sample coupons, and functional hardware testing. The main project deliverables used to gage the project's adherence to its original objective were: Development of a Coating/substrate pairing that exhibits wear rate of 0.1 mg/hour or lower at a 1GPa contact pressure, while achieving a maximum Coating Cost of $0.10/cm2. Demonstrate the aforementioned wear rate in both lubricated and starved lubrication conditions. Although the (Ti, Zr) B2 Coating was not tailored for low friction performance, friction and wear evaluations of the material demonstrated a coefficient of sliding friction as low as 0.09. This suggests that varying the percentage of TiB2 present in the composite could enhance the materials performance in water-based lubricants. In the aerospace drive shaft application, functional hardware coated with (Ti, Zr)B2 survived a variety of abuse and long-range durability tests, with contact pressures exceeding 2 GPa. For engine timing components, further work is planned to evaluate the UltraCoatings technology in direct injection and diesel engine conditions. In the final identified application space the dry solids pump hardware, discussions continue on the application of the UltraCoatings technology for those specific components. Full implementation of the technology into the targeted markets equates to a U.S.-based energy savings potential of over 100 trillion BTU per year by 2030. This exceeds the original projection of 60 TBTU/year by 2030

  • UltraCoatings: Enabling Energy and Power Solutions in High Contact Stress Environments through next-generation NanoCoatings Final Technical Report
    2012
    Co-Authors: Clifton B. Higdon Iii
    Abstract:

    A review of current commercially available, industrial-grade, low friction Coatings will show that interfacial contact pressures nearing 1GPa ({approx}150ksi) inherently limit surface engineering solutions like WC, TiN, TiAlN, and so forth. Extremely hard Coatings, then, are often pursued as the principle path, although they too are not without significant limitations. A majority of these compounds are inherently brittle in nature or may not pair well with their mating substrate. In either case, their durability in high contact stress environments is compromised. In parallel to thin film Coatings, many conventional surface treatments do not yield an interface hard enough to withstand extreme stresses under load. New research into advanced, nanocomposite materials like (Ti, Zr)B2 shows great promise. Bulk compacts of this compound have demonstrated an order of magnitude better wear resistance than current offerings, notably materials like tungsten carbide. At a laboratory level, the (Ti,Zr)B2 nanocomposite material exhibited abrasive and erosive wear resistance nearly ten times better than existing mixed-phase boride systems. In ASTM abrasion and erosion testing, these new compositions exhibit wear resistance superior to other known advanced materials such as RocTec 500 and 'Borazon' cubic boron nitride. Many significant challenges exist for mass production of (Ti, Zr)B2, one of which is the necessary processing technology that is capable of minimizing deleterious impurity phases. Secondly, this material's performance is derived from a synergistic effect of the two materials existing as a single phase structure. While the individual constituents of TiB2 and ZrB2 do yield improvements to wear resistance, their singular effects are not as significant. Lastly, deposition of this material on a commercial level requires thorough knowledge of nanocomposite boride solids; the benefits associated with these innovative new materials are just being realized. Advancing this technology, called UltraCoatings, through initial development, scale up, and commercialization to a variety of markets would represent a transformative leap to surface engineering. Several application spaces were considered for immediate implementation of the UltraCoatings technology, including, but not limited to, a drive shaft for an aerospace fuel pump, engine timing components, and dry solids pump hardware for an innovative coal gasifier. The primary focus of the program was to evaluate and screen the performance of the selected (Ti, Zr)B2 UltraCoatings composition for future development. This process included synthesis of the material for physical vapor deposition, sputtering trials and Coating characterization, friction and wear testing on sample coupons, and functional hardware testing. The main project deliverables used to gage the project's adherence to its original objective were: Development of a Coating/substrate pairing that exhibits wear rate of 0.1 mg/hour or lower at a 1GPa contact pressure, while achieving a maximum Coating Cost of $0.10/cm2. Demonstrate the aforementioned wear rate in both lubricated and starved lubrication conditions. Although the (Ti, Zr) B2 Coating was not tailored for low friction performance, friction and wear evaluations of the material demonstrated a coefficient of sliding friction as low as 0.09. This suggests that varying the percentage of TiB2 present in the composite could enhance the materials performance in water-based lubricants. In the aerospace drive shaft application, functional hardware coated with (Ti, Zr)B2 survived a variety of abuse and long-range durability tests, with contact pressures exceeding 2 GPa. For engine timing components, further work is planned to evaluate the UltraCoatings technology in direct injection and diesel engine conditions. In the final identified application space the dry solids pump hardware, discussions continue on the application of the UltraCoatings technology for those specific components. Full implementation of the technology into the targeted markets equates to a U.S.-based energy savings potential of over 100 trillion BTU per year by 2030. This exceeds the original projection of 60 TBTU/year by 2030