Effectiveness of a nondestructive evaluation technique for assessing standing timber quality

The research presented in this thesis was conducted to further the development of the stress wave method of nondestructively assessing the quality of wood in standing trees. The specific objective of this research was to examine, in the field, use of two stress wave nondestructive assessment techniques. The first technique examined utilizes a laboratory-built measurement system consisting of commercially available accelerometers and a digital storage oscilloscope. The second technique uses a commercially available tool that incorporates several technologies to determine speed of stress wave propagation in standing trees. Field measurements using both techniques were conducted on sixty red pine trees in south-central Wisconsin and 115 ponderosa pine trees in western Idaho. After in-situ measurements were taken, thirty tested red pine trees were felled and a 15-foot-long butt log was obtained from each tree, while all tested ponderosa pine trees were felled and an 8 1/2 -foot-long butt log was obtained, respectively. The butt logs were sent to the USDA Forest Products Laboratory and nondestructively tested using a resonance stress wave technique. Strong correlative relationships were observed between stress wave values obtained from both field measurement techniques. Excellent relationships were also observed between standing tree and log speed-of-sound values.

Infrared Thermography Enhancements for Concrete Bridge Evaluation

Infrared thermography is a well-recognized non-destructive testing technique for evaluating concrete bridge elements such as bridge decks and piers. However, overcoming some obstacles and limitations are necessary to be able to add this invaluable technique to the bridge inspector's tool box. Infrared thermography is based on collecting radiant temperature and presenting the results as a thermal infrared image. Two methods considered in conducting an infrared thermography test include passive and active. The source of heat is the main difference between these two approaches of infrared thermography testing. Solar energy and ambient temperature change are the main heat sources in conducting a passive infrared thermography test, while active infrared thermography involves generating a temperature gradient using an external source of heat other than sun. Passive infrared thermography testing was conducted on three concrete bridge decks in Michigan. Ground truth information was gathered through coring several locations on each bridge deck to validate the results obtained from the passive infrared thermography test. Challenges associated with data collection and processing using passive infrared thermography are discussed and provide additional evidence to confirm that passive infrared thermography is a promising remote sensing tool for bridge inspections. To improve the capabilities of the infrared thermography technique for evaluation of the underside of bridge decks and bridge girders, an active infrared thermography technique using the surface heating method was developed in the laboratory on five concrete slabs with simulated delaminations. Results from this study demonstrated that active infrared thermography not only eliminates some limitations associated with passive infrared thermography, but also provides information regarding the depth of the delaminations. Active infrared thermography was conducted on a segment of an out-of-service prestressed box beam and cores were extracted from several locations on the beam to validate the results. This study confirms the feasibility of the application of active infrared thermography on concrete bridges and of estimating the size and depth of delaminations. From the results gathered in this dissertation, it was established that applying both passive and active thermography can provide transportation agencies with qualitative and quantitative measures for efficient maintenance and repair decision-making.

EVALUATION OF MAGNESIUM AS A HALL THRUSTER PROPELLANT

In this study, the use of magnesium as a Hall thruster propellant was evaluated. A xenon Hall thruster was modified such that magnesium propellant could be loaded into the anode and use waste heat from the thruster discharge to drive the propellant vaporization. A control scheme was developed, which allowed for precise control of the mass flow rate while still using plasma heating as the main mechanism for evaporation. The thruster anode, which also served as the propellant reservoir, was designed such that the open area was too low for sufficient vapor flow at normal operating temperatures (i.e. plasma heating alone). The remaining heat needed to achieve enough vapor flow to sustain thruster discharge came from a counter-wound resistive heater located behind the anode. The control system has the ability to arrest thermal runaway in a direct evaporation feed system and stabilize the discharge current during voltage-limited operation. A proportional-integral-derivative control algorithm was implemented to enable automated operation of the mass flow control system using the discharge current as the measured variable and the anode heater current as the controlled parameter. Steady-state operation at constant voltage with discharge current excursions less than 0.35 A was demonstrated for 70 min. Using this long-duration method, stable operation was achieved with heater powers as low as 6% of the total discharge power. Using the thermal mass flow control system the thruster operated stably enough and long enough that performance measurements could be obtained and compared to the performance of the thruster using xenon propellant. It was found that when operated with magnesium, the thruster has thrust ranging from 34 mN at 200 V to 39 mN at 300 V with 1.7 mg/s of propellant. It was found to have 27 mN of thrust at 300 V using 1.0 mg/s of propellant. The thrust-to-power ratio ranged from 24 mN/kW at 200 V to 18 mN/kW at 300 volts. The specific impulse was 2000 s at 200 V and upwards of 2700 s at 300 V. The anode efficiency was found to be ~23% using magnesium, which is substantially lower than the 40% anode efficiency of xenon at approximately equivalent molar flow rates. Measurements in the plasma plume of the thruster—operated using magnesium and xenon propellants—were obtained using a Faraday probe to measure off-axis current distribution, a retarding potential analyzer to measure ion energy, and a double Langmuir probe to measure plasma density, electron temperature, and plasma potential. Additionally, the off axis current distributions and ion energy distributions were compared to measurements made in krypton and bismuth plasmas obtained in previous studies of the same thruster. Comparisons showed that magnesium had the largest beam divergence of the four propellants while the others had similar divergence. The comparisons also showed that magnesium and krypton both had very low voltage utilization compared to xenon and bismuth. It is likely that the differences in plume structure are due to the atomic differences between the propellants; the ionization mean free path goes down with increasing atomic mass. Magnesium and krypton have long ionization mean free paths and therefore require physically larger thruster dimensions for efficient thruster operation and would benefit from magnetic shielding.