Shotblasting to Improve Frictional Properties, HR-1057, 1992

Thin overlays, diamond grinding, longitudinal grooving, transverse grooving, and milling have been successful techniques for restoring frictional properties on portland cement concrete (PCC) pavements. Shotblasting offers a lower cost alternative if successful. Five test sections of shotblasting were placed on IA 9 from Decorah east to the Winneshiek County line (milepost 260.0 to 270.0). Both smooth tire and ribbed tire friction testing (ASTM E274) was performed. The conclusions and recommendations are: Based on the study, friction enhancement by shotblasting has a relatively short service life when measured by the ribbed tire test. However, when measured by the smooth tire test, the friction enhancement is longer lasting. Consideration of shotblasting for friction enhancement may be warranted to gain additional information, particularly when smooth tire friction properties are at issue.

Frictional Properties of Asphalt Concrete Pavements in Iowa, MLR-87-5, 1987

Friction testing of pavements has been a continuing effort by the Iowa Department of Transportation since 1969. This report details results of tests of asphaltic concrete pavements on the primary and interstate road systems. Both sprinkle treated and non-sprinkle treated pavements placed between 1975 - 1985 are included. A total of 1785 miles representing 216 separate paving projects were examined. The effect of fog sealing sprinkle treated pavements was studied by testing friction levels before and after the application of the fog seals. Conclusions of the report are: 1. Current aggregate selection criteria for a.c. pavement surface courses provides adequate friction levels through 10 years and should remain effective through a 15 year design life. 2. Sprinkle treatment of pavements has, for the most part, provided macrotexture in the pavement surface as evidenced by smooth tire testing. 3. Fog sealing sprinkle treated pavements does not significantly alter the friction properties.

Effects of Special Aggregate on Bridge Deck Overlay Frictional Properties, HR-205, 1986

The Iowa DOT has been using the "Iowa Method" thin bonded low-slump dense Portland Cement Concrete (PCC) bridge deck overlay for rehabilitation of delaminated decks since 1963. In time, continued use of studded tires will wear away the transverse grooved texture. The objective of this research was to evaluate the benefit of incorporating a hard durable aggregate into a dense PCC overlay to provide frictional property longevity. The project included three overlays on I-35 near Ankeny. The texture and friction properties of two overlays, one constructed with crushed granite and the other with crushed quartzite coarse aggregate, were compared to an overlay constructed with locally available crushed limestone. There were no construction problems resulting from the use of crushed granite or quartzite. There was no significant frictional property benefit from the crushed granite or crushed quartzite through six years.

A Study of the Frictional Properties of New Asphaltic Concrete Pavements in Iowa, MLR-78-03, 1978

Seven asphaltic concrete resurfacing projects were tested for their frictional properties to determine the age-friction relationship of new paving. Projects studied included Type A asphaltic concrete which is generally used for higher traffic volume roads and Type B asphaltic concrete, a lower type material. Also included in the study were asphaltic concretes containing Type 3 and Type 4 coarse aggregate texture classifications. The classifications are based upon material type and grain size composition. Surfaces both with and without sprinkle treatment aggregates were also included. The data gathered suggests that properly designed and placed dense graded asphaltic concrete mixes are adequate to serve the traveling public at all ages tested.

A Review of the Frictional Classification of Iowa Aggregates, MLR-81-04, 1981

The Iowa D.O.T. has a classification system designed to rate coarse aggregates as to their skid resistant characteristics. Aggregates have been classified into five functional types, with a Type 1 being the most skid resistant. A complete description of the classification system can be found in the Office of Materials Instructional Memorandum T-203. Due to the variability of ledges within any given quarry the classification of individual ledges becomes necessary. The type of aggregate is then specified for each asphaltic concrete surface course. As various aggregates become used in a.c. paving, there is a continuing process of evaluating the frictional properties of the pavement surface. It is primarily through an effort of this sort that information on aggregate sources and individual ledges becomes more refined. This study is being conducted to provide that needed up-to-date information that can be used to monitor the aggregate classification system.

Scaling the microrheology of living cells

We report a scaling law that governs both the elastic and frictional properties of a wide variety of living cell types, over a wide range of time scales and under a variety of biological interventions. This scaling identifies these cells as soft glassy materials existing close to a glass transition, and implies that cytoskeletal proteins may regulate cell mechanical properties mainly by modulating the effective noise temperature of the matrix. The practical implications are that the effective noise temperature is an easily quantified measure of the ability of the cytoskeleton to deform, flow, and reorganize.

Restoration of Fricitonal Characteristics on Older Portland Cement Concrete Pavement:Final Report for Iowa Highway Research Board Project HR-224, June 1986

Safety i s a very important aspect o f the highway program. The Iowa DOT initiated an inventory o f the friction values of all paved primary roadways i n 1969. This inventory, with an ASTM E-274 test unit, has continued to the present time. The t e s t i n g frequency varies based upon traffic volume and the previous friction value. Historically , the state o f Iowa constructed a substantial amount o f pcc pavement during the 1928-30 period t o "get Iowa out o f the mud". Some of that pavement has never been resurfaced and has been subjected to more than 50 years o f wear. The textured surface has been worn away and has subsequently polished. Even though some pavements from 15 t o 50 years old continue t o function structurally , because of the loss of friction , they do not provide the desired level o f safety to the driver. As a temporary measure, "Sl ippery -When -Wet " signs have been posted on many older pcc roads due to friction numbers below t h e desirable level. These signs warn the motorist of the current conditions. An economical method of restoring the high quality frictional properties i s needed.

Sprinkle Treatment (Bristowes Spreader), HR-512

Safety is an important aspect of highway design. Texture and frictional properties are important characteristics in providing safe roadways. Longevity of desirable frictional properties is highly dependent on the aggregate within asphalt pavement. Iowa unfortunately has areas of the State where the locally available aggregate will not give long lasting desirable frictional properties. Iowa has utilized sprinkle treatments to improve the safety of many new asphalt concrete pavements.

Identification of Laboratory Techniques to Optimize Superpave HMA Surface Friction Characteristics, TR-450, 2010

Wet pavement friction is known to be one of the most important roadway safety parameters. In this research, frictional properties of flexible (asphalt) pavements were investigated. As a part of this study, a laboratory device to polish asphalt specimens was refined and a procedure to evaluate mixture frictional properties was proposed. Following this procedure, 46 different Superpave mixtures, one stone matrix asphalt (SMA) mixture and one porous friction course (PFC) mixture were tested. In addition, 23 different asphalt and two concrete field sections were also tested for friction and noise. The results of both field and laboratory measurements were used to develop an International Friction Index (IFI)-based protocol for measurement of the frictional characteristics of asphalt pavements for laboratory friction measurements. Based on the results of the study, it appears the content of high friction aggregate should be 20% or more of the total aggregate blend when used with other, polish susceptible coarse aggregates; the frictional properties increased substantially as the friction aggregate content increased above 20%. Both steel slag and quartzite were found to improve the frictional properties of the blend, though steel slag had a lower polishing rate. In general, mixes containing soft limestone demonstrated lower friction values than comparable mixes with hard limestone or dolomite. Larger nominal maximum aggregate size mixes had better overall frictional performance than smaller sized mixes. In addition, mixes with higher fineness moduli generally had higher macrotexture and friction.

Use of fused airborne scanning laser altimetry and digital map data for urban flood modelling

Flood modelling of urban areas is still at an early stage, partly because until recently topographic data of sufficiently high resolution and accuracy have been lacking in urban areas. However, Digital Surface Models (DSMs) generated from airborne scanning laser altimetry (LiDAR) having sub-metre spatial resolution have now become available, and these are able to represent the complexities of urban topography. The paper describes the development of a LiDAR post-processor for urban flood modelling based on the fusion of LiDAR and digital map data. The map data are used in conjunction with LiDAR data to identify different object types in urban areas, though pattern recognition techniques are also employed. Post-processing produces a Digital Terrain Model (DTM) for use as model bathymetry, and also a friction parameter map for use in estimating spatially-distributed friction coefficients. In vegetated areas, friction is estimated from LiDAR-derived vegetation height, and (unlike most vegetation removal software) the method copes with short vegetation less than ~1m high, which may occupy a substantial fraction of even an urban floodplain. The DTM and friction parameter map may also be used to help to generate an unstructured mesh of a vegetated urban floodplain for use by a 2D finite element model. The mesh is decomposed to reflect floodplain features having different frictional properties to their surroundings, including urban features such as buildings and roads as well as taller vegetation features such as trees and hedges. This allows a more accurate estimation of local friction. The method produces a substantial node density due to the small dimensions of many urban features.

Uses of airborne scanning laser altimetry for river flood modelling and coastal geomorphology

Two ongoing projects at ESSC that involve the development of new techniques for extracting information from airborne LiDAR data and combining this information with environmental models will be discussed. The first project in conjunction with Bristol University is aiming to improve 2-D river flood flow models by using remote sensing to provide distributed data for model calibration and validation. Airborne LiDAR can provide such models with a dense and accurate floodplain topography together with vegetation heights for parameterisation of model friction. The vegetation height data can be used to specify a friction factor at each node of a model’s finite element mesh. A LiDAR range image segmenter has been developed which converts a LiDAR image into separate raster maps of surface topography and vegetation height for use in the model. Satellite and airborne SAR data have been used to measure flood extent remotely in order to validate the modelled flood extent. Methods have also been developed for improving the models by decomposing the model’s finite element mesh to reflect floodplain features such as hedges and trees having different frictional properties to their surroundings. Originally developed for rural floodplains, the segmenter is currently being extended to provide DEMs and friction parameter maps for urban floods, by fusing the LiDAR data with digital map data. The second project is concerned with the extraction of tidal channel networks from LiDAR. These networks are important features of the inter-tidal zone, and play a key role in tidal propagation and in the evolution of salt-marshes and tidal flats. The study of their morphology is currently an active area of research, and a number of theories related to networks have been developed which require validation using dense and extensive observations of network forms and cross-sections. The conventional method of measuring networks is cumbersome and subjective, involving manual digitisation of aerial photographs in conjunction with field measurement of channel depths and widths for selected parts of the network. A semi-automatic technique has been developed to extract networks from LiDAR data of the inter-tidal zone. A multi-level knowledge-based approach has been implemented, whereby low level algorithms first extract channel fragments based mainly on image properties then a high level processing stage improves the network using domain knowledge. The approach adopted at low level uses multi-scale edge detection to detect channel edges, then associates adjacent anti-parallel edges together to form channels. The higher level processing includes a channel repair mechanism.

Laboratory shearing experiments at low sliding velocities of IODP Hole 343-C0019E

The 2011 Tohoku-Oki earthquake demonstrated that the shallowest reaches of plate boundary subduction megathrusts can host substantial coseismic slip that generates large and destructive tsunamis, contrary to the common assumption that the frictional properties of unconsolidated clay-rich sediments at depths less than View the MathML source should inhibit rupture. We report on laboratory shearing experiments at low sliding velocities (View the MathML source) using borehole samples recovered during IODP Expedition 343 (JFAST), spanning the plate-boundary décollement within the region of large coseismic slip during the Tohoku earthquake. We show that at sub-seismic slip rates the fault is weak (sliding friction µs=0.2-0.26), in contrast to the much stronger wall rocks (µs>~0.5). The fault is weak due to elevated smectite clay content and is frictionally similar to a pelagic clay layer of similar composition. The higher cohesion of intact wall rock samples coupled with their higher amorphous silica content suggests that the wall rock is stronger due to diagenetic cementation and low clay content. Our measurements also show that the strongly developed in-situ fabric in the fault zone does not contribute to its frictional weakness, but does lead to a near-cohesionless fault zone, which may facilitate rupture propagation by reducing shear strength and surface energy at the tip of the rupture front. We suggest that the shallow rupture and large coseismic slip during the 2011 Tohoku earthquake was facilitated by a weak and cohesionless fault combined with strong wall rocks that drive localized deformation within a narrow zone.

Catalisadores Ni/MgO-SiO2 aplicados na reação de reforma a vapor de glicerol

Catalisadores de Ni (10% em massa) suportado em matrizes mistas MgO-SiO2 foram aplicados na reação de reforma a vapor de glicerol. Os efeitos do teor de MgO como aditivo e do método de preparação foram avaliados frente às propriedades físico-químicas e texturais dos materiais; assim como à atividade, seletividade, estabilidade e formação de carbono na reforma a vapor do glicerol. Os catalisadores foram preparados com diferentes teores mássicos de MgO (10%, 30% e 50%) sobre SiO2 comercial, utilizando processo via seca (mistura física) e via úmida (impregnação sequencial com diferentes solventes: água, etanol e acetona). Foram utilizadas as técnicas de caracterização de espectroscopia de energia dispersiva de raios X, fisissorção de nitrogênio, difratometria de raios X, termogravimetria, difratometria de raios X in situ com O2, redução a temperatura programada com H2, difratometria de raios X in situ com H2, dessorção a temperatura programada com H2 e microscopia eletrônica de varredura. Foi observado que o Ni(II) interage de forma variada com os suportes com diferentes teores de MgO, e que a polaridade do solvente de impregnação utilizado no processo de preparação influencia as propriedades dos catalisadores. A fim de verificar a atividade, seletividade e deposição de carbono; os catalisadores foram testados na reação de reforma a vapor de glicerol a 600oC, por um período de 5h e razão molar água:glicerol de 12:1. Após as reações, os catalisadores foram novamente submetidos às análises de termogravimetria, difratometria de raios X e microscopia eletrônica de varredura, visando a caracterização dos depósitos de carbono obtidos durante o processo catalítico. Os catalisadores de matrizes mistas se mostraram ativos e apresentaram seletividades similares para os produtos gasosos CH4, CO e CO2, além de um alto rendimento em H2. Observou-se que a adição de MgO no suporte, aumentou a dispersão do Ni(II) no material, que por sua vez, influenciou na quantidade de carbono depositado ao longo da reação. A polaridade do solvente de impregnação também teve influência na dispersão metálica, sendo que, quanto menor a polaridade do solvente, maior foi a dispersão obtida no catalisador, e menor a deposição de carbono na reação. O material que apresentou o melhor desempenho catalítico frente ao rendimento de H2 e à deposição de carbono, foi o catalisador preparado com 30% de MgO com etanol como solvente de impregnação.

Nitrogen implantation of tool steels and engineering coatings

Ion implantation modifies the surface composition and properties of materials by bombardment with high energy ions. The low temperature of the process ensures the avoidance of distortion and degradation of the surface or bulk mechanical properties of components. In the present work nitrogen ion implantation at 90 keV and doses above 1017 ions/cm2 has been carried out on AISI M2, D2 and 420 steels and engineering coatings such as hard chromium, electroless Ni-P and a brush plated Co-W alloy. Evaluation of wear and frictional properties of these materials was performed with a lubricated Falex wear test at high loads up to 900 N and a dry pin-on-disc apparatus at loads up to 40 N. It was found that nitrogen implantation reduced the wear of AISI 420 stainless steel by a factor of 2.5 under high load lubricated conditions and by a factor of 5.5 in low load dry testing. Lower but significant reductions in wear were achieved for AISI M2 and D2 steels. Wear resistance of coating materials was improved by up to 4 times in lubricated wear of hard Cr coatings implanted at the optimum dose but lower improvements were obtained for the Co-W alloy coating. However, hardened electroless Ni-P coatings showed no enhancement in wear properties. The benefits obtained in wear behaviour for the above materials were generally accompanied by a significant decrease in the running-in friction. Nitrogen implantation hardened the surface of steels and Cr and Co-W coatings. An ultra-microhardness technique showed that the true hardness of implanted layers was greater than the values obtained by conventional micro-hardness methods, which often result in penetration below the implanted depth. Scanning electron microscopy revealed that implantation reduced the ploughing effect during wear and a change in wear mechanism from an abrasive-adhesive type to a mild oxidative mode was evident. Retention of nitrogen after implantation was studied by Nuclear Reaction Analysis and Auger Electron Spectroscopy. It was shown that maximum nitrogen retention occurs in hard Cr coatings and AISI 420 stainless steel, which explains the improvements obtained in wear resistance and hardness. X-ray photoelectron spectroscopy on these materials revealed that nitrogen is almost entirely bound to Cr, forming chromium nitrides. It was concluded that nitrogen implantation at 90 keV and doses above 3x1017 ions/cm2 produced the most significant improvements in mechanical properties in materials containing nitride formers by precipitation strengthening, improving the load bearing capacity of the surface and changing the wear mechanism from adhesive-abrasive to oxidative.

Compositional and textural properties of milkfat-soybean oil enzymatic interesterification

Milkfat-soybean oil blends were enzymatically interesterified (EIE) by Aspergillus niger lipase immobilized on SiO(2)-PVA hybrid composite in a solvent free system. An experimental mixture design was used to study the effects of binary blends of milkfat-soybean oil (MF:SBO) at different proportions (0:100; 25:75; 33:67; 50:50; 67:33; 75:25; 100:0) on the compositional and textural properties of the EIE products, considering, as response variables, the interesterification yield (IY), consistency and hardness. Lipase-catalysed interesterification reactions increased the relative proportion of TAGs` C(46)-C(52) and decreased the TAGs` C(40)-C(42) and C(54) concentrations. The highest IY was attained (10.8%) for EIE blend of MF:SBO 67:33 resulting in a more spreadable material at refrigerator temperature in comparison with butter, milkfat or non-interesterified (NIE) blend. In this case, consistency and hardness values were at least 32% lower than values measured for butter. Thus, using A. niger lipase immobilized on SiO(2)-PVA improves the textural properties of milkfat and has potential for development of a product incorporating unsaturated and essential fatty acids from soybean oil. (C) 2010 Elsevier Ltd. All rights reserved.