Correlation between Laboratory Abrasion and Road Testing

1958 ◽  
Vol 31 (2) ◽  
pp. 387-392 ◽  
Author(s):  
C. Prat
Keyword(s):  
Natural Rubber ◽  
Correlation Coefficients ◽  
The Road ◽  
Different Types ◽  
Standard Of Comparison ◽  
On The Road ◽  
Road Testing ◽  
Abrasion Testing ◽  
Very High ◽  
Reference Mixture

Abstract In a preceding article, we expressed the hypothesis that probably no discontinuity exists between abrasion testing on the road and that on laboratory machines. The latter showed the peculiarity of being characterized by its very high severity. Let us recall briefly that the severity is expressed by the absolute wear of a reference mixture during the test considered. We were able to verify the existence of a relationship independent of the type of testing carried out, but a function of the severity of the tests, between the wear of an experimental mixture and a reference mixture. This relation manifests itself in different types of mixtures in the form of regressing lines. These are shown in Figure 1 where we have used logarithmic coordinates. The correlation coefficients calculated for different regressions are in the neighborhood of 0.93 to 0.95 and consequently very highly significant. The interpretation and use of the curves shown on the graph necessitates, however, a few remarks of importance: Firstly, it must be noted that each of the lines corresponds to a particular standard of comparison. Each of them is independent of the others. for example, for that labelled “Rubber-Resin A”, the comparison rests on the wear of this type of combination rubber-resin as a function of the wear of the mixture (natural rubber containing 28 volumes of HAF black) having served as a reference for the tests, while for the line labelled “Rubber + SAF black”, the reference mixture is a natural rubber containing 28 volumes of MPC black. It will not be necessary then, in any case to compare the curve for “Rubber-SAF Black” to that for “Rubber-Resin A”.

Determination of Resistance to Abrasive Wear. VIII. Influence of Softeners in Tests with the Akron-Croydon and Du Pont Machines

1949 ◽  
Vol 22 (1) ◽  
pp. 259-262
Author(s):  
J. F. Morley
Keyword(s):  
Unit Area ◽  
Published Data ◽  
The Road ◽  
Abrasive Surface ◽  
Abrasive Power ◽  
The Difference ◽  
On The Road ◽  
The Right ◽  
Abrasion Testing

Abstract These experiments indicate that softeners can influence abrasion resistance, as measured by laboratory machines, in some manner other than by altering the stress-strain properties of the rubber. One possible explanation is that the softener acts as a lubricant to the abrasive surface. Since this surface, in laboratory abrasion-testing machines, is relatively small, and comes repeatedly into contact with the rubber under test, it seems possible that it may become coated with a thin layer of softener that reduces its abrasive power. It would be interesting in this connection to try an abrasive machine in which a long continuous strip of abrasive material was used, no part of it being used more than once, so as to eliminate or minimize this lubricating effect. The fact that the effect of the softener is more pronounced on the du Pont than on the Akron-Croydon machine lends support to the lubrication hypothesis, because on the former machine the rate of wear per unit area of abrasive is much greater. Thus in the present tests the volume of rubber abraded per hr. per sq. cm. of abrasive surface ranges from 0.03 to 0.11 cc. on the du Pont machine and from 0.0035 to 0.0045 cc. on the Akron-Croydon machine. On the other hand, if the softener acts as a lubricant, it would be expected to reduce considerably the friction between the abrasive and the rubber and hence the energy used in dragging the rubber over the abrasive surface. The energy figures given in the right-hand columns of Tables 1 and 3, however, show that there is relatively little variation between the different rubbers. As a test of the lubrication hypothesis, it would be of interest to vary the conditions of test so that approximately the same amount of rubber per unit area of abrasive is abraded in a given time on both machines; this should show whether the phenomena observed under the present test conditions are due solely to the difference in rate of wear or to an inherent difference in the type of wear on the two machines. This could most conveniently be done by considerably reducing the load on the du Pont machine. In the original work on this machine the load was standardized at 8 pounds, but no figures are quoted to show how abrasion loss varies with the load. As an addition to the present investigation, it is proposed to examine the effect of this variation with special reference to rubbers containing various amounts and types of softener. Published data on the influence of softeners on the road wear of tire rubbers do not indicate anything like such large effects as are shown by the du Pont machine. This throws some doubt on the value of this machine for testing tire tread rubbers, a conclusion which is confirmed by information obtained from other workers.

scholarly journals Characterisation of cyclists’ willingness to pay for green initiatives at Africa’s largest cycle tour

2016 ◽  
Vol 19 (3) ◽  
pp. 432-439
Author(s):  
Melville Saayman ◽  
Waldo Krugell ◽  
Andrea Saayman
Keyword(s):  
Willingness To Pay ◽  
Carbon Footprint ◽  
Climate Change Mitigation ◽  
Demographic Variables ◽  
The Road ◽  
Road Cycling ◽  
Different Types ◽  
On The Road ◽  
The Right ◽  
Change Mitigation

The Cape Argus Pick n Pay Cycle Tour is a major event on the road cycling calendar. The majority of cyclists travel significant distances and participation produces a substantial carbon footprint. This paper examines participants’ willingness to pay to offset their carbon footprint. The purpose of this paper is to make a contribution to the literature by linking willingness to pay to attitudes towards or beliefs (green views) about the initiatives in place, to ensure a greener cycle tour. Factor analysis is used to identify different types of cyclists, based on their green views: those with green money, those who prefer green products and the “re-cyclers”. The results of the regression analysis reveal that socio-demographic variables and the right attitude towards the environment are significant predictors of stated willingness to pay for climate change mitigation.

scholarly journals A Vehicle Breakdown Service Provider System

2021 ◽  
pp. 567-572
Author(s):  
Sathwik Krishna. L ◽  
Siva Rama Krishna. S ◽  
Abdul Amjad. S ◽  
Mahesh Babu. U ◽  
Lakshmi Surekha. T
Keyword(s):  
Service Provider ◽  
Life Time ◽  
The Road ◽  
Different Types ◽  
On The Road

Travelling day to day became integrated part of everyone. To travel we use different types of vehicles. A machine is not for a life time and with day to day usage and time-tested in various conditions, it is meant to witness some kind of breakdowns. Many breakdowns can be resolved on the spot by self-repairing. A lot of people are facing difficulties getting help when their Vehicle breaks down on the road. These problems are the motivations for the development of this project to help those who are in need when their Vehicle breaks down along the roads. The objective is to develop an django application that will help the user to avail help by using the application and get access to the nearby mechanic and thereby contact them.

scholarly journals Analysis Conextivity Sidewalk Desaign In Tasikmalaya School Area

2020 ◽  
Vol 1 (3) ◽  
pp. 100-105
Author(s):  
Yogi Arisandi ◽  
Khusnul Khotimah
Keyword(s):  
School Children ◽  
High Volume ◽  
Analysis Method ◽  
The Road ◽  
On The Road ◽  
Alignment Analysis ◽  
Very High

In some areas of Tasikmalaya there is an education zone. Conditions in the zone, some students are forced to walk on the road because of the unavailability of sidewalks or dealing with traffic vehicles passing by and very unfriendly to school children. To improve the safety, comfort and safety of pedestrian users, it is necessary to plan the needs of integrated pedestrian facilities in Tasikmalaya Regency. In this study using pedestrian analysis method that is done on sidewalk and pedestrian way and method of alignment analysis. It was found that the volume of vehicles> 1000 vehicles / 12 hours and pedestrian volume> 300orang / 12 hours. Pedestrian facilities such as sidewalks and pedestrian facilities are indispensable in the education zone of Tasikmalaya Regency to minimize conflicts (vehicles and pedestrians). In one of the research sites, namely on Jl. K. H. Zaenal Musthafa requires pelican crossing because of the huge volume of vehicles and the very high volume of pedestrians. Integrated pedestrian concept is done by connecting Jl. Paledang with Jl. Garut-Tasikmalaya, Jl. Bantar Payung- Jl.Garut-Tasikmalaya.

scholarly journals Manual RC Box Culvert Analysis and Designing

2020 ◽  
Vol 5 (8) ◽  
pp. 91-115
Author(s):  
Ayaanle Maxamed Ali
Keyword(s):  
Water Flow ◽  
Traffic Load ◽  
Cement Concrete ◽  
The Road ◽  
Road Profile ◽  
Different Types ◽  
Reinforced Cement ◽  
On The Road ◽  
Box Culvert

The culvert is small structures that are required for the under roads and its uses for the crossing of water like streams under the roads. The culvert structure balances the water flow on both sides of the roads, also is protecting and balance of the embankment to reduce the water flow level. There are different types of culverts shapes, and they are circle, arch, Slap & box; therefore, these can be constructed by using different materials like; stones, bricks, reinforced cement concrete. Since the culvert crossing under the earthen embankment, so the culvert is subjecting a traffic load similarly as the roads carry; therefore, they required to be designed for such loads the acting on the surface of the culvert. This project is dealing with the RCC box culvert with and without cushions. The cushion depends on the road profile at the culvert location.

SILICA-REINFORCED EPOXIDIZED NATURAL RUBBER TIRE TREADS — PERFORMANCE AND DURABILITY

2015 ◽  
Vol 88 (3) ◽  
pp. 390-411 ◽  
Author(s):  
Pamela J. Martin ◽  
Paul Brown ◽  
Andrew V. Chapman ◽  
Stuart Cook
Keyword(s):  
Environmental Impact ◽  
Natural Rubber ◽  
Fossil Fuel ◽  
Rolling Resistance ◽  
Epoxidized Natural Rubber ◽  
Research Centre ◽  
Wear Performance ◽  
The Road ◽  
Tire Wear ◽  
On The Road

ABSTRACT Concerns regarding climate change and public health have compelled governments to reduce the environmental impact of transport. Many countries are introducing tire labeling and legislation targeting rolling resistance, wet grip, and noise. The proposed U.S. tire label also includes wear performance. Implementation of tire labeling is enabling buyers to choose better tires. The tire industry is responding to these demands and is developing the next generation of green tires. Current passenger tire tread technology is primarily petroleum based; however, the long-term availability of fossil-fuel supplies is limited. Thus a further step to minimize the environmental impact and carbon footprint of tires over their life cycle is to use sustainable materials not derived from fossil-fuels. Sumitomo Rubber Industries used epoxidized natural rubber (ENR) reinforced with silica in their route to a greener fossil-fuel free tire (the ENASAVE 100). At 25 mol% epoxidation, ENR has a glass transition temperature (Tg) most suitable for tread applications. Silica-filled ENR-25 tread compounds deliver lower rolling resistance, hence reduced fuel consumption, and enhanced wet and ice traction compared with benchmark premium passenger or truck treads. Optimization of wear performance to extend product durability is a current focus of research. However, correlation between laboratory abrasion and on-the-road tire wear is notoriously poor. The Tun Abdul Razak Research Centre (TARRC) have used light microscopy and transmission electron microscopy (TEM) to ascertain a mechanistic insight into tread wear, using results from wear studies on-the-road and laboratory abrasion. The results indicate that the mechanism of on-the-road tire wear differs from that of in-laboratory Akron abrasion tests.

Evaluation of Tread Wear

1952 ◽  
Vol 25 (2) ◽  
pp. 321-330 ◽  
Author(s):  
Dietrich G. Stechert ◽  
Thomas D. Bolt
Keyword(s):  
Regression Line ◽  
Total Cost ◽  
Rapid Turnover ◽  
The Road ◽  
Truck Tire ◽  
Tire Wear ◽  
Different Types ◽  
Road Testing ◽  
The Cost

Abstract The observed existence of a linear log-log relationship between nonskid loss and mileage in a great number of widely different types of tests may be exploited in order to realize substantial savings in the road testing of tires for tread wear. In many evaluations it is common practice for the Gates Rubber Co. to test tires to one half initial nonskid depth or to some arbitrary mileage only. The regression line and mileage to baldness are then determined. Of course, the greater the amount of data, and the more accurately controlled the conditions of testing, the more reliable will be the mileage to baldness. If in tread wear evaluations tests were terminated prior to baldness, about $180 could be saved for each passenger tire tested, and $490 for each truck tire, for every 10,000 miles. One investigation, to determine the effect of three different tire designs on tread wear, was made at a total cost of $2200. If all tires had been tested to baldness, the cost would have been approximately $4600. In comparison with former common practice, the application of the proposed method of analysis of tire wear measurements can result in more reliable tread wear evaluations, more economical utilization of the tire test fleet, and a more rapid turnover of ideas.

scholarly journals CREATIVE AND INNOVATIVE COMMUNITY-BASED TOURISM MANAGEMENT IN TEGAL WARU, BOGOR

2020 ◽  
Vol 4 (2) ◽  
pp. 109-114
Author(s):  
Nining Latianingsih ◽  
◽  
Iis Mariam ◽  
Dewi Winarni Susyanti ◽  
◽  
...  
Keyword(s):  
Community Participation ◽  
Field Research ◽  
Economic Life ◽  
Community Based ◽  
Research On Research ◽  
The Road ◽  
Tourist Village ◽  
On The Road ◽  
Tourism Attractions ◽  
Very High

Tourism provides a significant contribution to development, conventional tourism products are becoming increasingly abandoned and tourists are turning to tourism products that value the environment, nature, culture and special attractions more. How to manage tourist villages in the village of Tegal Waru Ciampea Bogor, in the flexibility and intensity of interaction with the environment and local communities. The purpose of this research is to see how the management of creative and innovative community-based tourism villages (CREANOVA) The approach method used is an empirical normative approach and uses qualitative methods and direct field research on research objects that are related to the problem under study. the results of the study are. Tegal Waru tourism village is a pedesan tourist area that is no less interesting and offers cultural potential. Has a variety of agricultural production businesses and entrepreneurs. Community participation in the development of tourist villages is very high. There are tour packages offered including entrepreneur training, charity creativity, outbound on the road, consumption packages, souvenir packages, shopping centers, tourism attractions, business tourist village locations, while visitors from home and abroad. Community participation is very high in implementing this village tourism program, because they feel an increase in income and economic life

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