Durability considerations

N. S. Jacobson, High-Temperature Durability Considerations for HSCT Combustor, NASA Technical Paper 3162, National Aeronautics and Space Administration, Washington, DC, January, 1992. 

Durability considerations Reinforcement in concrete structures must be protected from corrosion, and the conventional manner of doing this is to have a suitable thickness of concrete cover over the steel. Where large cracks are able to develop in the concrete wall, the protective effect of this cover can be lost, and a significant loss of the area of reinforcement may occur. This leads to a dramatic loss of strength and has caused failures (Elghazouli Rotter 1996). 

As with any other type of concrete, the mix proportions for SFRC depend upon the requirements for any particular project, in terms ofworkability, strength, durability and so on. For relatively small fibre volumes (less than 0.5%), the conventional mix designs used for plain concrete, based on the normal strength and durability considerations, may be used without modification. However, for larger fibre volumes, mix design procedures which emphasize the workability of the SFRC should be used. A number of such procedures are available (e.g. 17-20). However, there are several considerations that are particular to SFRC. 

Light-Duty Recreational Surfaces. Artificial surfaces intended for incidental recreational use, eg, swimming pool decks, patios, and landscaping, are designed primarily to provide a practical, durable, and attractive surface. Minimum cost is a prime consideration and has driven the quaUty of some such products to a low level. Most surfaces in this category utilize polypropylene ribbon and a tufted fabric constmction (see Olefin polymers, polypropylene). ... 

Curing Catalysts for A Methylol Agents. Many acid-type catalysts have been used in finishing formulations to produce a durable press finish. Catalyst selection must take into consideration not only achievement of the desked chemical reaction, but also such secondary effects as influence on dyes, effluent standards, formaldehyde release, discoloration of fabric, chlorine retention, and formation of odors. In much of the industry, the chemical suppher specifies a catalyst for the agent so the exact content of the catalyst may not be known by the finisher. 

Driving by personal vehicle is the most popular mode of transportation. And although there is a desire for a fuel-efficient automobile, fuel efficiency is a consideration well behind style, performance, comfort, durability, reliability, status, and safety. The weak demand for a 40 mpg automobile occurs for several reasons It is not a status symbol (not stylistic), accelerates too slowly (smaller engine), cramps the driver and occupants (smaller interior), and often offers inadequate protection (too light) in case of an accident. 

Characteristics of various atomizers are given in Table 24.1. Primary considerations are selecting the best principle for the type of fuel, the size of the burner/boiler and the type of application. Other important characteristics are ability to operate with the minimum of excess air, turndown ratio and questions of durability and maintenance. 

Applications Ion implantation is widely employed to improve the life of tools. Thus press tools, dies and gear cutters can be treated to increase their durability by three times or more. Nitrogen-implanted tungsten carbide drawing dies for copper and iron wire can be improved up to fivefold. By implanting chromium, aluminium or silicon a considerable increase in the corrosion resistance of steel can be obtained. Implantation of chromium into aircraft bearing alloys has improved their durability in marine environments . 

In the majority of cases maximum durability will be produced by a multicoat system comprising priming and finishing paints only. Other considerations, however, such as uniformity of colour and smoothness of surface, may make it desirable to introduce intermediate coats, e.g. putty, filler and undercoat. The appearance of the final film or of the final painted structure is of some importance, and a final colour coat, which may contribute very little resistance to corrosion, may be necessary. 

Since the individual members of this group of media differ considerably in properties, so also do the finishes that can be made from them. As a class, however, they are generally inferior to the better alkyds for durability under normal conditions. A particular exception is the tung-oil 100% phenolic type of medium, which produces finishes with very good resistance to water and mildly acidic or alkaline conditions pale colours, however, discolour by yellowing on exposure. 

Modification of alkyd resins with high proportions of silicones considerably reduces rates of attack, but the most spectacular extension of life is shown by fluorinated polymers such as polyvinylidene fluoride where erosion rates can be reduced to 0 -1 /tm/year. If this level of durability can be achieved an initial coating, if firmly adherent and free from any breaks, may often be expected to maintain protection over a metal substrate for the likely life of the structure. The considerably increased first cost, as compared with more conventional coatings, has to be balanced against the probable saving in maintenance costs or consequences of failure. 

Saturated polyesters and saturated alkyds cannot undergo such modification with vinyl monomers but can be modified with other polymers such as silicone resins by alcoholysis. Here outdoor durability is considerably improved. 

The final authority on the durability of catalysts is performance in road vehicles. Such data have been rapidly accumulated by the various automobile manufacturers in recent months. This data takes into consideration all the accidents of everyday usage, serving to test how much abuse the catalyst can withstand and still perform its duty. Experience has shown that fresh oxidation and reduction catalysts by a large variety of formulations from many manufacturers would indeed perform their duty. Many oxidation catalysts perform well enough at 25,000 accumulated miles to satisfy the requirement of 0.41 g hydrocarbon/mile and 3.4 g CO/mile, but few would perform well enough at 50,000 miles without maintenance and adjustment of the engine. Many such vehicle endurance tests have to be terminated because of malfunction of the engine or the auxiliary equipment. 

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