A-Safe safety barrier systems offer a greener option compared to steel barriers, with a carbon footprint almost 5 times smaller. Over 5 years, a 100m section of steel barrier generates nearly 12,000kg of carbon emissions, while the equivalent plastic A-Safe barrier generates only 2,530kg. Research shows that plastic barriers require less embedded carbon to produce and more barriers can be made from the same amount of material compared to steel. Additionally, plastic barriers last longer with less maintenance and replacement needed over their lifetime, reducing overall carbon emissions.
This document outlines a study on producing nitrogen enriched carbon coated graphene scaffolds for use in supercapacitors. Graphene oxide was synthesized using a modified Hummer's method and then reduced to produce reduced graphene oxide. Some samples were further modified by enriching with nitrogen and coating with carbon from glucose. Characterization with SEM, UV spectroscopy and cyclic voltammetry showed the nitrogen enriched carbon coated reduced graphene oxide had higher porosity, lower oxygen content and higher specific capacitance, making it a promising electrode material for capacitive energy storage.
Advanced nano carbon based sorbent for co2 captureMaha Yusuf
This document summarizes research on developing improved carbon-based sorbents for CO2 capture. It investigates using nano-carbons like graphene oxide (GO) and graphene oxide frameworks (GOF) due to their large surface areas. The researchers synthesized single-layer nano-GO using a modified Hummer's method with sonication and KMnO4. They also synthesized a GOF using methanol solvothermal synthesis with GO and benzene-1,4-diboronic acid. Characterization methods showed the nano-GO had the highest surface area and CO2 adsorption capacity of 41.5 mg CO2/g, higher than reported materials. The improved sorbents could potentially be used for
Graphene oxide was synthesized from graphite powder and functionalized with ethanolamine to produce GO-EA. GO-EA was successfully redispersed in an ethylene glycol solution. X-ray photoelectron spectroscopy analysis showed the expected functional groups on GO and the appearance of new peaks indicating successful functionalization of GO-EA. Future work will verify the increased thermal conductivity of the solution and explore GO-EA's catalytic properties.
Our GraphenX products are comprised of single layers of graphene oxide. It is a product of oxidation of graphite through a modified Hummers’ method. In contrast to commercially available graphene oxide sheets which possess lateral size generally less than 5μm, GraphenX are monolayers of oxidized graphene with outstandingly high lateral size (up to 0.1mm), rendering these products as an excellent candidate for diverse applications such as electronics, composite materials, energy and etc. GraphenX is a polar and functionalized material bearing several types of oxygen groups and is available in polar solvents (Water, NMP, DMF and Ethanol).
recent developments on Graphene oxide based membranesKishan Kasundra
This document discusses recent developments in graphene oxide (GO) based membrane technology. It begins with an introduction to GO and its advantages over polymeric membranes. It then describes methods for preparing and characterizing GO, as well as different approaches for fabricating GO membranes, including free-standing GO membranes, supported GO membranes, and GO-modified composite membranes. Specific examples are provided for each membrane type and their applications in water treatment and separation processes. The document concludes that GO is a promising nano-material for membrane applications due to its unique properties and that the membrane structure and performance depends on the fabrication method.
Graphene oxide is a compound produced by treating graphite with strong oxidizing agents. It consists of carbon, oxygen, and hydrogen atoms arranged in a layered structure similar to graphite. Graphene oxide can be dispersed into single-atom thick sheets in water and other solvents. It has unique optical, thermal, and mechanical properties that make it useful for applications such as composite materials, energy storage, and biomedical devices. Reduction of graphene oxide is needed to recover its electrical conductivity by removing oxygen groups and restoring the honeycomb lattice structure.
This document discusses the mechanism of graphene oxide (GO) formation from graphite. The key points are:
1. GO formation involves three distinct steps - first, graphite is converted to a stage-1 graphite intercalation compound (GIC); second, the GIC is converted to "pristine graphite oxide" (PGO); third, PGO is converted to conventional GO upon exposure to water.
2. The first step of GIC formation occurs rapidly. The second step of converting the GIC to PGO is much slower and is the rate-determining step.
3. Partial oxidation experiments show the reaction proceeds from the flake edges inward, with different spectroscopic signatures
This document describes research on producing multilayer graphene oxide membranes using different oxidation methods of vein graphite. The objectives were to compare the sp2/sp3 carbon ratios in the resulting graphite oxides. Two methods were used: Hummers' method and an improved Hummers' method. Analysis using SEM, XPS, and carbon/oxygen ratios showed the improved method produced a higher fraction of oxidized carbon with a sp3/sp2 ratio of 3.62:1, compared to 1.04:1 for the standard Hummers' method. This indicates the improved method yields better oxidation of the graphite starting material.
This document outlines a study on producing nitrogen enriched carbon coated graphene scaffolds for use in supercapacitors. Graphene oxide was synthesized using a modified Hummer's method and then reduced to produce reduced graphene oxide. Some samples were further modified by enriching with nitrogen and coating with carbon from glucose. Characterization with SEM, UV spectroscopy and cyclic voltammetry showed the nitrogen enriched carbon coated reduced graphene oxide had higher porosity, lower oxygen content and higher specific capacitance, making it a promising electrode material for capacitive energy storage.
Advanced nano carbon based sorbent for co2 captureMaha Yusuf
This document summarizes research on developing improved carbon-based sorbents for CO2 capture. It investigates using nano-carbons like graphene oxide (GO) and graphene oxide frameworks (GOF) due to their large surface areas. The researchers synthesized single-layer nano-GO using a modified Hummer's method with sonication and KMnO4. They also synthesized a GOF using methanol solvothermal synthesis with GO and benzene-1,4-diboronic acid. Characterization methods showed the nano-GO had the highest surface area and CO2 adsorption capacity of 41.5 mg CO2/g, higher than reported materials. The improved sorbents could potentially be used for
Graphene oxide was synthesized from graphite powder and functionalized with ethanolamine to produce GO-EA. GO-EA was successfully redispersed in an ethylene glycol solution. X-ray photoelectron spectroscopy analysis showed the expected functional groups on GO and the appearance of new peaks indicating successful functionalization of GO-EA. Future work will verify the increased thermal conductivity of the solution and explore GO-EA's catalytic properties.
Our GraphenX products are comprised of single layers of graphene oxide. It is a product of oxidation of graphite through a modified Hummers’ method. In contrast to commercially available graphene oxide sheets which possess lateral size generally less than 5μm, GraphenX are monolayers of oxidized graphene with outstandingly high lateral size (up to 0.1mm), rendering these products as an excellent candidate for diverse applications such as electronics, composite materials, energy and etc. GraphenX is a polar and functionalized material bearing several types of oxygen groups and is available in polar solvents (Water, NMP, DMF and Ethanol).
recent developments on Graphene oxide based membranesKishan Kasundra
This document discusses recent developments in graphene oxide (GO) based membrane technology. It begins with an introduction to GO and its advantages over polymeric membranes. It then describes methods for preparing and characterizing GO, as well as different approaches for fabricating GO membranes, including free-standing GO membranes, supported GO membranes, and GO-modified composite membranes. Specific examples are provided for each membrane type and their applications in water treatment and separation processes. The document concludes that GO is a promising nano-material for membrane applications due to its unique properties and that the membrane structure and performance depends on the fabrication method.
Graphene oxide is a compound produced by treating graphite with strong oxidizing agents. It consists of carbon, oxygen, and hydrogen atoms arranged in a layered structure similar to graphite. Graphene oxide can be dispersed into single-atom thick sheets in water and other solvents. It has unique optical, thermal, and mechanical properties that make it useful for applications such as composite materials, energy storage, and biomedical devices. Reduction of graphene oxide is needed to recover its electrical conductivity by removing oxygen groups and restoring the honeycomb lattice structure.
This document discusses the mechanism of graphene oxide (GO) formation from graphite. The key points are:
1. GO formation involves three distinct steps - first, graphite is converted to a stage-1 graphite intercalation compound (GIC); second, the GIC is converted to "pristine graphite oxide" (PGO); third, PGO is converted to conventional GO upon exposure to water.
2. The first step of GIC formation occurs rapidly. The second step of converting the GIC to PGO is much slower and is the rate-determining step.
3. Partial oxidation experiments show the reaction proceeds from the flake edges inward, with different spectroscopic signatures
This document describes research on producing multilayer graphene oxide membranes using different oxidation methods of vein graphite. The objectives were to compare the sp2/sp3 carbon ratios in the resulting graphite oxides. Two methods were used: Hummers' method and an improved Hummers' method. Analysis using SEM, XPS, and carbon/oxygen ratios showed the improved method produced a higher fraction of oxidized carbon with a sp3/sp2 ratio of 3.62:1, compared to 1.04:1 for the standard Hummers' method. This indicates the improved method yields better oxidation of the graphite starting material.
Racking protection products from A-Safe provide a flexible solution for protecting people, property, and profits by safeguarding racking systems. The polymer-based materials are highly visible and bounce back into shape after impacts to prevent damage. A range of racking protection barriers and leg protectors suit various applications and shield racking from forklift trucks and other vehicles. Customers benefit through reduced costs, safety compliance, and protection of their racking systems and stock.
A-Safe provides various protective barrier solutions for building, warehouse, and industrial applications. Their barriers can:
1) Protect racking and machinery from impacts by vehicles and equipment with rack end barriers, rack upright protectors, and traffic barriers.
2) Segregate vehicle and pedestrian traffic with pedestrian barriers, traffic barriers, and vehicle barriers to improve safety.
3) Guard infrastructure like doors, columns, and buildings from damage with door protectors, column protectors, micro barriers, and heavy-duty vehicle barriers.
A-Safe Barriers are a durable barrier system made of polymer material that physically prevents pedestrians from straying into areas with vehicle traffic. This provides a safer alternative to painted lines alone. The barriers clearly define pedestrian walkways in busy manufacturing and warehouse environments where close proximity of people and vehicles can lead to accidents. A-Safe Barriers represent a long-term investment in staff safety by realistically segregating pedestrians from hazards.
5 Tips for Growing inquiries by 50 percent - Enrollment Marketing 101 Part 2 ...Schola Inbound Marketing
Webinar presentation slides on using inbound marketing and SEO strategies to increase inquiries at your school. This slide deck was used by Ralph Cochran, President of Schola Inbound Marketing.
Inboun Marketing for Private Schools. Presentation given to Garden State Christian School Association, located in New Jersey. I was invite to do this presentation in partnership with Advance Christian Schools.
Private School Search Engine Optimization tips to attract parents Enrollment...Schola Inbound Marketing
This webinar focused on how to improve your schools website to attract more visitors. This is was a Private School Enrollment Webinar for the Association of Classical Christian Schools. It was the last in a series of 3.
Increase enrollment through Inbound Marketing - Presentation at Assocation of...Schola Inbound Marketing
How do you find more prospective students? What is the difference between inbound marketing and traditional marketing? Do you know the first steps to take in implenting an inbound marketing campaign? This presentation will answer all these questions. It was presented by Ralph Cochran at the 2013 Association of Classical Christian Schools Conference.
Harri Leppänen from SSAB presented the results that SSAB has gained from their work reducing the carbon footprint of their actions. As SSAB is a steel company, their actions have a large impact on carbon footprint. The presentation was held in an event arranged by Sitra presenting the carbon footprint of Nasdaq Helsinki listed companies.
International Journal of Computational Engineering Research(IJCER)ijceronline
International Journal of Computational Engineering Research(IJCER) is an intentional online Journal in English monthly publishing journal. This Journal publish original research work that contributes significantly to further the scientific knowledge in engineering and Technology.
This document summarizes research on optimizing the design of an automotive composite drive shaft using genetic algorithms. The researchers aim to determine if a composite drive shaft can replace a conventional two-piece steel drive shaft. Key points:
1) A genetic algorithm is used to optimize ply thickness, number of plies, and stacking sequence of carbon/epoxy and glass/epoxy composite shafts. The objective is minimizing weight while meeting constraints of torque transmission, buckling load, and fundamental frequency.
2) Composite materials could allow a one-piece drive shaft with higher fundamental frequency than a steel shaft, avoiding the need for joints and supports. This would reduce weight, vibration, and costs.
3)
Optimum design of automotive composite drive shaftiaemedu
This document summarizes research on optimizing the design of an automotive composite drive shaft using genetic algorithms. The researchers aim to determine if a composite drive shaft can replace a conventional two-piece steel drive shaft. Key points:
1) A genetic algorithm is used to optimize ply thickness, number of plies, and stacking sequence of carbon/epoxy and glass/epoxy composite shafts. The objective is minimizing weight while meeting constraints of torque transmission, buckling load, and fundamental frequency.
2) Composite materials could allow a one-piece drive shaft with higher fundamental frequency than a steel shaft, avoiding the need for joints and supports. This would reduce weight, vibration, and costs.
3)
This document summarizes research on optimizing the design of an automotive composite drive shaft using genetic algorithms. The researchers aim to determine if a composite drive shaft can replace a conventional two-piece steel drive shaft. Key points:
1) A genetic algorithm is used to optimize ply thickness, number of plies, and stacking sequence of carbon/epoxy and glass/epoxy composite shafts. The objective is minimizing weight while meeting constraints of torque transmission, buckling load, and fundamental frequency.
2) Composite materials could allow a one-piece drive shaft with higher fundamental frequency than a steel shaft, avoiding the need for joints and supports. This would reduce weight, vibration, and costs.
3)
IRJET- Design and Analysis of Different Characteristics of Hollow and Sol...IRJET Journal
The document describes the design and analysis of hollow and solid propeller shafts made from different materials for a heavy duty truck. It analyzes carbon steel, aluminum, Kevlar epoxy composite, glass epoxy composite, and epoxy carbon composite materials. Mathematical calculations are shown for maximum torque, shear stress, strain, deflection, and critical speed for hollow and solid propeller shaft designs made from aluminum and carbon steel. A comparative analysis is conducted of the different materials.
The document summarizes a statement made by Brian Tucker of Alcoa at a public hearing on a proposed rule to reduce greenhouse gases and fuel consumption from heavy duty vehicles. The statement argues that:
1) The proposed rule should provide more credit for weight reduction in vehicles, not just tires and wheels, through use of lighter materials like aluminum.
2) A study found replacing 3,300 pounds of material with aluminum in Class 8 trucks could save 1,612 gallons of fuel and 18 tons of CO2 annually per truck through increased payload capacity and fuel economy.
3) The proposed rule is missing opportunities to incentivize weight reduction through materials like aluminum in vocational vehicles which could provide additional emissions reductions.
Using carbon fiber as the material for car body panels could reduce energy consumption and CO2 emissions. Analysis shows the current materials, steel and aluminum alloys, account for 67.87% of material energy use and 75.38% of CO2 emissions. Replacing them with carbon fiber for the car body, which makes up 20% of vehicle weight, could reduce total energy use by 9.6% and CO2 emissions by 9.7% according to calculations. However, carbon fiber is more expensive to produce initially and is not currently recyclable. A new design would also be required to implement this material change.
The ECONOSORB - V steel drum activated carbon
adsorption system excels at environmental remediation
applications and industrial emissions control. This
activated carbon adsorption drum is specifically designed for
dependable performance and competitive pricing.
The ECONOSORB - V GAC vapor phase adsorber is
constructed of carbon steel and provides a double epoxy/
phenolic lining durable enough for environmental
remediation applications and industrial emission control.
This GAC adsorption 55 gallon drum unit features specially
constructed vapor distributors, designed to promote even flow
distribution and efficient use of the activated carbon and have
a low pressure drop.
Experimental Study On Strength Properties Of Geopolymer ConcreteIRJET Journal
This document presents the results of an experimental study on the strength properties of geopolymer concrete. Geopolymer concrete is made from fly ash, alkaline liquids like sodium hydroxide and sodium silicate, replacing ordinary Portland cement. The study investigated the compressive strength, flexural strength, Young's modulus, and deflection behavior of geopolymer concrete beams cured at 60°C for 24 hours. The results found that geopolymer concrete can achieve compressive strengths in the range of 20-35 MPa. The measured elastic modulus and Poisson's ratio values of geopolymer concrete were similar to ordinary concrete. The stress-strain behavior of geopolymer concrete under compression also fit well with models for ordinary concrete.
The document provides an overview of carbon fiber, including its history, properties, manufacturing process, and applications in the automotive industry. Some key points discussed include:
- Carbon fiber was first developed in the late 1800s and saw increased use in aircraft and racing cars starting in the 1960s and 1970s.
- It is 5 times stronger than steel but only one-quarter of the weight, making it useful for applications requiring strength and light weight.
- The manufacturing process involves drawing precursor materials like polyacrylonitrile into fibers, which are then woven and molded.
- Carbon fiber composites promise benefits like mass reduction, improved fuel efficiency, crashworthiness, and lower emissions when used in automobiles.
Aluminum can significantly reduce the weight of heavy-duty vehicles like Class 8 trucks, allowing them to carry more payload while improving fuel efficiency. A study found that downweighting trucks with aluminum can save up to 3,300 pounds per vehicle, allowing trucks to carry 6.5% more payload while reducing fuel use and emissions by 6.5% as well. For the entire US fleet of 2 million heavy vehicles, this could save 1 billion gallons of diesel and eliminate 10 million tons of CO2 emissions annually. Further efficiency gains are possible when combining weight reduction with aerodynamic improvements.
Racking protection products from A-Safe provide a flexible solution for protecting people, property, and profits by safeguarding racking systems. The polymer-based materials are highly visible and bounce back into shape after impacts to prevent damage. A range of racking protection barriers and leg protectors suit various applications and shield racking from forklift trucks and other vehicles. Customers benefit through reduced costs, safety compliance, and protection of their racking systems and stock.
A-Safe provides various protective barrier solutions for building, warehouse, and industrial applications. Their barriers can:
1) Protect racking and machinery from impacts by vehicles and equipment with rack end barriers, rack upright protectors, and traffic barriers.
2) Segregate vehicle and pedestrian traffic with pedestrian barriers, traffic barriers, and vehicle barriers to improve safety.
3) Guard infrastructure like doors, columns, and buildings from damage with door protectors, column protectors, micro barriers, and heavy-duty vehicle barriers.
A-Safe Barriers are a durable barrier system made of polymer material that physically prevents pedestrians from straying into areas with vehicle traffic. This provides a safer alternative to painted lines alone. The barriers clearly define pedestrian walkways in busy manufacturing and warehouse environments where close proximity of people and vehicles can lead to accidents. A-Safe Barriers represent a long-term investment in staff safety by realistically segregating pedestrians from hazards.
5 Tips for Growing inquiries by 50 percent - Enrollment Marketing 101 Part 2 ...Schola Inbound Marketing
Webinar presentation slides on using inbound marketing and SEO strategies to increase inquiries at your school. This slide deck was used by Ralph Cochran, President of Schola Inbound Marketing.
Inboun Marketing for Private Schools. Presentation given to Garden State Christian School Association, located in New Jersey. I was invite to do this presentation in partnership with Advance Christian Schools.
Private School Search Engine Optimization tips to attract parents Enrollment...Schola Inbound Marketing
This webinar focused on how to improve your schools website to attract more visitors. This is was a Private School Enrollment Webinar for the Association of Classical Christian Schools. It was the last in a series of 3.
Increase enrollment through Inbound Marketing - Presentation at Assocation of...Schola Inbound Marketing
How do you find more prospective students? What is the difference between inbound marketing and traditional marketing? Do you know the first steps to take in implenting an inbound marketing campaign? This presentation will answer all these questions. It was presented by Ralph Cochran at the 2013 Association of Classical Christian Schools Conference.
Harri Leppänen from SSAB presented the results that SSAB has gained from their work reducing the carbon footprint of their actions. As SSAB is a steel company, their actions have a large impact on carbon footprint. The presentation was held in an event arranged by Sitra presenting the carbon footprint of Nasdaq Helsinki listed companies.
International Journal of Computational Engineering Research(IJCER)ijceronline
International Journal of Computational Engineering Research(IJCER) is an intentional online Journal in English monthly publishing journal. This Journal publish original research work that contributes significantly to further the scientific knowledge in engineering and Technology.
This document summarizes research on optimizing the design of an automotive composite drive shaft using genetic algorithms. The researchers aim to determine if a composite drive shaft can replace a conventional two-piece steel drive shaft. Key points:
1) A genetic algorithm is used to optimize ply thickness, number of plies, and stacking sequence of carbon/epoxy and glass/epoxy composite shafts. The objective is minimizing weight while meeting constraints of torque transmission, buckling load, and fundamental frequency.
2) Composite materials could allow a one-piece drive shaft with higher fundamental frequency than a steel shaft, avoiding the need for joints and supports. This would reduce weight, vibration, and costs.
3)
Optimum design of automotive composite drive shaftiaemedu
This document summarizes research on optimizing the design of an automotive composite drive shaft using genetic algorithms. The researchers aim to determine if a composite drive shaft can replace a conventional two-piece steel drive shaft. Key points:
1) A genetic algorithm is used to optimize ply thickness, number of plies, and stacking sequence of carbon/epoxy and glass/epoxy composite shafts. The objective is minimizing weight while meeting constraints of torque transmission, buckling load, and fundamental frequency.
2) Composite materials could allow a one-piece drive shaft with higher fundamental frequency than a steel shaft, avoiding the need for joints and supports. This would reduce weight, vibration, and costs.
3)
This document summarizes research on optimizing the design of an automotive composite drive shaft using genetic algorithms. The researchers aim to determine if a composite drive shaft can replace a conventional two-piece steel drive shaft. Key points:
1) A genetic algorithm is used to optimize ply thickness, number of plies, and stacking sequence of carbon/epoxy and glass/epoxy composite shafts. The objective is minimizing weight while meeting constraints of torque transmission, buckling load, and fundamental frequency.
2) Composite materials could allow a one-piece drive shaft with higher fundamental frequency than a steel shaft, avoiding the need for joints and supports. This would reduce weight, vibration, and costs.
3)
IRJET- Design and Analysis of Different Characteristics of Hollow and Sol...IRJET Journal
The document describes the design and analysis of hollow and solid propeller shafts made from different materials for a heavy duty truck. It analyzes carbon steel, aluminum, Kevlar epoxy composite, glass epoxy composite, and epoxy carbon composite materials. Mathematical calculations are shown for maximum torque, shear stress, strain, deflection, and critical speed for hollow and solid propeller shaft designs made from aluminum and carbon steel. A comparative analysis is conducted of the different materials.
The document summarizes a statement made by Brian Tucker of Alcoa at a public hearing on a proposed rule to reduce greenhouse gases and fuel consumption from heavy duty vehicles. The statement argues that:
1) The proposed rule should provide more credit for weight reduction in vehicles, not just tires and wheels, through use of lighter materials like aluminum.
2) A study found replacing 3,300 pounds of material with aluminum in Class 8 trucks could save 1,612 gallons of fuel and 18 tons of CO2 annually per truck through increased payload capacity and fuel economy.
3) The proposed rule is missing opportunities to incentivize weight reduction through materials like aluminum in vocational vehicles which could provide additional emissions reductions.
Using carbon fiber as the material for car body panels could reduce energy consumption and CO2 emissions. Analysis shows the current materials, steel and aluminum alloys, account for 67.87% of material energy use and 75.38% of CO2 emissions. Replacing them with carbon fiber for the car body, which makes up 20% of vehicle weight, could reduce total energy use by 9.6% and CO2 emissions by 9.7% according to calculations. However, carbon fiber is more expensive to produce initially and is not currently recyclable. A new design would also be required to implement this material change.
The ECONOSORB - V steel drum activated carbon
adsorption system excels at environmental remediation
applications and industrial emissions control. This
activated carbon adsorption drum is specifically designed for
dependable performance and competitive pricing.
The ECONOSORB - V GAC vapor phase adsorber is
constructed of carbon steel and provides a double epoxy/
phenolic lining durable enough for environmental
remediation applications and industrial emission control.
This GAC adsorption 55 gallon drum unit features specially
constructed vapor distributors, designed to promote even flow
distribution and efficient use of the activated carbon and have
a low pressure drop.
Experimental Study On Strength Properties Of Geopolymer ConcreteIRJET Journal
This document presents the results of an experimental study on the strength properties of geopolymer concrete. Geopolymer concrete is made from fly ash, alkaline liquids like sodium hydroxide and sodium silicate, replacing ordinary Portland cement. The study investigated the compressive strength, flexural strength, Young's modulus, and deflection behavior of geopolymer concrete beams cured at 60°C for 24 hours. The results found that geopolymer concrete can achieve compressive strengths in the range of 20-35 MPa. The measured elastic modulus and Poisson's ratio values of geopolymer concrete were similar to ordinary concrete. The stress-strain behavior of geopolymer concrete under compression also fit well with models for ordinary concrete.
The document provides an overview of carbon fiber, including its history, properties, manufacturing process, and applications in the automotive industry. Some key points discussed include:
- Carbon fiber was first developed in the late 1800s and saw increased use in aircraft and racing cars starting in the 1960s and 1970s.
- It is 5 times stronger than steel but only one-quarter of the weight, making it useful for applications requiring strength and light weight.
- The manufacturing process involves drawing precursor materials like polyacrylonitrile into fibers, which are then woven and molded.
- Carbon fiber composites promise benefits like mass reduction, improved fuel efficiency, crashworthiness, and lower emissions when used in automobiles.
Aluminum can significantly reduce the weight of heavy-duty vehicles like Class 8 trucks, allowing them to carry more payload while improving fuel efficiency. A study found that downweighting trucks with aluminum can save up to 3,300 pounds per vehicle, allowing trucks to carry 6.5% more payload while reducing fuel use and emissions by 6.5% as well. For the entire US fleet of 2 million heavy vehicles, this could save 1 billion gallons of diesel and eliminate 10 million tons of CO2 emissions annually. Further efficiency gains are possible when combining weight reduction with aerodynamic improvements.
Experimental investigation of fiberglass reinforced mono composite leaf springIAEME Publication
The document discusses experimental investigation of fiberglass reinforced mono-composite leaf springs. Two composite leaf spring samples were fabricated - one with 60% epoxy and 40% fiberglass, and another with 50% of each. Physical tests were performed on the samples and compared to steel leaf springs. Tensile, flexural, dynamic mechanical and heat deflection tests were conducted. The tensile test results showed the 50% composite sample had higher tensile stress and strain values than the 60% sample. In general, the study aims to compare composite and steel leaf springs under different testing conditions.
Experimental investigation of fiberglass reinforced mono composite leaf springIAEME Publication
The document discusses experimental investigation of fiberglass reinforced mono-composite leaf springs. Two composite leaf spring samples were fabricated - one with 60% epoxy and 40% fiberglass, and another with 50% of each. Physical tests were conducted on the samples and compared to steel leaf springs. Tensile, flexural, dynamic mechanical and heat deflection tests were performed. The tensile test results showed the 50% composite sample had higher tensile stress and strain values than the 60% sample. In general, the study aims to compare composite and steel leaf springs under different testing conditions.
Operational carbon refers to emissions from running infrastructure like heating and lighting, while embedded carbon refers to emissions from materials and construction. The ratio of operational to embedded carbon determines where efforts should focus to reduce emissions. A functional unit is needed to properly compare infrastructure options by accounting for lifespan, maintenance needs, disposal, etc. Case studies show operational carbon can be several times higher than embedded depending on factors like insulation, climate, and lifespan.
IRJET- Experimental Study on Flexural Behaviour of Flyash based Geopolymer Co...IRJET Journal
This document presents an experimental study on the flexural behavior of fly ash-based geopolymer concrete with the addition of ground granulated blast furnace slag (GGBS) as a supplementary cementitious material. Five mixes were tested with varying percentages of GGBS replacement of fly ash (0%, 10%, 20%, 30%, 40%). The mixes were tested at 7 and 28 days for compressive strength, split tensile strength, and flexural strength. The results showed that incorporating GGBS in geopolymer concrete can increase its strength properties while allowing curing at ambient temperatures. This research aims to develop sustainable "green concrete" as an alternative to ordinary Portland cement concrete that can reduce CO2 emissions in the construction industry
This document summarizes a study that analyzed the carbon footprint of asphalt and concrete pavements. The key findings are:
1) Asphalt pavements have a significantly lower carbon footprint than concrete pavements, with greenhouse gas emissions from asphalt being only 22-25% of those from concrete.
2) Over a 50-year lifecycle, including construction and maintenance, asphalt pavements produce around 30% less greenhouse gases than comparable concrete pavements.
3) The higher carbon footprint of concrete is due largely to the cement production process, which produces carbon dioxide. Asphalt pavement, on the other hand, sequesters carbon in the form of asphalt cement.
IRJET- Carbon Fiber Composites for Camshaft MaterialIRJET Journal
The document discusses using carbon fiber composites for camshaft materials. It summarizes previous research on carbon fiber reinforced aluminum and titanium composites. The authors modeled a camshaft in CATIA and assigned an aluminum alloy (Al2024) material property in ANSYS for analysis. The results showed the carbon fiber composite with Al2024 matrix was theoretically feasible for automobile applications based on fracture limits. The authors concluded they successfully researched a metal matrix composite substitute that could be fabricated into a carbon fiber composite camshaft material.
Presentation by David Hartman, Senior Technical Staff, Owens Corning at CAMX on October 15, 2014. Advances in reinforcement materials, specifically glass fiber materials, should not go unnoticed. In this presentation discover new advances in glass fiber technology areas, applications to various markets and the needs of those markets, as well as current advances in fiber reinforcement materials and forms.
DESIGN AND ANALYSIS OF COMPOSITE PROPELLER/DRIVEN SHAFT USING FEA
Environmental Green Report
1. A Greener Option
A-Safe safety barrier systems can now add being a
greener option to its long list of benefits, with research
showing that plastic barriers can reduce a company’s
CO2 emissions significantly in comparison to using
steel barriers, with a carbon footprint almost 5 times
smaller than steel. Over five years it is estimated that a
100m section of steel Armco barrier generates 11,933kg
ION
PT
of harmful carbon emissions compared to just 2,530kg GREENER
O
with the equivalent A-Safe Traffic Barrier.
A-Safe offers far more than safer systems to protect
workforces and machinery, reducing maintenance and
repair costs. According to independent sources when
comparing an A-Safe traffic barrier to a typical Armco-
type steel traffic barrier, A-Safe can offer companies a
significantly cleaner bill of health when it comes to their
green credentials.
Many companies are re-evaluating their environmental and
ethical contribution and looking at all areas where they can
reduce their carbon footprint and install greener and more The information below demonstrates typical examples for
efficient systems across their workplace. Halifax-based 100m of barrier in a busy working environment. Obviously
A-Safe has created and developed its high-impact polymer some of the figures could vary with vehicle types and
movement frequency, however we have tried representing
barriers, which not only provide unparalled safety in a typical applications and environments and to give a fair
busy warehouse or factory space but also are significantly representation. It is assumed that 100m of barrier will have
greener than their steel contemporaries. 1.6 post centres with 63 posts.
THE CO2 FACTS - Emissions
Research conducted by a leading plastic solutions company to that of an equivalent steel Armco barrier which creates
demonstrated that to produce a tonne of Polypropylene* 3863kg of CO2.
generates 1700kg of carbon emissions, whilst manufacturing
a tonne of steel generates 1750kg* . From the outset a tonne 100m of A-Safe Traffic Barrier is produced from just 760kg of
of steel produces 50kg more CO2 than plastic does. plastic and 271kg of steel whilst 100m of steel Armco barrier is
manufactured from 2207kg of steel well over double the
Further research has shown that producing a 100m of A-Safe weight of A-Safe. Therefore, A-Safe can produce well over
Traffic Barrier generates 1766kg of CO2 emissions compared double the amount of barriers for the same weight of material.
The bar chart shows the carbon emissions of
100m of steel Armco (3862.64kg) compared
to A-Safe Traffic Barrier (1766kg).
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GREENER
* http://www.borealisgroup.com/pdf/global-challenges/IN0159_GB_BOR_2008_09_B.pdf
* http://www.liloontheweb.org.uk/handbook/carbonfootprint
▼
Continued Overleaf
2. ▼
From previous page
THE CO2 FACTS - Weight & Metres
The bar The bar chart shows the number of metres of
chart shows the barrier that can be produced from 1 tonne of
weight comparison of material. Steel Armco can make approximately
100m of Steel Armco (2207kg) 46m compared to A-Safe Traffic Barrier making
compared to 100m of A-Safe 100m.
Traffic Barrier (1031Kg).
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O
GREENER
Company Director, James Smith explained: “It’s a case of simple science. If you compare the carbon footprint of producing a
tonne of steel to a tonne of plastic the amount of emissions generated are less for plastic, coupled with the fact that more barriers
can be created from a tonne of plastic than from steel, proving it is more efficient at all stages.”
A-Safe Traffic Barrier weights:
End post is 11.5Kg consisting of 4.3kg steel and 7.2kg plastic
Steel Armco weights: 3.5m rail is 40Kg Mid post is 11.1Kg c consisting of 4.3kg Steel and 6.8kg plastic
leg 560mm RSJ - 16.94kg fishtail end - 10kg 1350mm rail length (to make 1600mm post centres) is 9.7kg
GENERAL MAINTENANCE
AND REPLACEMENT PARTS
From A-Safe’s vast experience of installing safety barriers and and posts replaced over a year, compared to just 5% for
working alongside typical contractors using both types of A-Safe Traffic Barriers.
barriers the A-Safe plastic barrier system has shown its
resilience and longevity in comparison to steel. Due to its Using a typical 100m run of barrier, 20% damaged component
flexible nature and the ability to absorb and deflect impacts, replacement for steel equates to 440Kg and 772kg of CO2. 5%
the replacement of damaged rails and posts is significantly replacement for a 100m run of A-Safe Traffic Barrier equates to
less than for an Armco steel barrier. In a typical busy 88Kg of CO2. Therefore steel produces nearly 9 times more
environment Armco steel barrier has to have 20% of its rails CO2 on replacement parts throughout its useful lifetime.
The bar chart shows the
percentage comparison of CO2
over its life cycle for 100m of steel
Armco (100%) compared to 100m
of A-Safe Traffic Barrier (11.5%)
3. FLOOR MAINTENANCE
When a vehicle impacts a barrier the force is generally Concrete is
transmitted straight into the floor. The more rigid a barrier is, one of the world’s worst
(for example steel) the faster this will occur. When the impact contributors to CO2 emissions,
ION
force is transmitted into the ground the floor will have a and for every tonne of concrete used
PT
O
tendency to break up and get damaged. Generally A-Safe approximately the same weight of CO2 is GREENER
Barriers due to their flexible nature have no need for emitted, i.e. 1 tonne of concrete = 1 tonne of CO2
replacement and repair of concrete floors as the force is emissions.
dissipated throughout the barrier system.
A general 100m run of barrier using 1.6m post centres has
63 posts fixed to 300mm3 concrete pads. When using steel
barriers in a busy warehouse, due to the constant damage
the posts are lifted out of the ground damaging the
warehouse floor and requiring continual repair. On
average 13 concrete pads (approx 20%) will need
replacing throughout the year on steel Armco compared to
1 pad when using A-Safe Traffic Barrier.
1 concrete pad weighs 64.8kg and therefore replacement of
13 concrete pads equates to 842kg of concrete and 842kg of
CO2.
http://www.ecosmartconcrete.com/enviro_cement.cfm
PAINT & OTHER MAINTENANCE
Other points worth noting are that painting, welding and other based paint will produce even more CO2. Over 5 years, to
maintenance are also required for steel Armco barriers, which paint 100m of steel barrier will use 50kg of paint. Therefore
are not necessary for A-Safe ones and each activity can add to painting 100m of steel barrier (water based paint) will create
the overall carbon footprint of the steel barrier. 100kg of CO2. Over 5 years another 50Kg of paint (100kg of
CO2) will be used on maintenance and replacement parts. A-
Using 1kg of water based paint produces 2kg of CO2. A metal Safe barrier is self coloured and requires no paint.
TRANSPORT
Studies have shown that lighter weight materials can help For example, 100m of A-Safe Pedestrian Barrier fits on 1
curb CO2 emissions and the amount of fuel used. For pallet, where as 100m of fabricated steel barrier requires 3
example, plastic barriers are lighter than steel ones, and due pallets. It is a simple fact that to deliver more volume requires
to A-Safe’s modular nature, it takes up less transportation more trips for steel barrier which uses more fuel and therefore
area and therefore uses less fuel with more barrier has a higher carbon footprint.
transported at once.
100% RECYCLABLE
A-Safe recycles all its products at the end of its lifespan into always looking for the most cost-effective solution, the
other products that the company produces. A barrier is usually environmentally friendly option is also high in consideration.
recycled when a clients’ needs and applications change or Through A-Safe, companies can benefit from both, without
they are looking to upgrade their current system. compromising at all on health and safety standards. A-Safe
can deliver across all areas whilst also ensuring that a
James Smith added: “We appreciate that whilst companies are company is working to reduce its carbon footprint.”
4. LIFE CYCLE AND CO2 SUMMARY
Cutting produces 3863kg of CO2. This is in comparison to only
your company’s 1766kg from 100m of A-Safe Traffic Barrier. At the end
Carbon Footprint is one of of 5 years, steel Armco barrier would have created a
the most important issues of the day. carbon footprint of 11933kg! A-Safe Traffic Barriers
It is easy to look past the environmental would have a total footprint of just 2530kg…. Therefore
impact of important safety products that protect your steel Armco has well over 4½ times the CO2 emissions
staff, visitors, merchandise and buildings. of an equivalent A-Safe Barrier. This figure also doesn’t
account for transport of the barriers and any painting
It is common knowledge that steel based products such that is required on the steel.
as Armco barrier have a high carbon footprint. But, as it
is something that is perceived as “the only option”,
people tend to look no further. When the floors become
damaged, they are repaired with concrete. Once again,
concrete is well known to be high in CO2 emissions.
A-Safe Barriers are the alternative with considerably
lower CO2 emissions in manufacture, supply and
maintenance. As a result, your company could
significantly reduce its carbon footprint by switching to
A-Safe products. With less weight, little to no
maintenance or floor repairs, no painting and 100%
recyclability, the green credentials couldn’t be better.
A-Safe offer high impact polymer based barriers.
They are used by some of the world’s leading companies,
such as Coca Cola, Toyota, BAA, Kimberly Clark and DHL.
Looking at a 5 year period comparing 100m of steel
Armco with 100m of A-Safe Traffic Barrier, the difference
in CO2 emissions is significant.
At the initial manufacture stage, 100m of steel Armco
If you would like to know more about our products
then please don’t hesitate to contact us.
For more information, contact the team at A-Safe
on 01422 344402 or visit www.asafe.com