Document wDbkDQLmK69m89Z4rXR1r10LD

Inter Office Ford Parts and Ssrvtcs Division June 1, 1981 MrlM. H. Bamberg Su^^gjEPA/OSHA Asbestos Exposure As^equested, ve have reviewed the atSached slide-tape script and (2) hroe'hmgs reggaarrdd;ing asbestos poisoning Afl^aflVe the following comments: terUtsp lsi an inconsistency betvefetr the two brochures in the mention I of praakke vacuums. In the slide-f^pS^cript, pages 10, 11 and 12 ref to Iu'esifnrig a industrial or shop jacuuaA Further emphasis for a shop Aflhiium designed for asbestos usage or ;a efficient filtering and dis mal system, like that mention^ln-the larger brochure would be f__ Pappbpropriate. Onq popular brake cleaning me1 program does not address is tb jjoffee can method. This method ly using a coffee can filled wilh parts clearer solvent from, brushing off e assemMfr Jftacdldidnngof the canf the job (fjlaatirraatte), clean! clans are s not always dote, even ljffS^fhrage has the equipment; .wkward, time consuming ai^ costly. Brake washers are r | new product aisMlere are few in the fie, are a fairlyj The coffee can ( I method is us clinicians aware of poisoning bn hayre sticated This ppaa.ppcer sa^^^padrese or take and its* to use it. :paot in h assolven^msposal down the put it back parts washer?). 'nsider suggesting to Hr, refer to people who work on is a practice adopted ' t the brochure and slide-tapi echrdcians, rather than mechanics. GJti which technicians prefer. area of program effec ying a poster to Because It Is not a poster available and incl poster hung in the garage ar of the dangers of a; the brochure suggests (pg. 7I1) of the dangers of asbestos poisonable, the EPA might consider making with the distrikition of brochures, might prove to be the most effective isoning. re currently (U) Tour clese pcxToiBsuits pending egelnet Ford Motor Company for asbestos poisoning by former Ford dealer technicians. I suggest you review this material and yuur prepared response to EPA/OSItt, with U'enda Jones (*42476) to assure it does not adversely effect those lawsuits. 2- - INTERROGATORY 1.20: Documents generated by sales, manufacturing, shipping and other departments are destroyed in accordance with Defendant Bendix' Records Retention Procedure. Invoices to customers of friction material brake linings for the relevant times are on microfilm and it would take hundreds of hours to find and analyze each such invoice. Defendant Bendix estimates that hundreds of thousands of friction material brake linings were sold to Defendants General Motors, Ford and Chrysler during the relevant times. Also see deposition of Eugene Rogers, page 70-88. INTERROGATORY 1.25: Defendant Bendix is still searching its records -So that it can respond to the extent they have not been destroyed in accordance with its Records Retention Procedure and will supplement its answers. INTERROGATORY 1.26: Defendant Bendix is still searching its records so that it can respond to the extent they have not been destroyed in accordance with its Records Retention Procedure and will supplement its answers. INTERROGATORY 1.28: During the 1950's and into the 1960's friction material brake linings sold to Original Equipment Manufacturers of motor vehicles were also sold under the tradename "Marshall". INTERROGATORY 1.31: Defendant Bendix became generally aware of the possible existence of a relationship between asbestos exposure and disease with the promulgation of the OSHA Asbestos Standard. Bendix has, since 1973, -3- employed individuals in the capacity of industrial hygienists, upon who Bendix has relied to keep abreast of issues pertaining to asbestos and health. These individuals have also assisted Bendix in complying with OSHA regulations and in monitoring and evaluating the manufacturing facilities of Defendant Bendix relative to industrial hygiene matters. Rogers, p. 58-61. Also see deposition of Eugene INTERROGATORY 1.32; In 1973 Defendant Bendix retained Dr. Jon Swanson to provide industrial hygiene and ventilation system consultation services at its Troy, NY facility. Any industrial hygiene studies performed provided information relevant only to facilities of Defendant Bendix. Also see deposition of Eugene Rogers, 137-149. In addition, attached are copies of two studies which are not related to health aspects of asbestos, in which Michael Jacks, of Bendix Advanced Technology center, participated. INTERROGATORY 2.01: The reason for the changes were as set forth in Defendant Bendix' Answer none of which were made as a result of any health hazard associated with the use of asbestos fibers. INTERROGATORY 2.02: See Supplemental Answer to Interrogatory 2.01. INTERROGATORY 4.16: Defendant Bendix was aware of articles submitted in Chemical Week In September and October 1966 and newspaper articles in 1964 and 1966 pertaining to asbestos relating to insulation workers. REQUEST FOR PRODUCTION C; Answer already provided. Bendix has not published a work practices manual, but has distributed a brochure published to FMSI. See answers to interrogatories. -4- INTERROGATQRY 4.41: Defendant Bendix has been a member of the following: Brake Lining Manufacturers Association From 1939 To 1949 Friction Material Standards Institute, Inc. Asbestos Information Association, North America 1949 1974 Present Present Automotive Parts Rebuilders Association Automotive Service Industries Association U.S. Chamber of Commerce 1954 1953 Unknown Present Present Present INTERROGATORY 4.42: Defendant Bendix has had subscriptions in ^he following: From Jo Industrial Hygiene Digest (19 issues) Nov. 1973 June 1975 Archives of Environmental Health (18 issues) Feb. 1974 Dec. 1975 (plus 1 issue dated September/October, 1976) Federal Register Wall Street Journal ' Unknown Present Unknown Present Occupational Hazards approx. 1973 (Gift of a supplier of safety fire extinguisher equipment) Present National Safety News Pollution Engineering Unknown Unknown Present Present EPA/CPSC WORKSHOP ON SUBSTITUTES FOR ASBESTOS July 14, 1980, Arlington, VA NON-ASBESTOS FRICTION MATERIALS by Michael 6. Jacko Bendlx Advanced Technology Center Southfield, Mlchlqan and Charles M. Brunhofer and F. William Aldrich Bendlx Friction Materials Division Troy, New York ABSTRACT Friction materials for automotive brakes are complex composites containing three general types of Ingredient materials: reinforcing fibers; modifiers that adjust or maintain friction level, wear rate, and noise properties; and organic resin binders. Historically, the foundation or major constituent of automotive friction materials has been asbestos fiber, so chosen because of thermal stability, friction level, reinforcing properties, availability, and relatively law cost. Numerous substitutes for asbestos In conventional organic materials have been evaluated. Including both naturally occurring and synthetic materials* Direct substitution of these alternative materials In conventional formulations has resulted In poor frletlon levels, friction Instability, roughness, structural failure. Increased noise, meting surface deterioration and/or front-to-rear vehicle brake Imbalance. Complete reformulation, not simple substitution. Is necessary to meet the numerous, complex performance requirements of consumers, .manufacturers, and government standards, such as FMVSS 105-75 and FWSS 121 In the 1960's, a new class of friction materials, ealled semimetal lies, was developed to meet severe braking requirements, primarily In heavyduty disc brake and extreme duty truck block applications. Semimet allies operate satisfactorily against the ventilated cast-iron rotors In the smaller brakes of downsized cars, as well as against the solid rotors found in the lighter brakes of new front wheel drive vehicles. Semlmetalllcs rely on steel fiber and powder metallurgy techniques for reinforcement, and do not require asbestos. The Improved performance of -1- semlmetallIcs compensates for their higher costs due to more expensive Ingredients, higher specific gravity, and more costly processing requirements. Overall development took more than ten years from Introduction to significant customer acceptance. The characteristics of semimetallIcs make them extremely difficult and costly to process as a drum lining segment. Consequently, an additional new class of friction materials Is under development, specifically for drum lining applications. Additional development effort is necessary, not only to confirm the performance characteristics of these new sub stitute fiber formulations, but also to develop new processing tech niques, These new-type friction materials will be more costly, however, due to the Ingredients and new processing techniques. INTRODUCTION Automotive brakes can be viewed, quite simply, as enerqy transformers. During a brake application, the friction material (stator) makes contact with the rotating drum or disc (rotor), creating a friction force resisting the relative motion between the two bodies. The energy of motion is transformed Into heat energy, which Is dissipated, primarily through the rotating member. As one mlqht expect, the friction material nust operate In a rather hostile environment. Lining soak temperatures in excess of 400*C (75Q*F) are not unusual, and temperatures at the contact interface can exceed 850*C (1560*F). The nature of the on-the-road operating environment (dust, nud, salt, water, etc.) complicates the problem. The friction material nust possess an optimized balance of characteristics, and maintain those characteristics throughout 20,000 to 40,000 miles of vehicle operation. The fundamental characteristics of friction materials are listed in Table 1. Friction level nust be adequate and stable over a wide range of operating speeds, application pressures, and temperatures, regardless of the conditioning and age of the material. Of particular Interest are the fade/recovery characteristics, 1.e. the ability to resist friction level deterioration when subjected to extreme elevated temperatures (the fade) and then to return to the pre-fade friction level on cooling (the recovery). The friction material nust have good wear properties for long life, but it nust also not cause excessive wear or grooving on the mating disc or drum. Excessive compressibility, noise and roughness (chatter, vibration, pulsation) nust be avoided, and sensitivity to moisture nust be minimized* Finally, the friction material nust be capable of being manufactured with consistency at a reasonable cost. Detailed definitions of these characteristics, and their Interaction and Interdependence, have been discussed at length by Aldrich and Jacko (1). In general, attempting to Improve upon one characteristic often results In the deterioration of other characteristics. The development of friction materials Is therefore a complex, interactive process seeking an optimized combination of Interdependent characteristics. The existence of numerous brake designs provides another level of . conplexlty In designing friction materials. Llninqs for dnm brakes require a wide range of properties. The duo-servo drum brake (the most pooular U.S. design) requires two different types of llninqs, designated primary and secondary, each of which needs different properties of strength, wear resistance, friction level and friction stability. The non-servo drum brake (used on many sub-conpact vehicles) requires a friction material which eneonpasses the best characteristics of the primary and secondary In a single formulation, with emphasis on low- tenperature properties and static friction capability. The larqe hydraulic and air-operated drum brakes utilized on medium and heavy trucks require, In general, the maxlmjm properties of the smaller vehicle linings but at significantly higher operating temperatures. The arcuate form of drum brake llnlnqs places additional restrictions on the formulation, because of processing requirements. Disc brakes demand a totally different set of operating conditions for the friction materials. Oise brakes generally operate at significantly higher temperatures than equivalent drum brakes, and the front disc brakes run hotter than the rear drum brakes on the same vehicle (Table 2). The friction material for disc brakes must be specifically designed for these higher tenperatures, and Bust possess a higher coefficient of friction and better wear characteristics across the temperature range, friction-material formulations nust also be tailored to the specific needs of the particular vehicle application. Numerous parameters such as vehicle weight, front-to-rear brake balance, actuating system design, and duty cycle affect the capability of a particular lining fomilation to perform satisfactorily. The existence of numerous coup!ex performance standards emanating from consumers, associations, manufacturers, and government agencies provides an additional set of parameters that friction materials irust meet. Significant differences can exist between friction materials used as original equipment In new vehicles and friction materials available as replacement parts In the aftermarket. Each vehicle manufacturer has a unique, extensive set of test and acceptance standards to ensure the safety, durability, and performance of Its products and the conponents used therein. Sovemment-lnstltuted requirements exist at the federal, state, and local levels. Federal requirements Include those pronulgated by the Department of Transportation (vehicle performance), the Occupational Safety and Health Administration (manufacturing work practices), and the Environmental Protection Agency (manufacturing practices and raw materials). In order to nmet the many characteristics outlined thus far, friction materials for automotive brakes have developed as complex composites containing three general types of Ingredient materials: reinforcing fibers; modifiers that adjust or maintain friction level; wear rate and noise properties; and organic resin binders. Historically, the type of friction materials used In most automotive applications has been conven tional organic friction mattrlal. The foundation or major constltutuent of conventional organic friction mattrlal has bean asbestos fiber, so chosen because of Its unique combination of characteristics. Asbestos fibers provide reinforcement, possess a high coefficient of friction, and more Importantly, have excellent thermal stability. The openness of the fiber. Its adsorptiveness, and Its eompictlblllty enhance the processing and uniformity requirements. Finally, asbestos fibers have been available In a variety of grades at a relatively low cost. -4- Once the friction material has been cured, the asbestos fibers are locked Into the matrix. During brake operation, the high temperatures generated at the Interface convert more than 99.71 of the asbestos to non-flbrous residues (primarily olivine) in the wear debris (2), and less thn 0.021 asbestos becomes airborne (3,4). The conventional organic formulations and the processes by which they are made have been dependent upon and tailored to the physical and chemical properties of asbestos. Two courses of action are open for elimination of asbestos from automotive friction materials: 1. Develop a new generation of friction materials, designed from the start without asbestos in mind. 2. Attempt to substitute an alternative fiber system for the asbestos In conventional fornulations, with subsequent modification of composition and process techniques. Bendlx Is aggressively pursuing both courses of action. As Hr. William Agee, our Chairman and Chief Executive Officer has stated, Bendlx Is committed to being asbestos-free at the earliest possible date within this decade. SEMIMETALLIC DISC PADS Properties In the 1960s, a new generation of friction materials, called semlmetalllc, was developed to meet severe braking requirements which organics could not meet. Class A organics (typical U.S. materials), which perform well in low and moderate tenperature duty, are prone to fade and exhibit compressibility and poor wear resistance at high temperatures. Class B organics (typical European and Japanese materials) provide good high-temperature wear and friction levels, but have poor lew-temperature wear resistance, produce rotor scoring and/or wear, and are prone to being noisy. Semimetallies were initially developed for these extreme, hlgh-tenperature applications (5). SemlmetaTltes rely on steel fiber and powder metallurgy techniques for reinforcement. Various property modifiers are added to enhance performance to desired levels, with a resin binder holding the materials In a uniform solid mass. Semlmetallles may contain metallic powder, sponge Iron particles, ceramic powder, steel fiber, rubber particles, graphite powder, and phenolic resin (6,7). Some manufacturers utilize a backing layer of a different composition which can contain asbestos. Problems Overcome Inherent in the uniqueness of the semlmetalllc formulations and their performance properties were a number of significant problems which required resolution. Concentrated development effort was required to resolve both processing and performance related Issues. Processing Issues Included: the uniformity of the raw materials mixtures, the ability to form and handle the In-process material, and the ability to manufacture high-quality parts consistently. Performance issues included: materials strength, cold friction properties. Initial wear resistance, and attachment to the backing plate. The development effort on semlmetalllc friction material has been continuous, not only to further improve Its characteristics and properties, but also to overcome the problens inherent in accomodating new vehicle applications. Semlmetallles galned acceptance because they were able to solve some of the problems that could not be overcome using Class A or Class B organics. The Improvements/advantages are listed In Table 3. The key element Is the attainment of overall excellent properties at both low and high tenperatures. Semlmetallles cost more because of more expensive Ingredients and a costlier process, but the improved performance capabilities offset these factors. An Increased usage of semlmetallles has occurred over the past few years. The downsizing of vehicles, with resulting smaller front brakes and higher operating temperatures has given Impetus to Increased use of semlmetallles (8). It 1$ expected that the trend toward asbestos-free semlmetalllc disc pads will continue. . -6* 5EMIMETALLIC DRUM LININGS An obvious alternative to conventional organic drum brake linings Is the use of semlmetalllc material for drum linings. In fact, one of the first applications for semimetallies was for air brakes on heavy-duty truckstused In the logging Industry -- an extremely severe application. Significant development effort has been expended on semlmetalllc drum brake linings. However, the basic nature of semimetal lies does not lend itself to the arcuate segment configuration required for small drum brakes. The semlmetalllc mix does not possess the necessary green strength. Is difficult to bend Into the arcuate shape, and Is more brittle In Its cured form and therefor# subject to eraeklng. Modifications to the formulation to facilitate processlblllty generally result In a product that cannot achieve commercially acceptable performance characteristics. These difficulties present a clear challenge, and development work on semlmetalllc drum brake linings continues. -7- ALTERNATE FJBERS/REINFORCERS Properties Alternative fiber systems In conventional organic formjlatlons represent the secpnd course of action open to friction-material manufacturers*. Table 4' Is a summary of the properties of some of the various materials which could be considered as alternate reinforcements. Since conven tional organics and semimetalllcs have traditionally been reinforced with asbestos and steel fiber, respectively, these fibers are also Included In the table for conparatlve purposes. The data In Table 4 were obtained from the material manufacturer's literature and extensive characterization data developed at Bendlx. Characterization Included scanning electron microscopy and x-ray energy spectroscopy (SEM/XES). The selection of suitable alternate materials tmjst also consider the health and safety Implication of the substitute fiber system. After considerable study of existing Information, Bendlx has chosen substitute materials which, In our judgement, are free from serious health implications. Processing Conditions Current organic friction materials have been developed around the unique properties of asbestos. Asbestos fiber bundles open during mixing and entrap the friction modifiers and resin, giving a consistent mix. The compactablllty of asbestos facilitates forming at room temperature with moderate pressure. The non-asbestos fibers are nuch more difficult to handle, lost are very brittle and have little or no surface adsorptlvlty. High bulking and seqreqatlon occur during mixing. Spring hade and low tack lead to weak structures. Combinations of additives and new processing techniques are required to overcome these problems and produce the cohesiveness necessary for manufacturing parts. Performance Characteristics The characteristics of the fibers can have significant Influence on the performance properties of the final con?o$1te. Asbestos has a high, stable friction level, good adsorptlvlty for strength and wear resistance, and does not contribute to noise. Substitute fibers generally show greater frictional Instability, little or no surface adsorptlvlty, and/or significant contribution to both noise and mating-surface degradation. NON-ASBESTOS ORGANIC DISC PADS Failures on Olrect Substitution A commercial Class A organic disc pad for-Tjlatlon, similar to one reported earlier (9) and known to contain phenolic resin, asbestos fiber, organic friction particles (cashew and rubber dusts), zinc chips, and barytes was selected as a baseline composition. In a series of new formulations, the asbestos fiber was replaced with glass fiber, mica, mineral wool, Franklin fiber, a glass fiber/mica mixture, a glass/FIberfrax/graphite fiber mixture, and a glass/Wollastonlte fiber mixture. The composites were run on an inertial dynamometer equipped with a Bendix-designed Series III disc brake loaded to 1000 lbs. Stops from 50 mph (30 kmph) at 3.66 mpsos (12 fpsps) deceleration were run at different Initial brake temperatures up to 315*C (600*F). All fiber substitutions produced roughness followed by poor friction. Generally, the composites were structurally Inadequate producing tear-out and poor wear resistance. In addition to roughess (Table 5). All formulations were considered failures. This led to the conclusion that simple direct substitution of alternative fiber systems was not practical. Alternate Approach - A new baseline was selected with Increased reinforcement content to better screen the following characteristics: o processing o strength o performance (friction, wear, drum compatibility, and noise properties) o cost ' The initial objective was Improved structural capability. A number of formulations were made using high fiber concentration. As shown in Table 6, the tensile strength results were very encouraging. The next step, which proved very difficult, was attaining a proper balance of friction and wear to go along with the strength. Sample Dynamometer Results A series of combinations of materials with a fixed ratio of glass fiber and the other reinforcements was evaluated on a sample dynamometer (Table 7). The results Indicate that all of thesa reinforcement combinations are poor substitutes for asbestos fibers in that they exhibit poor friction, poor wear resistance, poor friction stability, or poor rotor compatibility. However, some clues were provided and It was possible to combine two of the formulations to produce a new composite M. This material was then reformulated with additional property modifiers in 6 other iterations to produce yet another formulation St which exhibited a high but stable friction coefficient, equivalent wear resistance, and slightly poorer rotor wear resistance. At this point, the study was transferred to full brake inertial dynamometer testing. Inertial Dynamometer Results The inertial dynamometer confirmed that formulation S had a higher fric tion level, slightly better wear resistance, and slightly poorer rotor compatibility than the baseline (Table 8). Approximately AO iterations of formulation 5 led to formulation AA which gave good friction with friction stability and very good wear resistance. Further Iterations (-10) led to formulation AL which gave lower friction, poorer wear, and good rotor compatibility. In addition to Inertial dynamometer tests, a series of vehicle tests was also Initiated. Vehicle Test Results - Several formulation iterations were coupled with processing improve ments. Formulation OA was developed after approximately 50 Iterations following Formulation AL. Formulation ON was developed after 13 Itera tions of a new-concept material which has been patented (10). The vehicle test results (effectiveness, fade, and recovery. In addition to wear data and noise ratings) are given in Table 9 and were run according to a modified SAE 0843c schedule. Formulation Rendlx D7180 Is a Class A organic used as the baseline. The line pressure data show that the non-asbestos organics have higher prebumf $h, post-burnish, and final effectiveness than the baseline, based on full-system as well as fronts-only checks. This higher fric tion level and friction stability are also demonstrated in the fade and recovery portions of the test. Both non-asbestos organics showed poorer burnish wear resistance, and both showed Improved wear resistance during the fade and recovery por tions of the test. The rotor compatahility of both non-asbestos organics was poorer than that of the asbestos-based baseline. Formulation OA, which is more typical of Class A organics, shwed loss loss In rotor wear than did the new-concept ON material. Both materials were prone to be noisy. Status Non-asbestos organic disc pads are still In the development stage because several problems have not yet been resolved: o rotor compatibility o wear durabl1Ity o noise properties o processing Bendlx Is continuing development efforts to eowmertlall2 non-ashestos, organic disc pads. NON-ASBESTOS ORGANIC DRUM BRAKE LININGS Process Characteristics Drum-brake linings reaulre different processing characteristics than do disc pads. When made by a wet process technique, friction materials require a binder-wetted plastic mass with good cold flow properties. When made by a dry process technique, they require good hot flow properties, but must first be capable of being preformed under cold pressure conditions to develop strength for handling purposes. Both wet and dry process types require the capability of ultimate arcuate formation. All currently known alternate fibers result In serious problems In these areas. As In the case of disc pads, the direct substitution of alternate fiber in existing asbestos formulations has been unsuccessful. Basic processlblllty has been the first obstacle. The generally stiff, nonabsorptlve alternate fibers do not result In a wetted, dens 1fled mass. This precludes cold-pressure forming Into brake-lining strip configura tions typical of wet-process methods. In the case of dry-process methods, the fiber stiffness Is a deterrent to good physical Integrity of preforms and also leads to excessive lining cracking during bending. In general, the alternate fiber materials do not result In a mix character which allows them to be processed effectively by currently known techniques. The solutions to these problems call for radically different approaches to material formulation and processing techniques. The new processing techniques require substantial capital Investment. Testing and Development With the application of suitable material and process changes, non asbestos type drun linings have been experimentally fabricated and tested. Hundreds of fomulatlons of duo-servo primary linings and secondary linings, along with those for non-servo type brake linings, have been made. When processed satisfactorily, these materials have been tested on sample dynamometers and Inertial dynamometers before selecting the better ones for vehicle testing. The use of different formulations to overcome the process problems has resulted In substan tially different frictional and wear characteristics which have had to be modified to duplicate current materials more closely. Table 10 Illustrates the magnitude of some of the early problems and some of the later results. Initial tests using very high friction combinations (A and B) run on Vehicle 1 with a front-brake hold-off valve, resulted In a serious duty shift with front brakes projecting greater than normal mileage, and the rear brakes projecting short life because of their higher work load* However, when Combination A was run - 11 - on Vehicle 2 (which had no front-brake hold-off valve), the secondary lining (the same as In Combinations A and B) projected almost the mlnlnwm requirement of 15,000, although the primary gave only 7900 miles. Subsequent tests of Improved combinations, particularly with Inproved primary lining life, projected over 20,000 miles. Tests on Vehicle 3, again without a front hold-off valve, projected reasonably good life on Combinations E, F, G, and H, with quite acceptable life on the more recently developed Combination H. A comparison of wear projec tions on Combinations F and fi shows the Importance of primary-secondary teaming. Both combinations had the same primary, but with different secondaries, the life of the primary decreased from 20,900 to 12,200 miles. The above data Illustrates that basic life and performance are achiev able, at least on eertaln vehicles. However, the materials noted above were prepared by more Involved, more expensive processes and are noisier than current asbestos types, and the mating surface condition requires further Inprovement. Further, the ability of these materials to with stand extended In-service usage must be evaluated In a wide range of vehicle applications and environments. Status The first generation of asbestos-free drum linings is belnq evaluated by some vehicle manufacturers. Bendlx is continuing development efforts on further Inproved materials. - 12 - ECONOMIC IMPACT The economic Impact of eliminating asbestos from automotive friction materials Is significant, and Includes three distinct segments: 1) Research and Development/New Capital Investment: Bendlx has com muted, and will continue to commit, extensive funding to both research and development efforts and to the new equipment and facilities required to support asbestos-free friction materials. Over the last five years, the number of dynamometers and test vehicles at our Friction Materials Division has doubled, and engi neering headcount has been Increased by over 60 percent. The total engineering budget has tripled, and the share of the budget devoted to asbestos-free product development has grown from 13 percent In 1976 to over 71 percent for 1981. The corporate research laboratories have also expended significant effort In support of the division. Based on our current plans, Bendlx estimates that It will have committed over $25,000,000 to engine ering activities on asbestos-free product In the U.S. by 1985. Capital expenditures nust also be Increased significantly. Over the next five years, the average annual expenditure related to asbestos-free products will be triple the historical average annual expenditure for the entire division. Based on our current plans, Bendlx estimates that It will Invest over $60,000,000 (1980 constant dollars) In new equipment and facilities for asbestosfree products. 2) Product Cost: The basic cost of the product itself is a complex function Involving many factors* The amount and types of materials used, and the basic raw materials cost are obvious factors. The fixed and variable costs of manufacturing can differ greatly, based on the type of process and Its complexity, production volumes, labor costs, energy cost, and process yield, among other factors* Administrative costs and hand'llng/dtstrlbutlon costs are also significant variables. Preliminary cost estimates Indicate that asbestos-free drum brake linings may cost 20* to SO* more than current linings. Oise brake pads may cost 20* to 100* more than current materials. These esti mates are for products delivered in the original equipment market. We etiphaslze these are preliminary estimates. Until parts can actually be manufactured on production equipment in significant volumes, costing estimates oust be preliminary* The estimates are highly dependent on the raw materials and processing techniques, which can vary significantly. Moreover, research and development continues, and future results can affect product cost. -Jfc - 13 - 3) Implementation Costs: As noted earlier, vehicle manufacturers have an extensive series of stringent test requlrements. Each different vehicle configuration requires the series of tests to ensure that the product conforms to the requirements. Since asbestos-free materials may have some performance or property dif ferences from current materials, vehicle system redesign may be necessary. We do not have sufficient Information to accurately estimate costs associated with the test programs. We would expect that each vehicle manufacturer would expend millions of dollars, and possibly tens of millions. In converting their product lines to asbestos-free materials. A key element Is the timing of the test programs. Expenses could be minimized by converting to asbestos-free materials as part of the scheduled new vehicle design programs, where significant brake-system testing Is already necessary. - 14 - TIMING Friction materials development Is a lengthy process. As mentioned previously, the materials themselves and their properties are the results of optimization procedures, and the necessary testing programs are extensive. These programs Include not only testing by the friction material supplier to develop and document the materials' capability, but also extensive testlnq by the customer to ensure suitability and regulatory conformance in the particular application. Historical data gives us a sense for program timing. Evolutionary changes generally require eighteen to twenty-four months for supplier development and validation testing, twelve to eighteen months for customer application testing, and six months manufacturing lead-time-- that Is a total of 3 to 4 years. An examole of such a change would be an Improved organic disc pad utilizing the same basic components fl.e., asbestos, resin, modifiers). Conpared to Its predecessor, the new formulation might exhibit 15 percent better wear, Improved fade resistance, and the same friction and noise prooertles. Today's asbestos organic linings are essentially the product of 40 years of evolutionary changes. Revolutionary changes, which advance the state of the art, are more difficult to come by. It Is unrealistic to put a timetable on inven tion, but establishing the feasibility of a new concept can take 12 to 18 months. Reducing that concept to a product with some or most of the basic characteristics can take 12 to 24 months. Formulation development to obtain a balanced set of characteristics for commercial application, and validation of those properties requires 24 to 36 months. As before, 12 to 18 months for customer application testing, and six months manufacturing lead-time are needed--that Is a total of 5 1/2 to 8 1/2 years. The semlmetaUtc discussed previously Is a good example. Semlmetalllc develooment began In 1962. The first low volume, specialpurpose applications occurred In 1969. General acceptance came In the mid 1970s with the second generation of semlmetalllc formulations. Today, semlmetalllc disc pads are utilized on the front brakes of approximately 50 percent of the new vehicles built in the U.S., and projections approach 100 percent utilization by 1985. It has taken continued development and improvement of semlmetalllc properties to achieve this level of use. The elimination of asbestos from automotive friction materials must be considered a revolutionary change. There are strong Indications that the asbestos-free materials can achieve general acceptance more rapidly than semimetallies did. However, basic development needs demand a minimum time from the start of a program to Initial production applica tion. Assuming a 1975 start date, historical data would suggest that Initial applications could be expected In the 1982/83 time frame, and we believe that we are close to that timetable. However, this only applies - 15 - to the first generation of asbestos-free materials. Continued engineer ing effort (evolutionary changes) will be required to develop both the second generation of materials with Improved properties, and the nultl- pllclty of types of formulations necessary for different applications. As indicated earlier, semlmetalllc disc brake linings containing no asbestos In either the friction material or the backing layer are In use today. It should be pointed out that the semlmetalllc friction materials have some characteristics which may preclude their utilization In certain vehicle applications. An orderly transition to significantly Increased utilization of semlmetalllc disc pads on new U.S. vehicles Is In process, and will probably approach 100 percent utilization no later than 1985. ' Development continues on both asbestos-free organic disc-brake linings and on semlmetalllc drum brake linings, hut the timing for production Implementation cannot be accurately predicted. The Initial generation of asbestos-free organic drum-brake linings is In the final development stage at Sendix, and initial evaluations are underway at vehicle manufacturers. Some asbestos-free blocks are avail able commercially for heavy truck applications. While It Is too early to tell whether these formulations will achieve commercial success, the first significant production release would probably be In 1982. < Although this presentation has primarily addressed original equipment considerations, the use of asbestos-free materials In the automotive aftermarket will create additional challenges. As new vehicles are produced with asbestos-free friction materials, they should he serviced with asbestos-free products. However, since the asbestos-free materials may very well have property and performance differences compared to cur rent friction materials. It may not be possible to substitute the asbestos-free materials directly In older vehicles without conpronrlslnq safety. Hence, significant time and effort will be needed to evaluate the effect of new asbestos-free friction materials In aftermarket appli cations to ensure safe and efficient braking and adequate lining life prior to the release of these asbestos-free materials for use In the aftermarket. - IS - SUMMARY Automotive friction materials are complex composites that have developed around the properties of asbestos. There Is no simple substitution for asbestos fibers In automotive friction materials. Extensive engineering programs are required to develop new asbestos-free fonoilatlons and process techniques, and to conduct testing to ensure the adequacy and safety of the new friction materials. _ Semimetalllc disc pads, originally developed for heavy duty applica tions, meet the criteria of being asbestos-free and are In use today. The trend toward significantly Increased usage Is well established. The first generation of asbestos-free drum linings for passenger cars and light trucks is In the final stages of development at Bendlx, and In the Initial staqes of evaluation by vehicle manufacturers. If these asbestos-free drum linings prove to be commercially acceotable. initfal limited production usage could occur as early as 1982. Some asbestosfree friction materials are currently available on the market for heavy truck applications. Engineering programs continue on improved versions of the materials mentioned above, and also on other types of materials which might prove successful. Bendlx Is committed to developing a$he$tos-free alter natives, and an orderly transition to such materials is now taking place. Significant engineering effort and time is needed to acconplfsh this transition. As stated In the Bendlx Corporation's 1979 annual report, ..Bendlx early In the 1980'$ will offer Its automotive customers brakes made with long-wearing high-performance friction materials that are asbestosfree." We Intend to meet that committment. - 17 - REFERENCES 1. F. W. Aldrich and M. 6. Jacko, "Organic Friction Materials," Bendlx Technical Journal, Vol. 2 (No. 1), 42-54, (Spring 1959). 2. M. 6. Jacko and R. T. Oucharme, "Brake and Clutch Emissions .Generated During Vehicle Operation." Society of Automotive Engineers Transactions. 82, 1813 (1973); also SAE Paper 730548. 3. A. E. Anderson, R. U Gealer, R. C. McCune, and J. W. Sprys, "Asbestos Emissions from Brake Dynamometer Tests," Society of Automotive Engineers Transactions, 82, 1832 (1973); also 5At Paper 7335*9:-----------^ 4. J. C. Murchio, W. C. Cooper, and A. DeLeon, "Asbestos Fibers in Ambient Air of California," Final Report, University of California Contract ARB 4-054-1, March 1973 (also EHS Report #73-2). 5. B. W. Klein, "Sefflimetalllc Outer Pads for Disc Brakes," Bendlx Technical Journal. Vol. 2 (No. 3), 109-113, (Autimn 19697: 6. S. K. Rhee and J. P. Kwolek, U.S. Patent 3,835,118, Issued Sept. 19, 1974. 7. M. G. Jacko and S. K. Rhee, "Brake Linings and Clutch Facings," Klrk-Othmer Encyclopedia of Chemical Technology. Vol. 4. 202-212. 0978).--------------1-- ------------------------------- 8. J. P. Kwolek, "Friction Materials for Small Car Solid Rotor Applications," SAE Paper 750874, October 1975. 9. M. G. Jacko, "Physical and Chemical Changes of Organic Oise Pads on Service." Wear 46. 163-175, (1978). 10. B. W. Klein and M. G. Jacko, U. S. Patent 4,175,070 Issued November 20, 1979. 18 - TABLE 1 CHARACTERISTICS OF FRICTION MATERIALS FRICTION o LEVEL (COEFFICIENT) 0 STABILITY - SPEED - PRESSURE - TEHERATURE * CONDITIONING -AGE o FAOE/RECOVERY WEAR 0 0 FRICTION MATERIAL ORUMOR DISC NOISE ROUGHNESS MOISTURE SENSITIVITY MANUFACTURABILITY o PROCESSIBILITY o UNIFORMITY 19 BRAKE FADE TEMPERATURES*(*F) (SUBCOMPACT FRONT WHEEL ORIVE VEHICLE) ** SAE JB43c SEHIMETALLIC DISC PAOS 9 oeo o 1 *8 8 i 8i 1f V27A7i^a M a* a!llsl i n * l iIii1i t 5 t I 8K * i*4i t 2l * L- ? lu m h si 1 2 , a2 i f ! PI a* t i Bsft m fS il a I b ii i IJs *larS * Si-i i* afi 21 * s f aIi m i iii! !,l P i 4 fa Mr " *i99SMm {& 8 ; *r -* s ** * 122a t 13 1 mA$ h a!| & i a# U m Mg II! 1im. | lS-2 3 B- gIis 01 A 1 \l I Ii> JI faI a tfJ s u2I2 * II 3* 1\ 2 $ dll sai8x 11i2 a s2 S* iL. fiis ls DIRECT SUBSTITUTIONS AND THEIR FAILURES 5* Sv S>4 S S*5* >' 1 w sn-- ss ss s S3 5 s CM TENSILE STRENGTH DATA u SAMPLE DYNAMOMETER TEST RESULTS s hUae-l S' 2w . SI) s Cm 1 2 w s <9 * INERTIAL DYNAMOMETER TEST RESULTS s. s s s s s o o oo oo 3 S8 2 s 2 3 v <> w SS N 5 S S S3 g gf 2 S ** * 5 3 ^ S 2* * * r, ON * 30 NPH 60 HPH (4B KMPH) (97 KNPH) oo cm ru ^ wo ss * (foSOI oo V0 cm O -* <M n -- r* eg <* toeI o-- CM NON-ASBESTOS ORGANICS DA 30 HPH 60 HPH (4B KMPH) (97 KMPH) (48 KHPH) (97 KNPH) 60 NPH D71B0 CLASS A ORGANIC 30 MPH X 5 sV lAO( to WO ^ GO S <o C****Ms*. O eCM CeM to o 00 1 (0 o CO 1 fO ss O' 0CO9 ^* COO~ s 82 s u) a " i 8wn 8to Ncee o o S vo i * W40O huuEZh "S2 | u 1ST WO 2 $ UuJ UuCJ. z>2 3S S=!S a a ae l tU u. WO * CO 8 1 X UJ 2 8 UJ WO CO * (O V) CO UJ CO o > wn 1 X ^uUJ z_UJ>^ U.N-X at. I^WOO 5 UJ CO CO eu 2 WO UJ at tk SUa. IedU 1: V) aa. </ o * SS U. B a -J *-(/i> 1-- ot-- 5 UJ wo wo at 2 UtoJ u* ff GO wo oe &UJ s S UJ ss ao wo t^o <I8s X! tO S UJ o UJ 23 < UJ CO z CO UJ UJ ss wo s BS rsI* CMI FRONTS* Brake and Clutch Emissions Generated During Vehicle Operation ~ Michael G. Jacko Research Laboratories, Bendix Corp. Robert T. DuCharme Automotive Control Systems Group, Bendix Corp. 4 Joseph H. Somers Office of Air and Water Programs, Environmental Protection Agency Automobile Engineering Meeting Detroit, Mich. May 14--18,1973 730548 730548 Brake and Clutch Emissions Generated During Vehicle Operation Michael G. Jacko Research Laboratories, Bendix Corp. ' Robert T. DuCharme Automotive Control Systems Group, Bendix Corp, Joseph H. Somers Office of Air and Water Programs. Environmental Protection Agency THE CHRYSOTILE FORM of asbestos is a major constituent in automotive friction materials: disc pads, brake linings, and clutch facings. Asbestos is used because of its therm*] sta bility. relatively high-friction level, reinforcing properties, and low cost. During operational engagement in the vehicle, the friction material and a metal rotor fotm a sliding friction coups* which converts the kinetic energy of rotating members into heat, absorbs the heat, and gradually dissipates it to the surroundinp. Friction material emissions are generated by wear. Abrasive and adhesive wear are considered to be the most important mechanisms below approximately <S0*F; thermal wear pre dominates above CSO'F. The organic constituents pyrolyz* of oxidize and are emitted to the air as carbonaceous solid parti cles or pseous reaction products. The asbestos fibers are pul verized into snail particles which are either trapped in the brake for dutch) housing, fall to the road, or are emitted to the atmosphere. Most of the asbestos is heated to tempera tures high enough to cause chemical conversion and is there fore trapped or emitted as olivine or forsterite particles. When the large number of existing cars and trucks is con sidered, each with eight or more pieces of friction material in ------------------------------------------------------- ABSTRACT In order to define the extent of ps and particulate emissions from automotive brakes (and clutches), a combination separa tion and storage collection system was devised. Unique emis sions collectors for both disc and drum brakes and for a clutch were conceived, designed, and built as the main embodiment of this instrumentation. The hardware was installed on a ve hicle which was then driven through various test cycles to de termine the extent and type of brake emissions generated at low- and high -operating temperatures. Typical driving condi ment such at the Detroit Traffic Test as well as more abusive -vmg conditions such as fade tests were included. Type*- ori^r.al equipment and aftermerker friction msteriIs for boih disc and drum brakes were used in the tests. Brake relines were made to simulate typical consumer-type practices. The brake emissions generated were removed from the various collectors and mast balances were performed. The particulates were processed and analyzed by e combination of Optical and electron microscopy to ascertain the asbestos content and the asbestos particle size distribution in the wear debris. Comparisons of emissions from new and used friction materials, from disc and drum brakes, and from original equip ment and aftermarket materials were made. Finally, an esti mate was made of the total emission of asbestos by all of the vehicles in the country. On the average more then 99 7% of the it converted. The contr&uiion IQ tfvs atmosphere is 5060 lb or 3.2d of the total asbestos emission. CODvrijnr Society Of Automotive Engirt**-*. Inc. 1973 Ai, r.snti rtwrv*o. Lhe brake system plus more in the clutch mechanism, it be comes apparent that an air pollution problem may exist. Con sidered m another light, there are perhaps I billion pieces of friction material in vehicles in the United States gradually being pyrolyzed and ground tcuJust. The brake systems in the vehicles utilizing these friction materials can thus be consid ered as chemical reactors, each emitting organic and inorganic ccmoounds including asbestos and its decomposition produets to the atmosphere. The compositions of the gaseous and solid emissions are not well-known nor are the particle sizes and shapes of the solid emissions well-known. OBJECTIVES Because of the possible damage which asbestos emissions can produce in the human respiratory system, it is desirable to identify and quantify these emissions. Thus the objectives of this paper are to: 1. Describe the methodology used to generate, collect, and analyze brake and clutch emissions. 2. Report the asbestos contents in emissions from i test ve hicle. 3. Estimate the total asbestos emissions for all vehicles in the country. TECHNICAL APPROACH has never, to the authors' knowledge, been reported in the lit erature. To define the extent of these emissions, a collection system was devised which combined the functions of separa tion and storage. Unique emissions collectors for both disc and drum brakes and for a clutch were conceived, designed, and built as the main embodiment of this instrumentation. The collectors separated the wear debris into dirt* different fractions: a sump sample which included the wear debris on the lining surfaces, in the rivet holes, and on the brake drum; a surface sample which included the wear debris on the brake and collector shroud surfaces, and an airborne sample col lected on membrane filters. The major requirements for the emissions sample collection system may b< summed up as follows: 1. Collect all particulate and gaseous emissions. 2. Store collected emissions unchanged. 3. Prevent intrusion of contaminants. . 4. Maintain ordinary braking and clutching conditions. 5. Be operable at high temperatures. 6. Permit easy separation and analysis of emissions. MATERIAL SELECTIONS For the results to be represen tative of average consumer-type vehicle usage, a vehicle inter mediate between compact and luxury was selected. Thtve. hide was equipped with front disc brakes, rear drum brings, and a dry clutch. All friction material used contained asbestos. Three vehicle tests were run. The detailed technical approach may be summarized as follows: 1. Select a suitable vehicle and lining! representative' of the marketplace. 2. Conceive, design, and build brake and dutch emissions collectors. 3. Test and check out a typical collector on an inertial dyna mometer end install instrumentation on the test vehicle. 4. Select and run suitable driving test schedules representa tive of consumer-type driving. .5. Collect and analyze emissions to obtain the asbestos eon- rent and the particle size distribution. The fim vehicle test was run with the original equipment friction materials. The second vehicle test simulated a partial reline-fronts only relined--while the rears were repeated to give a replicate test and an indication of emissions trends for friction materials with continued use. The third vehicle test simulated a complete brake reline and included turned discs and drums. The friction materials selected for the program were representative of those supplied by the industry--five . different manufacturers (Abex, Bendix, Raybestos-Manhatun. Thiokol. and Worldbestos) produced the original equipment and aftermarket disc pedsand drum linings which were se lected in part because of their high-volume usage. 6. Estimate the asbestos emission for all passenger vehicles VEHICLE INSTRUMENTATION - A passenger car of me and extend the data to trucks to obtain a result for all vehicles dium weight (a$50 lb test weight) produced in high volume operating in the United States. was selected. It was equipped with a three-speed manual A passenger car was selected for testing because of the fol transmission, ventilated east-iron disc brakes on the front, and lowing factors: cast-iron drum brakes on the rear. This vehicle was selected 1. Vehicle braking cannot be simulated realistically on small- in order that the emissions from clutches and from disc and scale friction test machines with the presen I state-of-the art. drum brakes could be tested simultaneously on a vehicle size 2. Full-scale brake and dutch dynamometers provide fairly representing a large percentage of the present vehicle popula good timulation and can b: used for checking out the emis tion. sions collection system; however, separate tests for brakes and The vehicle was equipped with standard brake test instru dutchss would be required thus increasing program costs. mentation. A front disc brake collector and a res: drum brake On the vehicle, disc and drum brakes and clutches can be collector were installed on the right side of the vehicle. The teste: simultaneously. dutch was sealed by closing the few holes in its casing. The left wheel brakes were left in their normal configuration and NSTP.UMENTATION were used to monitor the operation of the shrouded brakes. METHODOLOGY AND CRITERIA - The collection of par- Wear debris was taken from the left brakes as well as from those on the right. The amounts of debris formed and their ticulatc and gaseous emissions from any vehicle friction couple compositions were used to demonstrate that the brake shroud- ir #* iittll \0<4aV*tcMif mi// CmDUwIPA roj>r HA*'<94A L J Fr|. 1 - 5chm*tic dujnm for airflow of fypi<ui particulate and ru cellce&oA jyium #ro<* < ing did not significantly affect the operation of the brakes on the right side. ' EMISSIONS COLLECTION SYSTEMS OVERALL SYSTEM DESIGN The basic design concept of each brake emissions collection system is shown in Fig. 1. Air from inside the vehicle was pulled through a bed which removed water and carbon dioxide from the air. The nr then passed through a filter to remove all particles larger than 0.2tun (8 x 10" in). The filtered air was then routed to the scaled brake assembly through dean Teflon tubing. The airstream, along with wear particles and gases, then paced out of the brake through Teflon tubing which was heated to avoid condensation. This stream passed through two filters to r move the airborne particles and preserve them for analyse. The stream then passed through three cold traps in order to condense and trap the gases evolved during braking and pre serve them for analysis. The remaining airstream then passed through a flowmeter, the vacuum manifold, yid finally through an air pump run by the vehicle engine where it was expelled to the atmosphere. Fig. 2 shows, mounted in the front teat of me test vehicle, the front brake inlet air Alter and gas collection system, the clutch gas collection system, and the 12 position thermo couple swiich and pyrometer used to monitor gas and ffflkr trap temperatures. Fig. 3 shows, u mounted in the rear seat of the test vehicle, the rear brake air filter and gas collection system, the clutch air filter, and the electrical system (bat- s teries, inverter, and 10 the heating coil}. which were used lo supply power PARTICULATE FILTERS -The 47 mm filter holder} joined in series were used for the collection of airborne particulate}. Nuclepore filters were u>e4. These filters are made from a smooth film of polycarbonate plastic with pores that do not restrict the flow of gases significantly as panicle collection proceeds. The filter holders were heated by tape heaters wound around the outside and controlled by a variable trans former within the test vehicle. vaied charcoal and was used to collect the volatile hydrocar bons such as methane and other light gases. DISC BRAKE COLLECTOR Fig. 4 shows a cross-sectional view of the disc brake collector. The rubbing seat w as located at the hat dr hub section of the rotor. The seal was a spring- GAS COLLECTION SYSTEM - Three gas collector traps held at approximately - 70"C (-95*F) were used, A simple cold-finger trap, placed first, was used to remove and store the condensable vapors. These vapors included most of the or ganic degradation components from the brake lining. The second rype of trap, of which two were used, contained acti- Fig. 4 Due brake emisiiaas collector showing thermal control aids 6 loaded graph ite-rdled Teflon sen of commercial manufacture. A view of major components of the collector is shown in Fi* 5 ; the system, as mounted on the vehicle, is shown in Fits. 6 and 7. The main portion of the shroud was coated with black oxide; a water-cooling system was added and an open "ma(" wheel was used to aid in cooling the enclosed brake. DRUM BRAKE COLLECTOR Fig. 8 shows 1 cross sectional view of the collector along with the detail of the nibbing seal. The seal was of the same type as for the disc brake collector The axle hub used to align the drum was modified with a piece that was concentric to the axle bear ings within 0.001 in (0.0025 cm). A tapered lead was used to facilitate mounting of the drum. The close tolerances on the concentricities were necessary in order to obtain reason able seal life. Figs. 9 and 10 show outboard and inboard views of the system as mounted on the test vehicle. CLUTCH COLLECTOR - The clutch system consisted mainly of a filtered air inlet and an outlet to the sample ' storage system with all other external holes sealed. INERTIA DYNAMOMETER TESTS The front disc brake emission collector was tested on an in ertia dynamometer to eheek out its operation and its most Fig. 9 Alienated rear dram btaka emotion collactor critical part, the rotating seal. Thermal response tests were made with the results indicating that for normal operauon the shrouded disc brake would operate at a slightly higher tempera ture than the normal brake configuration. A method was de vised to determine the leak rate of the collector. The rotating seal was largely responsible for the residual leak; the leak rate was reduced significantly by use of a very small amount of hightemperature grease. The routing seal underwent durability test ing and survived 7 h at 50 mph. A second series of dyna mometer tests give reproducible emissions and temperatures. Finally, a test wu mad* in which the collector and especially the routing seal were shown to be relatively leak-tight to ex ternal liquid and paniculate contaminants. VEHICLE TESTS RATIONALE - For i given vehicle brake'system. friction material weir is primarily a function of the duty cycle. For light-duty cycle's, where pad and lining temperatures remain under 3S0*F, low wear results and Is primarily due to the abrasive and adhesive wear mechanisms. Heavtet duty cycles at higher temperatures give some combination of thermal, abrasive, and adhesive wear. Under severe heavy duty where the use borders on sbusiveness. brake fade may occur, jjfce inability, of the brakes to hold the friction level results in part from the formation of gases (and wear debris) at the interface. Although there are many acceptable original equipment manufacturers' friction material tests to measure a specific condition or combination of conditions, there is no one test which adequately matches normal driving conditions which would be representative of all vehicles. Consequently, it be came necessary to devise a rational and meaningful vehicle test driving schedule. . SELECTED VEHICLE-DRIVING SCHEDULES A total of seven test schedules were chosen and each was followed by a measurements procedure (take emissions samples, measure wear, inspect systems, and replace worn parts). The first three tests-Burnish, A/ter-Bumtsh (A.B.) Baseline, and Detroit Traffic-reptesent the low-temperature tests. The final four tests--10 Stop Fade, Aftet-Fade (A.F.) Baseline, Fig. 10 - Inboard view of auembled rttr drain brake emission] col lector iS Step Fade, and Final Baseline-represent the high-tem- penUre iciU. Burnish - During the Burnish, the original equipment and aftermarket linings mate and conform to the initial condition of the rotor whether it is in its original configuration, as-used condition after vehicle test 1, or its turned condition prior to vehicle test 3. It was anticipated that the emissions during Burnish would be different from those for worn-in linings. A. 8 Baseline * This consisted of three days of Detroit Traffic Test. It was run at this time so that the other Base lines run at liter times could be compared with the AB. Baseline for the amount and type of tmioiona. Detroit Traffic Test The Detroit Traffic Test is typical of urban driving and is used primarily to evaluate friction, life, and noise of commercial brake products. The normal operating range for passenger ear brakes in the test is 180- ;SQ*F. This condition constitutes what a brake engineer calls a low-temperature wear test. Testing is intentionally accelerated to reduee test costs; consequently the test tends to be more severe than avenge driving. The end of the Detroit Traffic Test was the end of the low-temperature wear testing. 10 Step Fade and Recovery The 10 Stop Fade and Recovery was the fourth test sequence and the start of the heavy-duty or high-temperature testing. During this test the front brakes experienced temperatures above 500* F while the rear brakes experienced temperatures above 3S0*F. The combination of increased temperature and increased duty was expected to change the amount and type of wear debris generated as compared with the previous low-duty tests. - The Fade and Recovery Test was then followed by the Rebumish sequence. A.F. Baseline This fifth test sequence was identical to the second end seventh test sequences (and simitar to the third), but only the conditions of the friction materials had changed. This test was expected to determine the permanent changes in the amount and type of wear debris generated for friction materials taken through high-temperature and heavy-duty stops. IS Stop Fade and Recovery The sixth test sequence was the 15 Stop Fade and Recovery in which the friction materials were taken to even higher temperatures than for the io Stop Fade. The five additional stops performed after the brakes were already hot produced temperatures above S75*F. Thi* it abusive braking and rarely occurs. The erussions generated were expected to be different again as com pared with the low-duty tests and the JO Stop Fade. The Fade and Recovery Test was then followed by the Rebumish sequence. Final Baseline The results of this seventh and last test sequence can be compared with the results of the identical second and fifth test aequences. This test concluded the determination of the effects that high-temperature and . heavy-duty tests have on brake emissions. SAMPLING AND ANALYTICAL PROCEDURES GENERATION OF EMISSIONS During the braking pro cess, particulate emissions are generated by the rubbing aetion of the friction materials and the rotors. The original equip ment manufacturer (OEM) brake configurations (left wheels of test vehicle) release emissions which reside in either of two areas depending on the brake type (Table 1). The disc brake releases much of the emissions to the atmosphere while a small amount remains in the brake. The drum brake re leases a smaller amount to the atmosphere and retains size able portions on the drum-rubbing surface and on the brake parts. The brake emissions collectors perform two functions not encountered in normal brake operation; they colleoiaU the debris generated and fractionate the debris. Table 2 summarizes the particulate emissions samples produced. The OEM brake configurations release gaseous emissions which again reside in either of two areas. Most of the gaseous emissions are released into the atmosphere; some of the high molecular weight materials distill from the hot surfaces and condense on the cooler brake parts. The emission transfer lines used in conjunction with the collectors therefore were heated so that almost ail gaseous emissions could be transferred to the gas collection traps. particulates removal from collectors a detailed step-by-step procedure was prepared for the removal of brake emissions from the collectors. The amounts of debris collected at the various location* ware used later to calculate the mass balances. A detailed step-by-step pi> Table 2 Samples Produced by Bnke Emissions Collection Sam pi* Disc Brake Drum Brake Tsblt I - Companion of Disc Brake *nui Drum Brake Operating Conditions Pira.-neier Due Drum Type of lyriem Airflow Emissions Third-body sbrasiv* ueir Open High Relatively few trapped Relatively none Closed tew Much trapped in rur- faees and in lump Some Sump Surfaces Airborne Trapped debrit'-ifieludet that in ri*tt holes, on pads. and in caliper piston Accumulated on shroudnormally roed dropout Aitborne samples collected on filters Trapped debris*-includ that in nvet holes, on linings, and on drum surlaee** . Accumulated on brake surfacts* Airborne samples collected on filters 'Normally not completely released dunng bnke opemion. (Thu may be a "controllable" naicnal which could be dupovtd of properly.) Provides thitd-bodv wear. 8 retfute wjs also prepared Tor the sampling, handling, and analysis of the asbestos emissions. ANALYTICAL PROBLEM DEFINITION - The thermal and mechanical force* which act at the friction couple inlet* face produce a complex chemically and physically altered microstructure which cannot be accurately described 11 present. Table 3 gives an estimate of the chemical compost* uon of wear debris. Asbestos is a complex inorganic material with the ap* proximait composition formula: Mg3 (SiOs) (0H)4 or 3MgO 2SiOj 2H20 The basic unit has a fibril form (1.2)*. Asbestos is readily identified when alone or in simple mixtures at high con centrations by these analytical method;' .x-ray diffraction, thermal methods, microscopy, and infrared analysis. How ever in complex mixtures or at very tow concentrations the analysis for asbestos is very difficult. In brake wear debris, the problem ts compounded because the reaction products of asbestos, fonterite and olivine have similar elemental ratios and similar x-ray diffraction patterns. The only sensitive method which can be used is microscopy. In extremely low concentrations, asbestos is identifiable in the electron microscope by its physical shape (tubular fibril) which is distinguishable from that of other fibers and particles. At the beginning of the program, one optical (3) and three transmission electron microscopy (4-6) methods had been developed by others. Two of the electron microscopy methods were not suitable because they changed the fiber site dis- tribution-of the asbestos. . ANALYTICAL METHOD SELECTED From the available analytical methods and the problems associated with brake wear debris analysis, the following considerations were necessary. Criteria and Flow Chari Three important criteria had to be met by the analytical method used: The very small portion of brahe cebris used had to be representative of the much larger sample collected: [he analytical steps could not degrade the panicle size distribution of the asbestos fiber* obtained; the results obtained must be indicative of the aetual asbestos content of the sample. These criteria were met by the analytical scheme outlined in Fig. 11. Representative Sampling and Low-Temperature Ashing {LTA) - The analysis of brake wear debris indicated the presence of 20-30% by weight of polymeric and carbonaceous material, which in tum produced a fluffy appearance when the material was examined in the scanning electron microscope. The organic portion was therefore removed by LTA. Two representative samplings were used: the first in sample selection for LTA and the second in sample selection for dis tribution on a filter membrane for subsequent analysis. Selected Microscopy Methods In the very early testa, wear debris from a sample dynamometer was collected on the filter train of the 8.0 p and 0.2 u Nuclepore filters. Both filters were examined by a combination of optical and transmission electron microscopy. The following observations were made: 1. Asbestos fibers longer than 20 it were obtained. 2. Very fine fibrils were extremely difficult to detect at less than 5000 diameters magnification. Based on the above studies, it was deemed necessary to employ two magnifications. To detect fibers greater than 2m, i magnification In the range 10,000-40,000 diamelhs luneuwtt I Stalls io* wuaiuwui anUeaiMiMc4ubi I micaMMUtvriTivI nicriM uxeui uwa tannine it, tan* comm atm at toe luuteuuau lOTTIWflufUet UK at*i "Nurr.btrs in parenthesis designate References at end of paper. M*Mir*T4TtVf 'ACT** Table 3 - Estimated Chemical Composition Cheraetetntia of Wear Debt* Description Percent Low nclteuls; weight degradation products Polymer:: components CirOonactsus material Inorganics: , Mineral Olivtne Oxides (from lining) F,Oj tftom rotor) Asbestos MOl 12-20 l-S . > M0-30 ri.20-40 0-10 b- 515 20-30 70-80 <1> UMbTW*WCLTl*^MO*I FU.TM Optical IClAtt U 10| MOu*T> t eotmr t4M MH GOftr|T) I______ 0IVIOJ IUCV4UM CROKQP' (CAMO* lAMQwiCMt I CDutfT ta.asoci ______ I mmn Fig. 1J . Flow chin of particulates analytes 9 was required. Table 4 shows the magnifications selected for use with the two mieroxcopy technique*. Calculations from Microscopy Results For each fibril or fiber found it was neeesary to determine its dimensions and calculate the volume of asbestos found. Because of the large number of fibers this procedure beeame tedious. To simplify fiber sizing, a microscopy count sheet was developed. Each fiber found by the appropriate microscopy method was classified into the proper size category containing the pro jected diameter and length of the fiber in question. The volumes were summed, converted to weight, and normalized for the entire sample weighed onto the filter. A computer program was subsequently developed to minimize computational time and to eliminate errors in the pro cessing of these calculations. The possible sources cf error associated with sample pro cessing and analysis were minimized through the use of statistical methods. The largest effect found on the asbestos analysis was the occasional occurrence of a large fiber. The extent of error increased as the percent of asbestos in the sample decreased. The data showed that the maximum devia tion for results with asbestos contents above 0.10% averaged 12-15% and had a maximum at approximately 20%. The maximum deviation increased for asbestos contents below 0.10% where errors for the small amounts of asbestos emis sion become less significant from the standpoint of air pollu tion. VEHICLE TEST RESULTS . systems. Only one major problem occurred during the vehicle testing; during the 10 Stop Fade of vehicle test I, the hardened steel ring or. which the rotating seal slides became loose. The ring was reanchored and no further problem was encountered during the 15 Stop Fade or in any further test schedule. This result showed the durability of the collector and rotating seal desipi and construction. For the 8100 miles of testing, only seven front and eight rotating seals were required. This was better than anticipated at the start of the program. Brake-Operatint Temperatures Frequent temperature monitoring was necessary for the successful completion of the vehicle tests. The temperatures were monitored at all four wheels (Table 6). The top portion of the tabie shows the effectiveness of the thermal control aids in keeping the temperatures of the shrouded disc brake well below the 400F region where the exponential wear rate begins. Since approximately 90% of the test miles were driven in the Detroit traffic circuit, it waa necessary to monitor these temperatures carefully. The driver was instructed to take specific actions when greater than desired temperatures occurred. For example, during the Detroit traffic circuit* the maximum allowable temperature was 330*F. When this tem perature was reached the vehicle was stopped and allowed to cool to 300* F. These cool-down periods were seUwn necessary. The data at the bottom of Table 6 show chat On a hot July day the temperature difference between the brakes remains fairly constant as the temperatures increase with the ambient. MILEAGE ACCUMULATIONS The various driving schedules described earlier are listed in Table 5 with the average mileages and times for each test. The overall varia tion for the total mileage accumulation of all three vehicle tests was very low at 2.4%. These mileage variations were primarily due to the varying times taken to reach the Detroit traffic circuit. Normally only one round trip was required to obtain the four circuits. Rain, seal failure, thermocouple 'malfunction, and other minor difficulties which required a premature return to base added to the minimum mileage possible. PERFORMANCE OF EMISSION COLLECTION SYSTEMS - Rotating Seal Lift TH success of the vehicle testing depended heavily on the proper operation of the rotating seals since they were the most critical parts of the collection Table 4 -Microscopy Mapificationt Selected Tot Aibutos Fiber Analysts Fibers Detected, u Micrctcopy Technique_____ Minimum dX 1 Maximum dx I T:ani-.i:tion electron at 22,00OX Optical (phase contrast) at 400X 0.03x 0.10 0J0 x 1 JO 0.30 x 33 10x100 Table 5 Summary of Vehicle Mileage Accumulations Schedule Burnish A J Baseline Detroit Traffic IQ Stop fad* A.F. Baseline 13 Stop Fide Final Bueltne Totals Tot MQet 174 127 100 321 341 368 1439 1430 1335 47 53 51 356 3 39 347 47 79 SI 352 326 352 2756 2702 2632 8090 Average Miles 134 lit 1408 53 347 59 343 2697 Dayi 3.5 4J 13 J 4.0 4.5 3.5 4.5 38.0 10 170)10 IJ O IIO 100140 159-210 ISO-110 0 ) 0 Table 6 Irak* Tcm ptialuiei Ihulnc Butnhh and Delroll T n llic Cltculla ^ ^ "8 e 2 W> O O* V) i O O --O--O- Q O" O" A sS r>* *-s vn < <6 vc ae ^ _3 il K 28SW 2o a 2232 poo e e e g e doj S 35 = 29 %? SSSSS S?3S wsie SSSS2 2g22S Z if? ! so;8jS Nm A NiC n A *5* O**<O"* -- #* -- -- =J 2!r2 'c c c e ^ 4 o ?a (*#' i . & 9> ffv r.fM -:|gss 3 fIi ? {<<< 5 ! 5 r* S Eo I - 222a = e s:S3 * --ta ---- 0^y vy b ^ 3S ^C<S<<C <<5 < h nig" iii 8I5S?4aJS| s'aSa* 3 * "g 3* 3* aJo --"S3 <S<5-- "a - I T 2504 sCs^.T. M =r^7 _f___ L L' - -A / * g 4- ^/-y " t ? H09N DATE COMPLETED V POP? / t Inter Office /*V^ ScteirtHle Rasssrch Stelf To: Mr. A. E. Anderson Subject Determination or Asbestos Fiber Count ih Air Samples Collected at the Transportation Garage. * liques ampleying optical a*(well ua television, aieroacopy has been used tfcdA^Ermine the fiber count of the tt^jgjJj&itted samples from the TTansportatiorrGarage. The fiber count per ml of JStte "personal sample" is 0.U5 fibers, and tl^Jvacuum cleaner exhaust" sample cAstadns .0.96 fibers per ml. Hie "vacuum cleangr" ytanme compared to the "personalJggppler" sample not only contains more fibers but tigs density level of contaminatUE%$presents the upper limit for pro; fiber counting. [^ . ^^yJudglng from the observation ofsamples, It appears that the of air sampled for the "personal sampler",sample, could be almost doubled, while for t^e*"va^uum cleaner exhaust" sample iSAoAii be reduced by one third. Ph r lT li uBartosiewi)l$^^ * 0 ft O O ft o ft ft ft O ft HZ? *i 5 -. fc;: -1 i - -I*) >IHW< `Vlili i Y< *** >iti|i *7>//5 ' , U^rr fl&cais*T'- Iakg MiUSy -jit.;:!.-'lR.ry IrLouJ* ti t/ryj, 'vV/*v'*.j/cIK` 3sTr/$u^uNrr> , ite&i'<ZTbZZN~ \ 7~o i~'A*Zl L' direct-lid* directly into tpnPconfl^ner--can't reduce suction or rebel rcu late through the inotor. Also, as a Eftaujt ofcfrils unique system, "clean" ofirTree air blows throughth^ftfttorfans. This, plus independent motor cooling, lengthens thefftfeoAh# motor. Gueranteec^full year. nmussm.fta.siLm ` To /& Si IT UJQHT'-nP 'c{*~ 'Criz'rfs''LjDS r. s/V ` *T .-V4 _ - & CAairSlUH- 45-gallon /CRRFTSMRM* 27-gan'on 1 HOME-N-SHOPV-Vac Heavyjduty IndustrialVac ZZH 5/0 W niil*j R&899 Uliti ttalwu Untu uNealhi Us> Mm lor I. croacnr. II KFtwfa (fa M-.Scalrfa p dir. I tv-pur owtor ltd ihekwlll HP rad ~. lactario. MaM r gnua'* Uduitutr d lift fapMtV SMd. Tdm ttaoutb. Drifa plug. LiliaS m-, com, frvf tunfard. Plaidd 4-tL bn* llf-fa. itiim. atadrd MO*. THmicuIm Muir. Hue. end eut* me. tMUr <S 4 talk tannarmiw. it W.MwanL Slur kaa PL Idled el UO-r. oo-e. AC Pro barr dy art pickup fader lead (4). 1 ft ht iPaasSMbawl w. ee ita.ifa.fe , aUAKAMTH; d emr oe oa Ota eeee taw w> feme M matonot* or > it-nrniriyw~" rtoaar < Pfttaul eherpe. it MditaMn|<u>taH old m euerenleoe SOftwt il in "--* d. cneeet MKT tnCL. 30Sen. Guar4 L:, 3--- wr wun* KSHXdmii.1HftuOmnOuukwltOriHMn..l n bru........... use 4XStaSTmr..'?J rhoSiLinneeelv.anCt..l.a1l..B.iIa.mik.iwkJMrttaujde. U. MM 774-fa------- V aSU1M7.0a0.t....*.....L...lid* Odd* dphatwi. fS9v.tlCtm.tUt druaertdaerfiaur i_Vm_ rraanr.- Pttlant..fuOaeLLdSSt.a.dO..-anat-iti,idr tjuni^ii tabic Ifmia in 4 lift 4mMrim_, __ uankur llllJTzL~^ sueefae **dta I S^ueiloaMM totem. ..siajv rc.r--ftdir-r- RFT3MflH* HOME-N-SHOP* |Vac.. bolds 3-buabel dry load 25* *39 ler ta tfETITailN' iban. bit la I? ie air SatIMtai maw (mi br-puel dpe t HP. 27-fiL taupe hmiMt'*<M> - 17* d. bilb, UH-m. dimm. 1-yr. ___ ml Dl kirfad M llbr, 60-c. aC KTI71H-Ital.at. fao........ I3f.tf ij4TI 1D7o1tt1y5loar aibpem. a.t.Wttftabr.4Iptlmul.t.k..a)1mM CompacUlH-bushst dry load ST *29" ae.rals. l-**r mmm <Mt br-prrr) I HP. Il-ni. Star dm Ufa. barb. l4kr. dim. 44t tamanrfa MO*.TnrMVl*i m* CJt S-adacard. ULbird tt ItO-vaK, 4ft-c7de AC MbaUp (omeire.. ifterL ee ar ireot--imc . it m........ uf.ee iOtMtaMr,te4r f* KT17HC. camBb Irrw SS-ldfC Sufa eKTI7WW-Stap.au fact II CL. Wm:, EEpwSs_^ Male on tad 7 pogoe moot caMr . 'll of do--or Tool liulhila, MM9 ilfleaial 49 22( . -^->o August 20, 1973 mac otnos Hr. J. A. Keller, Supervisor Personnel Services Section General Services Personnel end Organization Staff D - ' 8ubj|ct: Asbestos la Air Sampling - Resep^ST^d Engineering Centes^r^^*^-' As s bCrlfcy r*up procedure, under the authority of the Occupational Safety and Health Jfcssif 1970j 1a Section 1910.93* OC^he ^federal Register dated October IS, 197SL^Kl8 Section completed a study to defttermine asbestos la air conceatratloas at several different operations at the Research and Engineering Center, Results of this study and the Instrumentation employed are attached. Hie ejgffra^ljns In the Scientific Bulldln^iavolves the compounding and destructive test^iig7br~brake materials, the ope ration^jocation in the vn*r<-jnfji consists of*grinding and dressing of replacement broke shoes and pads. Local' exhaust ventilation is used as control at both locations. In addition to local' exhaust ventilation of the operations In.the Scientific Building, the concerned! employe Hicre an approved dust respirator *2^-*' 1 ij I |: * lie p&esBold Limit Value (TLV) for asbeMms^4a*5 fibers greater than 5 microns In length per milliliter of air sampled, Is an eight hour time-weighted ^VgjSr a--v--e-r-a--ge e--xpo--s-u--r--eqjljigmciet.lling limit fflp* exposure Is 10 fibers greater i than gmicrons in lengfipper milliliter ap^Lx sampled. ^01^. >1 ResUbtaldadicate that 'no time- weighted average sample exceeded the 5 fiber limit. Sample number I-A. t represents the cutting and filing cyneof the destructive testJBnand, therefore, should be considered* posh sample vJSf^fche 10 fiber celling,limit applicab^#!***^ Tie s3*t5pswitions vill^be studied once again in povember 1|73 relative to the monitoring ^provision oCXSHAf'igiO. 93A suKpMg^ph f. <& Charles E^Plaster* Indu0*lgl#Hygienist Hygiene Section Health Services Department cc IM.U. Harris, K.D. Attachment* Reaearch and E ngineering Center <SgS> 1674 jnw 7 UIUM A. IMm Mr. 0. M* Jullift* rS Attached for your.- Information is a copy of a directive cover ing OSHA safety measurea"' that oust be net and medical examin ations and recordMfebafeoust be kept for employes ^h^vork in areas where they are exposed to prtrborne asbestos-Lfe*ri, I, Rotunda vacuums ala beLad tested rWP*fffectivenes s in vacuuming * asbestos* Test results will be Cto you. ' H0V - 1 i- - { % -\ V^;.^ yf^v'-ir'yy: ` ** . ,- ;V-. ^ . -2-lsh* ' I*. * \ . im. i * : J - Ps*onne< and Organisation Staff Ifcbruary 8, 19T1* .! ' 1 '* _' Mr*. J. M. Thomas srsonnel Relation* and Adalnlstrapi' sr Services Division Asbestos Tiber Emission from WCGada Vacuum Cleaner Models F 20, T 25, . " _' ' :: A%gequested, we evaluated asbestos iSEerernsions from Rotunda vacuum cleaner wdels 7|20, T 25, and P 2TT- These vj^ua cleaners are Intended to be uaed to . clnBSfl&estos laden brake lining dust on-brake linings and drums during brshe rebui dealerships. jthree models use cloth filter*, but the ^-20 use* a bag type cloth flltel_____ _ TUCff and 7 27 models are larger tanfettype models that deposit the contamlnent direqtly< into the tank beneath the cloth filter, The F 20 bag loads up rather id the resulting disposal of^teMoontsmlnsat Is rather messy. The 27iare more desirable from the fttaglgoint of contaminant disposal. Tfie*a*Ee3tos air sacking technique that prescsftf^tander the provlsl _ of Occupational! Ssy^fy and Real' ) - See Attachment, dhls tcchalqu air sampling tat two liter*___ mindte using AA SiHipore aeabr|fl|a filters,5sad subseqjSSWKRlysia by 430X phase mlcrosco; rvas impossiblr ^ to^onduct an isokinetic efficiency on vacuum cleane: thout deviating djSsblcally from ibed OSHA * There vacuums were tested la a small Waled roost that changes. charge from the vagouMwrovlded tife air movement in , and the was then sampled a threetpolnta equIqis^a from the ;es of the The room iged between tat the of vacuums u<ng mechanical^ ' itilation. Ten pounds of fiber was vacuumed up during ei over a period of ten min it OSEA Threshold Limit Vi rs greater than five micro: revision to two fiber* grea air scheduled tor July 1, l1 the five fiber TLV and that exceeded the two flbi test of model F 28. The o TLV. for airborne asbestos fiber la - per milliliter of air with a five microns in length per mlHi resuits of the air samples are le exceeded the two fiber TLV. one of the three samples taken samples were well below the two out of three of the samp, during the F 25 model testing were two fiber TLV, end const fact that test conditions were extremely severe, it can be expected 1 F 25 will be acceptable under dealership conditions* Ckesefore, F 20, 7 28, and 7 27 vacuums are all accept* able from the fiber emission standpoint for une in the of dust from brake assemblies. ~ . Mrs 1*1* Itebrmiy 6, 197^ Page 2 Although emissions from the vacuums are acceptable, ve feel special precautions ||11 be required vhen emptying and cLe^rffrig^the vacuums. A United States >au of Mines or National Iastitute^for Occupational Safety and Health approved rfsj^ratdfr for pneuaoconiobis dust, each as lie 3M No. 8710, should be vom vben^WSfalng the vacm. Ole contonibana^ea the vacuus should be disposed o&fn healed containers ind labeled forCoe asbestos hazard, per subparagraph g h of the October lfi, 1972 Pedoralj^cgister 1910.93a, pages 221^3 and 22144. I^ldrejare any questions or If ve cicTbcT of further assistance, please contact / O w ^C ON 54-04-2: J 2C: C V* V*1 s-f srr r ... r- .... .1 h3 l~ . - ` RULES AND REGULATIONS Noiatto* paragraph. which Inrtfcalcs the em to the Asrl.-.tant Se'rriara of Labor for t** Maas Ssnf. ployee's own exposure to unites to* fibers. OarupUon:il Safety and ltenltn. the Gothic r (3t Smpioyt* tioll/lenlion. Ane em Director of 11 lOSIf, to outhenxeil phrsl- lUeex. ployee fuunrt to hove been exposed at uny ciana nnd medical ronsuitants of either . Avoid Brothtag Dust... Wear Astlcood Protective *4" 810* Ml. atttia Sleet. V iwitne. %" UOItllt time to airborne concentrations of nsbrstus niters In rsec-s of UT^lituiv pre ambl'd in pnrnt:rppt,kt>).aJihis urrtion Shalt be noiillrtt iri wrllln?f of Hu* expo of them. and. upon the request of an cm? plnyee or former employer, to his physi cian. Any plvt'Slchin ,-wiin conduct* * medical examination required by this ' equipment. sure as soon ns practicable but hot later paranraph sltaU furnish tu the cmplover - Do Hoi flooMlB To Am 4'* Oatitle. Him: 5 rtaya of the finding. The empiovee of the examined employer; alt Uic m/or- ` i- . Unlrta ram Work no aim n also be time!?'notified lot the cor matlon inctlllcnllv required by this quire* II Srnihlnf Ashasro* Durt 14 point Oothle. rective itellon belli* tnken. 1 fji Jlfi-dinti exeinlnMUoPl--(I) Gen paraKrnph. ami any other medirrl infoimatlon minted to ocrupatlonai ex M*r B* lltBRlnl To Tour Kcftllb. ' Spacing tpigvrm lines shall be at lcait eral. The rmi'injrcr^iiitnTifcBvIde or initka available at lib nbt. medirbl exu'ninatmns relative in exposure lotisbwloa re posure to ariiestit* fibers. I 1910.91 Venlilntion. .'' eqti.il to RicVJBht fax tho Upper ol any quired by (1111 pofSTiraph. j (a) Abrasirr fifntriaa--ri) Drfluf- two linn.. __ 12) freptarrmeoLThe employer shall ffoas apvl>cnl)l' t<> thh puraurap/t.--11 > ' (2) Caitirfffabdi--<l> Lohcflne. Cau provide or m-ike ovnmblfflo raelt of hit Abraxtre. A solid nnhtLanre used la an tion labe^ihail M affixed to oil raw employee*, wUhln^fLenlumlur clay;: lul- abin.-iive blastin'* o|kt:iuuii. . miitcrtolnj minlnr**. *erup. wii.tr, debris, lor.'lni: his antiemployineut pi an ill) Abrailne-blaxltno' letnlraear. A and otiieP pruduru roniuiuini: aniicitos orRiipntlon exposed to airborne con continuous (low air-lluo respiruinr con . libera. or (gitficlr containers, cxrepl lltat centrations of oRiastfoS"libera, n rotupic- structed so that It vrlll cov.r the ircsrsrs no label If required st hcru asbestos fillers hcimivc uiedlral examination. which slmlt head, neck, and shoulders to protect him hare h*^i Hjrtff11Vl'Fhv a bonding agent, Ineltitle, a* a mlittmun. a chest rix-iti* from rebounding abrasive. - coating. bftffifiT'or nthcr mutcrinl m ihnt grtmuram tpanU-rior-ajtlcrlor It x 17 . <!M) clmiiite bfircL A complete during nnr rensnnthly fnrcsccnblrr use. Invhnii. (% hblontdRoicliflt symptom enclosure which rotates on on axis, or handiingAhoengc. tii*i>unul. provr-a-inn. or atology of icsiifralnry ` sUccnce. anil which I ms 1111 Internal niuvliy ir'iuportnuou. ito ntrtmmc rniu-aitra- pulmtinnry function Icxttsr; to include tumble IIir parts. In order 10 egpTt Uons o/ asbestos filter; in execs* of the forced vlkil rapnrlly iPVCI nn'l birred ous surface* of Uic pnri-. in the .UfttifTof e*in>Kiirc.'lTn)Usi|>rc*rrili>'tl in |inraprii|iii expiratory volmuu^nt 1 recond I FKVi .1. ail miu.m.ilic blan* aiiuiy. (b) of till* section will be rrlcnsed. CJ> Anntttti eramtMnlfuns. On nr lie- llvi fifiMi rft'nnfuo mom. (il) Label fprcf/frofiiJii*. The cnitilon fore .fuiiimry 31, 1273, and at lr*;;t an enclosure lit which blnMlng*opernt-lon8 Inltels ft mm sntiiH vision <u of tliia nually i hereoftrnevrry empluyrr situ II are performed and where the operator subparagraph .snail be primed In letters provide, or mttkoijWMWIihii rumprehrn- work* Inside of Hie room <0 opcrato*Ai)o of sufficient sl/e end contrast no to be sive metlira l caaiiittlhUunM to melt of lib blaiitiUK iimwlc and direct lhc4|tev u^i reorllljr vigddc aud io;title. Tile label slioil employees encaged tir*beeup:iilon* ox- abnirlve imtiL-rlnl. T V.-: state: t 1 posed to airborne coueontrntlons r>r n- iv> Itlaxtino erbmet. An enclosure ` - . CitmnK t brstos fibers. MnrfRfflVnunl cxanihintlon ir operator stand;; oqm|OBand leMhiiM iliitMio. HHtn J shall Inelutli*. npmamMuiduRt. n rlimt |lic liliisilng norslc itmoii5li *n tunc Oust I f (lBitleaIcKhuJinXeiglkertuncAeu*ri<puifrn*ULeuu--illDlyMuln)lnMnCnafcyaOnin-*wa.lilL ipctiLTcnocrnm mosterlur-aiiterlnr 14 x Inches), a history lo elfrlt syiuptom- dtolitay of respinitory dlscasr. mul piibitoruiry funrtlon tents to Include inereit vital rnnnrll and forced 'openinic dr opnilnss in the i>nrior.ure.' till Cfran air. Air of such pnuixjlint no/eame Itarm or (ll.;coi* "1 tt it la Inhaled fa f lima. i extcninl siirfaers In snv place of eii*.i.*W.y*Tfxpinitory volun nd iKKV..)., iVlU Dut colfoctor. A dev . mrnt sliall hi maintained free of aceii- \ (4) Termiaul, loynicHt. 'me intliNkof ileviees for separrt muletiuiMBLAqnitna (liter* if, with their dbpersion. there would be an eqersstve concentration. * ' (3) tRjadilWspiuaf. Asbestos scrap, dforis. DSfj, containers, equip Anpinyer elutt uinko avail ile. wtihla 30 fchlcndur lays lirtore 01 fLor 11to twmlraninMiniilsrmrul of any employed casnfcd infill oceupaiion exposed to airborne auccntroUtnis of from lie air handled by an exhaust vcnUIatlAn system. iehautt nsllhfIflSjmlesJ A __ rfor removing rontunSOBBir. from a simm, comptlsinrr rao (r ram ment. jnd ashestos-eontamlnated eloth- (utbestan fllieri. inpreifcnsive medlral of Uie following elements <>) cfclorarc int, eanaiatietl tef disposal, widen mar . produc^ln any trauaiulilr fureaceabl* toe, hainllMMfloniRe. pioensliiK. dis posal. or transom Litton alrliome concen trations of asuempn fibers in caress of Uie exposuBakRtt^meseribril In parasraph io ol ttia'UMBh sliau be eouected and dlspoaml of In sealed impermeable bam. or othqr-cicirt liniicrinenhle containers. examination Include, ns mlnimiun. a r1 liicnosnini ipos- tcrlor-aiuerlor " ies, n history to elicit symn of respiratory disease, and i tnoiuuyi function teds to Include fir vital impacily (PVC) oil forced expi <PKV,.l. ' luiiic at 1 second (3) Recent Ins. No median! or hood. <t duct work. (c)i4HBDBl~ In* equipment. (4) oliuu^er. auU fr> diaeliarge stack. (lx) f'articufofe-rtlfrr respirator. An air purifying respirator, commonly re ferred to os a dust or n fume respirator., which removes most or uie iiua* or luma from the air passing Uinniiii tho device. (x) NespfraMe dost. Atrlumo dust la no--<1) exposure ree- examination of any cm- chaw capable of pasaUig tltruiiah lho up tt empl|yer shall maintain reo- jtloyre. If udt1 slmw that per rrantrntory system lo reach Ui*' Ijersonnl or environmental the employee ti __ examined In ac- lower tuns posaaces. - . qnlmt by this section, iteo- eorclniiee with j Ills paragraph within the (xl) Notary blest eteam no table. Aa i maintained for a period of perl 1-yenr j> enclasura wliera the pleens lo be denned sra Aid .-.linn be marie avad- rat Ucrllca __ >--(!) Httinte- arc pukltloiiril on a roinline table and are :: :> to the Assbtaiu accrv- itfimw. Flituilo* cmifoyees examined pac ed autoutaticnlty Uirough a series of.', _ loor jar OcRiitaliunal ftafety pursuant to ph shall causo blast sprays. ml If^aUli. ihoOlreetor of the National to bn malutati e and accurate ixll) Abraitva thiflsy. Tho fnrclbli Institute for Occnpuitonui fiufety and rrnerds of a ileal cxumUm- aiqdlcnllon of an abrasive to a suifnee --; nuti, and to authorized represent*- tlons. Reenrda shull be rctuLnctl by by pneumatic pren-urs, bydrttille pree- " ;;i . Uvc* of either. on;plore** for ot lout SO year*. sure, or centrifugal rose*. . <31 rmpfayee rtccm. Every cmnloyco ID Acer**. The content* of Ute rec 13) Dost Iieciinft from ahrosfre Werf- j '. and former employee shall lure reasuu- ords of tho medical examinations Irs. (I) Alimstvra and tho surface -7able seem to any reeord required to be required by this paragraph simil be iniute con tings on the materials blasted on gTrTiw'f^-Hs-,m.-a-intain;.ed.* bbyr subpantcrapb til of Uils available, for hupectlou and copping. shattered and pulverised during blasting- L- .: - , - **y >-:: fil '-1 r- SZliZ RULES At ID REGULATIONS TU M (e* Ksthrvt) of cnti-ir'anr*--(1) ffr- 1H,0 i.*? V . UatwUl MvrwtgfMtfw*ito Aff^MnUi AtclIOI*I*A*puftu*fHft:lmrfm**!ft4iaf*tmurwfffDMmUr1eLcqi^niwmUv*b* TtraK4 wm ttituU-- -- -- . . CMMinwi WitlMimn ________________________f8*-* *** **" giitrerlHi) methods. (I* /.'nvit'ririniT cu trait, b'nitlnrrriar eontn.l*. meh l.i. Ln not limited in. twlati in. encto-uro. ex- ' hatut renlilatloa. ami tittst co'lcrtlnn altnil bo wed to meet the rxp<m llm 11_piccrlbed ln poroerapn <bi of tlu: ' ........................... 10p p.ia. __ rsp pia.........--,-- MmhmlW ItiiTtttom utrl kf^UUiw fow|Mda lta(VU>...._ Mnxiiuir*. I 1 mAT*______ 1 V:rt JHnIN-N 'Z1M !*J)... VMM** 1*J*ii.r m. _..._ MJu p.|i. in.l*---_--_-----i-ni p.p.m--.T_T_| ____ In. brM pfh*VtH (Z1`.IM9P<')vwmm*. IhrmNkJ- <wr wm*---- pi n.DJn..__ .. SuOihpi'M-ihII_..______'--WjrTno-pai"ar* ^V liinnlnijn.4mi--tmiim . Mp.an.,,--.. lui|.p.ai. ---- --- I mint**in ip-B.m.--__ *p.pjn._~.w49_t'Mi->..<AS > Minttru3in'>n*a.rii j*RiUI, ,__ ___ asbiw*~*~**" H|niHdi(UUi ^jTjna^" ccctton. , (111 TmoI exhaust ventilation, (at tnrnl Mlui'i-t ventilation and du*t cul led Inn tyatemn alinll be drximed. conetructed. Insttillcd. and mnint.-unr-i hi accordance r.illi the Amcncan Kni'onai Ctaudard l'liiiii.imenUilx Gotomh''r the Dcrlen and Oiicritlnii of Lorn] It'lmiL-.t Bv tema, AMtir 9.S-t911, winch 1 tti- comomlrd hr reference hrrrln. tbi flee S 1310.9 rtincernlntt the evntlabllity or ANSI ZU.7-197I, and the w,,---- IHi|kpLn..4M an p.pv,M* WP'iui*--MM,|MfW}|Lk9p>ijri.*4.m,mm. ilminmtiwiMr i3tiwi^bihtnfiir*; Oftatw (nlfcfliUiw*ti*7 CRJf-JMO** - - Ml *JU.... ni n.jy..____s r tJ)TT9-tu* ly.aypri-iwr)___ ,_______ --- da_-___--__--__TO|K.|.-k.-.-a.-.-..-...-.....~.........M0M...|pMm5i.nrmll.-i<*-'-_t-u_--_-In1 lmnmiuuliM*itmMJifIirMvn. nluirtf*i.. ** * TaIdmm -1T>.......... .. Ilidwi lain* uaT-MKN*..... 9V I2ti )P>4.Up.Bn.iM.....M.........n..J..M...f.i.p....n............. I|ltuwlilwitnii^-* ,, *V ^14 Mlv U *to *i-uF, I inn Ititermnee A hhtorle file In ennneettim turrcwiui, Tne muirerx of the Amer ican Nnlioiinl Standard* likitttute is Stvrn In 11910.100. (Ill) I'arilonlar tools. All hand-op erated and power-operated tool* which mar produce or release awestot fibers in excels uf tlie exposure ___ (crtht-il In pitmiimph <h oaUnx MSfAru such as. but not linitterl In. *av ` Abrasive WltreL-.. anil (trills, a ldcd with lucat cxhailrt ves rMTVTT fWT.I . ____ .... i briwii* M4 nijl rftfMMa (/Jlj-WU., .M..n.M__M_ .MMM__*_Mni *,Wn4l mtimmun tfags1i--Mikk&au Uvm lippaH Mtfin -- 3 --AmlfmMjp 4kn <uuii Riwiir irMRr F^n leins in accordance wllli *uBdlvi>luu (11) of this subimraKranh. (3i Work vrnrtlr.es--(!) Wr.t methods. IwoC.ir as practicable, nttnay^p ihgif be handled, mixed, applied. rfcmiWeSrcut. scored, or otherwise worked In n wet ifutltclrnt to prevent ome niiem in exeeu of tint {ex- poKure llmlta prtNrUnt In |mmi;mpn (b) of this section, unless the uinfulncss ^of tho/product would biv|Olffin||hed .1 ! V::, Ccqrvrtirtuitu*itillm'.#MutoVaipialnrfmnmAMaraMfar **h r&'ffiilniM fir qibiiri, i Amm HMif, I(whnIm( fatqfil ritll-n.^___ ...' Plth>R#V rhtf \% ( PTitniniiiH.. K^m fcw).. llt*|l ... ' TVniftUi** (>f+ AI^Mta) iHi* iHaimMi nnlrr thin nan trtf ta lha a ip' INI Af t' liHiHlRNtt, If thM m>tHfnti|ii CrartluU M i itlowiH**Ni oi tl M*/WstI*IIbi UUH^MUkArrlncMIiAliiiiirwi Ni1tmir4tAaiMlh*q\{ Pttrtlrnlar productfi and opaa'jays, wo a'lncstae cement, riMclaE^&t- | 1910.93(1 AAmmk. <) Deflnittim*. for n* purpoM ,___ MCtlon. Include eliry.notlle. nmnaitn. erotldolUc, treroo-^ lltc, untboplirlltc. mid aAlnollta. (3> "A*bcstosjbeif^|neuu osbestoc Ri^teout. plaster, or slmilMWcrtal coiitnbilnt; asbestos shall be removed from Men. cartons, or other containers which they are tunned sited, or enclcuci to prevent effectively1 elrbome asbestos fibers li flben lonrcr UiaAqwja^inclen. limits prer-crlbed In pern (b) Prrmtumli fpoturt to nlrbornt tills ceetloo. concentrations at BilKitu ^bcr>--ID (till SnrovlBo, demolition, or removal. Standard fffJLja^nlg 7, 1973. Ttio Employees eneajed In the spraybiff of 8-hour Umo-\S^?fflfW*i5,craBe airborne asbestos, the removal, or demolition of eoucentretloRS of aabAiios libera to pipes, structures, or emilpmcnt covered which any crnDtoq^inar be rznoted or Insulated u-lth inbnMa, and In the CAt>r*___ !MMi uui not uxcronvoltOyrt. lunrrr than nanoval or demolition of nshestos inm 5 nilerometcK per cunke ccntiuictcr of stU.itlaii or rovorlncs shall bo provided Wntffcl* Ir. u dctmilned by qio method tire* wllli respiratory equipment In accord- erlbed In im%inpu ( of tliin tecUon. ouen with parartrapli ulirsxill) of this (3) SfqnditrgOgQl^vo Jntu t. 1974. Ttio a-lmur ttow.*ri!|itrd nrcrace ulr borne conecn of nebexto* niien to nrhlclt Joyce mny be cxinc.eU Mellon and with at'Crlal I 'oUiinn in ae* earrinnoo with paratfraph (d)(3) of UUi. cation. .. (d) Personal pratrelive eofffpment-- 1 (Mllrltt pw mfcto --Mr r rM. , _--l*i "wjn,lrbrrHait'l,il'MIpbl wIttdanir,MlH an < Tlw Vnni.r* nfferanllb.. >llbn In Kw knab "I.wJJifn*I[b'mn.inimf 'lna*mnfn,iimn ra'lhIMnwi -i nmr--taawi lnhantnan>ai imn.tnmn. .JL 'mnriaril br ilia andaH mb.............I at -lESr'' MM*1 nnamubwlan. nod qaani 1# lb* amdb >p- * ' . rWbudiMnllmHainabnilwnBai^ biaa Ibn Ina ibm irl.'^VVki.' -i i`f^I.taI!n.tLabl!dfn'^,r<tw1l%2r<m"*n'nMIIh>ibUraimip, imaaUnMwartHelrni }I .*. 1-t i j* 1 a. hall not 8 micrometer Ihpra, tonerr Ilian cent lineter of atr. no ddeni melliod pro- eribed In pai _ of UiU xcellon. (3) relUmr ronernlration. No em< ployee xhall Im npori at any time to airborne ccnmitralhma of a-brxtoi flben in esecna at 10 libera, lonrcr titan 9 micrometer?', per cubie eeuilmricr of air. * determined by the method m. etlbcd la porocmah (e> of tuts imlua. (1) COnniliamca with the exposure Ibnlt* prescribed bv paiacrnoh (in of tilts aactlon may not be aeblcvt-d by the tea ef tesplratarx or shift rotation uf cot- ; ployee*. except: . (1) Durbin 111* time nerlod neicusrr .- to Install tho nufliicerinc controls sud 1 to Institute the work practices requind : t by pnracraptt (ei of this see lion; (ID In work situations In which lev! j, metluNi, nuvilNil Li rarsuiU le) nt .t LIU*; 1. .* i t A<-w **>*.! * * . t. K* tt/LES AND REGULATIONS -i * . - 221-1.1 - L. f *,;r ' ' --ration are either' technically net based upon his most recent exsininstlnn. birathlPt tens of the employees, eu or feasible tit an client uwnin- an e.'-tmunng phvsteian itciermlnes tlirt membrane fUlvrs af O.S micrometer po c '... as t&reduce the uirhnrae ecni-cntraof asberto* llbm below the limits the employee trill lie unaLle to function normally vvenrin* n respirator, or that rosity mounted in an open-face filter hairier. Simples shall he token for the .~iV.f":rtbed by paragraph <b) of tltu Uie safety or health of the rmpluvee or rl-trrmlmttlon of tho 9-hotir time- j*rtlon: or . . ' ; ill i lit emergencies. - oilier employers will be Impaired BJ*his wrtshtctl u vm go all home concwtrsil-c of a reir:mtor. Su>-li crnpfiByrc-jttilt llons ami of the rcUIn^ cencentralions ot ` ,r. i tv) Where both respirator* and ner- be rot.iiod in another fob nr r.lyblr the asltcxlou filxrs. -. . ^mcl rotation an allowed be tubdivi- upputiunity to Uiiusfer in u dlfTemil po- i li) Sampling frentteney and patterns. .terns (U, cul. or iltis of this sulmani- wlion whose duties lie i rldi* to tvilomt After the lnltl.it detciininailons required ' and both at* practicable, ix-rson- with llie runic cmplovi-r. bt fArebdldson- bv .Mtbixiracraph (I) of this oaracraun. -atl rotation shall bs preicrrm and osed. srupmeal urea nml with iliesnnie senior- samples shall lie of such frcrpirnry and ' t?) WltenaresptntoruptiinuledliT tty. stains, anil mLe nf pny iusi pattern a* to represent with rensonabio ii'Crntriaraph til of Ohs jttraitraph. it prior tn anrh tmnslrr, if tuciliVBlSiirvnt erruracy the level* of extmsurr of rm- r'litl be selected m>m amonr thft.c ap pusition N avallhblc. pioyecs. In no rase shall the sampling be . proved by iho Ouiw of Mines. IX'pnrt- 3> Kperiai rlothbv*: pie einiila^er done ut liilcrvslK rmiiiT th.-n 0 nioallu . mint of the JitterlirNtfhe qatluiul in shall inovute. and lrquuc tue ujr of. *pe- fur employee* whose cvpivntn- in asbestos stitute for OccnuatiuflbhMifctr and eutl irlotlilm. siirh ns rtivendb or similar nitty mtsotf.ihly tx- foreseen lo rxr-sed Health. Dcpnruncnt^f'ucqi'.h. Kdue.a- whole body rlauiina, lu-ritlmtiiivrinas, the limit-'; prr::rriix'd by paragraph (b> tlou, and Welfare. flfifiT the itrevisinna nr ttlnves, and foot ravrrtiirsUflt any cm- of UiiHscrtiun. 10 CKR Part II i|7 P.H. >244, Mur. 2 V - 1972), and shall do used In iiccunianee with subdivisions lU^U). (ill', ami uv> ptoyee expurnl tn alrlairtif roiusntratmiia of n.NiN~ lm fibers, whlrh earc-d Ihe eeilins level prescribi-d in i|>Ti!*Mi>lr t h < <3 &#riron*nc*itttt monit^nrta^ili samples slialt be collected from nresa of a -rk environment which are represent* ; of this subnararrnplL L . >IJ Afr imnftnn4 rrsnirntdts. A MM . Me or ilnrlc use awWrUVmt re.sniratur. nr a recptralor described ln| subdivision >11) or nil) of ltH%dW*>pnraer:ii>h. of this serttmi. | 4) Clirnt-v rooms; iDifi^aivv fixed nliire of Piiitilnviiienl nnmtd In :tirbnmi? i-otu-untratmnK of ouhrsloH 0|2m`-hi i-s- eesa of Lite eximaiire liiiiit.vffresrrihAl in - ..e of the airborne emircutralloivs of n-bcstos fillers w-hit-h moy reach the iirratiiine roue of employees, samples Hiall be miieried rm a membrane lilt ` of 04 niirrunictrr porosity moimtcd be used to rnliiee the concentrations of .airborne nsbolu* fibers liiThe respirator below Un> esnaiiiiQlftiltijiiT-jrtliwI In parasraph tta of .this iCrtlcm. when the ecllinir or the 8-Jiohr ihfir-wAtAliUxl uvrrbru sli-borne conccutpitlng^ of uslicslns "bers aro rrnsonaSrtH'Vfimcd to cseceil more than 10 time-. thos a limits. Ooirernf air purilulno rmiirtttoni. facepiece p0*t i MP air purifying \ rrator, or a powered ujr pui-llvitsrr ^rbspirator. or a mspTWfcr described in subdi'iatOB 'Isis- af llft.r siibniimrranli. shall be used to SsHRWKe mnenitra* -done of airborne (asbestos fibers in the 'respirator below thcjupMurr limits pre.-enhed Ui iinmcrartTOD of this section, vlicn the ccilbiK, or die 8-lioiir Ume* tiampninii (b> of tlna rcotion, the em ployer shall provide riuuuiR rooms .lor TMi|il(rws noi ktrir mpilorlyjit llir (linre, il> ('lollies Inekem: TrfaS-JpiUHiorcr shall provide two separate lorkcr. nr con- hiim-rs for itarli cniPlovrej w oeifaratisl or Lsoliili-d n:t la prevent enMMMMttoii of the employee's slruot eliiftaai^-oiiiitiuf work clothm. . 'HI* Immderfns; <n> TjnmiMiffr of Annin* conlamlnuted elol^lfn^diall l*e (soti^sajis to pi event Ihe {MoaiMaiddr(uinSasbcKtiK fibers in rs|css of thufcx* toiuih-llunts prescribed in paratrnpli br urtnlMWlten. I fb) Anyletnployer wtio ulvrs asiiestor,* intcil elothtnif to img rmg shun infons nn uitcii-fr.ia: Utter holder, fiamplcr. shi tie taken fur Hie determination of the 8. hour tune-weighted uvi-mpe airhot ruiirniirntliHis nml of the ccillnc eo n'liLiiillims ui ashestn* libers. id Sum/*hta /n-ifiii'ncv niul pat turns. Afit;r llie uiiiiul ilcicrtiiuiiMiniis remur by .;Uh|Kini*niph > I > ol Ibis iiiinp-.nipif 'Minpltw lilmll be (it mh-Ii frrtpirury nnrl pnltern ns tftJ'gprcM.-iit with rcnsriiinbl iin-iiracy JlfrledN? of cviuisnre of lb emiilorew In no ihuil Miupllnc lm at InUiriai'. grralrv lltnn 6 mniillit fur (miployrfis whose jnposiires io ssltcsto^ may rcawubiv^b foreseen to cs. tiic cxposuraBBrnfls prescribed tn )iar: smpli n> of thL* -ctHon. Tele)ited u rerace nitrenf rations of lremcnt tn <)f f4) _ irrrutltm of monitor. -tsliestcM fibers ara^uioBafily expected itiion to ^TeeUvelv prrvapit tun. Ai cmnloyi'cs, or ihetr rep- `to exceed 10 times, aiif 100 times, L* airbomf nsbcstns liltct* " menial slutll i' given a retumiablo *Ifwue limits. . - - I Ire limits pret opportui to nb rvc uny monituna . <ui) Type "C~ supnOe^air respirator*, of this scetloi required graph and shall ii i ieriflatioua /fo*jtA** vrkinre-demand te) Contaminated rluihinr access to till irtls llicrcof. I -.'ass. A type "t," rtmttnnouyflow or pres- transported In sealed Iniprj f(S> Csstioa sfffDf d label*, ff) Ci 'ire-demand, aippUed-ahl resiftrator or other Hosed, tmpenncaj ` fJon Jrtffxs. m Poitlno. Caution si { 'hall be Used toBreduce thd eonecutra- and libdnl In aceorrlan uliall bo iimvided and displayed at ____ I 'ms of atrbome^|hf3jy^nbers In the traph nr) of this section. lis-itlon wlicre airborne concentrations J aspirator below UtralPBurt limits pro- io) Jfef/iotf o/ wre*rlgmi^4 i*0* of asbestm fibers nwv be in excess of tho { lahed In paragraph (bi^t this section, tcnntnnilonj of a)rbometamceniimtons exposure limits prescribed In paragraph \ 'hen the eeUhtit jt thefi-hour time- of nshestot fibers shall tft made bf (tie bi uf tlds section. Simis shall be nested :>Jllcd iTtnieWipW conecntrs- membrane niter mallow!x :>l suelt distance from .Midi a locullwi * ''ns of aabesi Tflbcnare rmssnaiily `magnificationi (4 mlllltdncr ubj^Uve) so ttrnt nn employee may read the glen* 5-': rceu-d to 1 tOOfUnico those limits. with phase contrast lUnalnnUon. ntut lake necessary protective Hep* be .`iv> EitabtUh ptUrator pro- <f) J/OKlfariHO--41V tuiliof deiirmi- fore cntcriiiiT the area marked by the i'Jai. < Tho all establish ruitiimt. Within 1 muutll^of Uic jPublt- sIriw. Signs shall be posted at all ap *i''iplm(w pro briLim-c with ciUIm of this section, c loycr proaches t arms containing excessive renulremcn Amnltmn Ns- Hud! cause ovary place of ftormeni concentrations of airborne asbestos I .r2t Btandard for ncsplra- j1. !7 Protection, pj4-100i). wltieb 1/ .-'corporated i herein. y >..Cea I 1910 -------------- Is the avail- :"7 <* anbi Zfg.2-1989 isid the mam *' * of an historic file fit connection h. Tlio addrasa of the American -<ui standards Institute is given in 9*100* ' . '-No e_m__pl_o_ye_e__s_h_a_ll_b_o__as__s_ig_n_e_d__to requtriiug U UM OfTesplnitori lfj - ' . ilVeww-i. * . "-i : ?' * '* ` t-w* '* * where asbestos flbrrs s iscd to bo monitored tn surli a way rtctennlno whcUier every employ aulMtoa fibers ts below to pre- scribed hi pamsraph ' see- lion. If the limit* am es em- pluyer slutIt immediately tintlertako n cumpilance prottrum In arearduncc with paragraph io) of this section. (3) ferutnof mosfforlnp--1|) Anm- plcs shall bo eoUeeted from withiu tho fibers. fit) Jfga rpeef/leaf(os*. Tho waralnff stmts required by ratxilvision il) of this stdjpnraeraidi shall conform to 11m re quirements of 20*' x IV vertical format sipns specified In f 1910.14801) (4), and to tlds subdivision. Tho slrns sliall dis play Ute fellowtns lesmui In tho lower panel, with letlrr stirs ami styles of a visibility at least equal to that specified hi Udssubdivision. . - , , s-*fj " . ,v; . r ` .i \ 't\ ' . ...... V/-- . i.- t. .."-v l n!-; nD!UL:H6lfTn, VOL IT. NO . Inter Of! ice 0, ^P>riMvw Engineering and Research Start April 11, 1977 To: S. G^atch nanik, Jr. Labana J. E. Mayer, Jr. o p-i Subject`^rfon-Asbestos Friction Materials vi^b^u In view ;of the (uncertainty of future recula_tjjtDTrs._regarriing asbestos in friction mateerriiaalflck*^anndd th` e econom.....i.c..s.../.s...v..a...i.l.a...b...i.lity osfrqual&y asbestos, we are proposing an expansionof our current friction material program (R6120) to include nonasbcstosfrtJ.cclen materials. A program pro^osal^ls attached, along with a copy offth* Vehicle Materials Engineering Key*Issue Report, Asbestos Usage -1. hi GcSft Md Or> o ft ft ft H j 9 At ir.i - -1- New Program Proposal Non-Asbestos Frictional Materials Objective . To develop and to evaluate non-asbestos frictfcSnmaterial. To carry out tribo logical studies of non-asbestos brake linings`on cast iron and aluminum drums and rotors. Introduction Asbestos major constituent in braki linings that are used for all of Ford's tga^senaer vehicles. Airborne asbesct^f&ers can be generated in a work environment during the manufacturingad/or servicing of brakes. The allowable OSHA concentration for asbestosfls presently 2 fibers/cc air and is expqpaed to be 0.5 fibers/cc air in eaffjjP4$78. There also has been suggestions bj NIOSH that this limit be lowered to 0.1 fibers/cc air. To redug asbestos levels to 0.1 fibers/cc^S?^r even to 0.5 fibers/cc air from the current levels (about 1.2 fibers/cc air^, Ford's brake lining sup pliers forced to redesign existing equipment and/or install new proces^infc^fquipment which will demand a Tajfge Capital investment. One of our suppljersjindicates that a level of 0*8 tlbers/cc air could be achieved by modJ^i*gSfcurrent processing equipment^JQ^g^ will be a reluctance by some rf our dLppliers to commit the neces^^^capital to convert existing plant new standards because of the un^rtainty of future regulations and thfe^^ability to meR^them. A`lso gov, regu"lation force nor- asbe sty sprake linings py^^atricting th ng of bra brake i iterials.L Thus.; Ford's su y be fo curretet resiif/asbestos :es in favor of an asbestos-' materi^^ Unfortunately there* are no asbestos-free brake available]that will be a^fflfegctory for i^flBftfeustomer u: understandin| that botlfXnlan< and DelcoeMorainl division: developWTW are developing, asbestos-f|eebrale linings asbestos bandon the ction currently It is our have materials appear ta require diffef^g^J^ake derign^^PS^Blvide opei rmar.ce. e thht acceptable asbestosd that Research expand the nt of non-asbestos brake 1 ain the necessary expertise t y control tests, to determ: s when appropriate. Also t ining and brake geometries ngs. lations are available, it material program to include This will enable Research in developing appropriate re modes, and to assist ogram would include studies usV with the resultant non- Approach Full Metallic Resin-Bonded Metallic Resin-Fiber HOSHj ?4-0 V ?.C6 - 0055 -2- B. Evaluate: Vendor Submissions United States Foreign C. Selected Laboratory Studies Carbon Fiber Metal Wire Filled Fiberglass Fiber Titanate Fiber Polymer Fiber D. Sys -iration e/ ** o ize and Shape [ented on Solid Rotor lotor Material and Surface Finish tr Project tents T /TS The investigation will require the effort of 1 additional person in Polymer Science apartment. 1 additional person in?Machining and Wear Department, and 0.3 addfzTqff^L person in Technical Services^^-#'' i o ooft Eli ri o ft ft o ft ft o 0RN V "C s ? r.oo - Clie Inter Office ft < f*f^. Mr. M. Humenik, Jr., Director Manufacturing Process Laboratory .and Research Staff p Personnel end Organization Staff August l8, 19&0 S-1 jeciT'^ldustrial Hygiene Study - Machining and Wear Department w. r As requested by Mr. A. H. Turner, Muo&ger Technical Services Department, En.-ififcri-n^' and Research Staff, an iodu.strial/hygiene study was conducted on 4z*.r?~ li>00 to evaluate employe ex^Ofture* to airborne asbestos at the Micn&ai efcd Wear Department. Employe exposure to airborne asbestos Machining and Wear Department or 1 Brn'roa ththee testing of brakes on jbrake components. Testing fflg lomometer and the individual Lons are ProuflOikvith local f* - i^ i ``nation andTBean-up is dc** an appropriate^Vcuum cleaner\ * .he 1I C* Z*MIA and &J` MIOtSeHnAii:Tise-Weihted Average Expos ____ _ ) limits and .a^lca levels for eggjoye exposur rborne asbest3^^re 2 and 0.1 risers fcartcuoic centimeter-of air, r ely. As ajg^b^^een from the o utt^Ma^Baita sheet,! the results of t |atples tajlfn arewell below tr.e *C SI-LA aid ."JOELIA. TStfAZs yd action or airborjp asbestos. o,, H. Senior Industrial Hygienist Inai^^r^SkHyglent; & Toxicology Department Employe Health Services MO1* . t_- ' -t V -1 i - INDUSTRIAL H5TCJSS SERVICES SECTION INDUSTRIAL HYGIENE k TOXICOLOGY DEPARTMENT EMPLOYE HEALTH SERVICES Engineering and Research Staff June 30, $80, * Machining and ^eai^'Departrnent FI= RLE OCCUPATIONAL EXPOSURE LIHJ2TS FOR AIRBORNE CONTAMINANT: p fibers per cubic centimete^tefiair) Contaminant 3-Hour Tine Weighted ~ ^arfe' Exposure Limit Asbestos Location and Condition 1. . Skags (30S-L0-8238) tXUSr Dynccooeter Room 1152 'Apartment K 9220 . iWl Breathing Zone Air Sample (3.Z .r 2 <er.rajj area sa=pjL** } ^ DynoBOcetu^^oaa 1152 1 Ii 3- yff^r:*1 area sample, Centerw Specimen Moratory ^J^^Lais (3c9 _ _ Reg^rcn Technclog^Bflpeciaen La_ cS^Lcu, Department K 9390 (B.Z.) 2 f/cc Asbestos Concentration 0.0153 /"W ^^.0167 O M iibL 1007-3010 lijjjijgljTi n. AND LYSIS: KiA M>^1 C nil Uend::< i)DX pumps with c=Mi li. Vi :.ar:: Keai fane Filters. li ,t>;v l'h.i.-.c; * * * *'-'* * ^ * mO?4 i Cm r* iiAuztr: :1 u.U e3 9 A-24-23 2.0: - Inter Office .v* Personnel end Organization Staff S. R J Clenett Ari icM Proving Ground 4 a O r- t" January 19 1981 ee tt Subject* Industrial Hygiene Surrey ;5 The s&phad report describing an industrial hygiene surrey at Arizona Proving Ground fibres a recommendation Per control of employe exposures to asbestos fibesa^^gplementation of this -- or an^equally effective -- control method is oisential tot ' . pJsi5t conservation*of employe healt* ^ * Lyj&Sgto Conpan^ directive a regarding occupational Health saitsues 'h~ .iply with OSHA Tegulatdons and standards ^^S^employe hJ^Kfa^d safety . y4es^TUV contractual easements rArding\ employe h The mr^Kcamdil^^^iti IMaJ asbestos-containing waste should he cW&scted end disposed of in Dperme^ble bags or containers in ae^aw with the OSHA Asbestos bandar* (29CFR 1910.1000(h)(2)). e to me by February 20, 196j se recommendations will be plan including a timetable to ted. Attachments dt E. Toth, Manager trial Hygiene and Toxicology Dept. Health Services Inter Office JfK * f. ' ; Personnel end Organization Staff January 7, 1981 L E. RiOlamfilt, Manager ArizenjpFPrroBfing Ground ( v*/ ec X. LaBo , Sherman, M.D. e fcaame'v , CVTnduatrial Hygiene Survey - Asbeeettpost Tiber* - 'L. Afizona Proving Ground At yow request an induatrial hygiene survey vae performed at the eubject loca^IoiK^The purpose vaa to evaluate employe*'exposurea to airborne aabeatoa fiber* at the brake replacement operation and thermocouple drilling operation. The results:of repreaentative breathing'^en^aamplea at both operationa indi- catVfiP detectable exposures to aabaatoysare found* Additionally, the reeultaof the analyaiv^f a bulk eampl^X^nrake lining dt^BKdvealed no detactaFle aabeatoa content.t ' Baeedon the above rea&ttS^lt ie con eluded that no appai^pt health hazard exia?S&. Since the detectable limit of the^samplea vaa leaMHui the Ford Motor Company guidelins^tetmedicel BoniilSf&k of 0*1 fi^ug |(jr cubic ceatimeter, hoduch monitoring ieirequired. fRotvitoatending tpfe above, all aa- bestOT^SBHfaining waste (i.ei drilling duat)aiuld be culectedj and dis posed of in sealed impemaag^fla bags or jfffflffflbpermeahle ^girtainers in with the OSHinSbaatoa Standard (296FR 1910.1000Wf2)). any queationa, contact the at 33-78955. 'Brian 'Induatrial Hygienist ial Hygiene and Toxicology Dept. Health Servieea % INDUSTRIAL HTGEE3TE SERVICES SECTION INDUSTRIAL HYGIENE AND TOUCOLOGI DEPARTMENT EMPLOYE HEALTH SERVICES_______________________ ARIZONA PROVING GROUNDS September 30 and Octobervl, 1980 _______ Asbestos Use Areas PERMISSIBLE OCCUPATIONAL EXPOSURE LIMIT TOjLgBORNE CONTAMINANTS L (/ec - fibers per cubic centimeWte4r oW1f breathing sons air) pn Contaminant SB-^BSojgL5Uk.Tiimfle Weighted Average Exposure Limit Asbeetoe a r/cc L. RESULTS Eaplfcjmi^ Naas/Date S.S. Number ~hS I. Shoe Replacement v... Sample Time (Min.) Airborne Asbesto _ Concentration (f/cc) v. w^iusa ft ,-16-9561 Time Vei N.D.- o Drage Expo S.D.- N.D.] o ffl R.D.^gi None detected at 0.03 f/ec o N.D^ =lNone detected at 0.06 f/ce CxjPATA^ftHfrjjgttT. MTTMREB*. MJO 2110-2115 EQUIPMENT: Bendix BDX-1A personal sampling pulps and open-faced 0.8 u AA filters ANALYSIS: Personal samplas analyzed using phase contrast microscopy by Clayton Environmental Consultants, Inc. Bulk sample analyzed by polarized light microscopy by Clayton Environmental Consultants, Tno. . r-i t , C. VraMan o September 19, 1979 L IS"Mr. J. 0. ee G. F. Be&lhg S. M. ^ry 5 Subject: MVHi Meeting with EPl Attached minutea o; Mr. E. VitTtr ft Mr. J. __information are etiag that ) held with \k) to diieuug^ evident fTotthe j mimitea, Mr. GeKany ia ala^pon. - * earned vith the aebestoa/b: problem like to f * the l_a_a_u_e ___ meet I lOctober 1 The aebealoe iaaie vill be out aid* of^Bd^toparate fToe uf M7M1 maetnndNftt might take place to die SEP 2 'i 79 r. t\ G. F. EOLL!,NG iW.\: ?.W*:V ___\r vvUH vEHiCLt .: ,*cKa AaSiXUllOR Of Tnc tATlD STATES ISC J<^JUU .'tti. wiTt, r\asJ Oi*>'CiI U.vHiUVJ j.1 8 _* AH-A Ji SHOOKS MeCCBMiCK i --i" i j aOOuCi 9e<tf ms f*ch*# O^e*' ThOUIS h H&N.V^_Srn.0> V >)* n August 17, Air Quality Commit b^e^^^ Ad Hoe SubcoBDitcce. on. Air Conditioning 1979 Harry B. Weaver, Srormry EPA, and Asbestos 7^ ^*&n^August 15, 1979, I aet with John DeCany, Deputy AssistanttAdministrator for Toxic Substances, EPA, In his office at ^fc&^g-ide Mall, Washington, D^^y^^co discuss current and future EPA activities and posslbrC^ooperatlve efforts between EPA^ffdgigyMA regarding the control ' P* 4 After d^ggj^sslng the C question. Mr. pMtay steered fHTPWketing info a discussion of fnellcdTjitrol of pollution ffom brskc{ linings during ins^^latlon, servicing^ and Inspection. .; At die aeetlsg^, b~e^lncroduc volved vlth tHe two suj Chief, wt^o was ao^^^Lj&rested j! wBtsbHSp^who was most Interested Vl/th. \ lights of the Meeting " staff Division on; Ferial and C sft c - 3 5 \ Augunt 17, 1979 - 3- f^P d r* r\ "S_>* August 17, 1979 Dvloctd th Justmen arlancl Tarelnoga 1 aria. Ha propose* including all repair and raplae brake Uniat* and he similar to thee on ci pointing out the ear asbestos particles a to use a surgleal me brakes. He would also .be endorsed by KVMA, garage trade essoela endorsement la noted ekes were: gleal mask with its containing nclude a.warning, packages, 1C effect of g the mechanic re working on the that this warning HADA and Independent ,nd chat this kit. ' -4- August 17, 1979 3. # DeRany reported that ther^hast been successful field testing of an asbestoa~free brake lining and be would like to see this Material Intro* dueed aeross the board siT'quTekly as possible. DeRany would part icularly^veWone the opportunity o dlseuss this brake lining problem with the Air fuallty Coaaittee. ^J ^Discussion of possible M7KA fallow-up to this visit will be an agenda ltea at the nest Airiftp^itr Cosalttee aeetlng and the KVt y Hoc Subcoaaittee on aeetlng. BBV/STd c r V. '4 ** 3 1 .9" t WT U~cia. t i ' Cti .v' <_ Intar Office Enginaaring and Research Staff November 21, 1980 Executive Director Directors b Fi: V. D. Compton Research Task Force oa CIaRfetatOaoggCeTnUs la the Workplace Asbestos Survey Report o fed is the Task Force report tMehMf surveyed, identified and made I recommendations on the elimination o)Sn&pnodatlOB of asbestos materials 3 r- fvtarch laboratories and facilities pH Q it o Q ^** H OC*J*(Pl||ovn, Jr. ^ R. C. Machen ffl Ph sO Ph Ph C