Download Deep Freeze Standard 8 + Serial
Jaskon Farr
Wow, that's a bummer about the support. I used a trial in the past, but noticed it was not compatible with Win10 for a while. Then they updated to 8.30, which was compatible for a short time, then the Win10 creators update happened and it lost all compatibility (BSOD randomly happening due to a key component in Faronics). The crashed happened even while thawed. Supposedly version 8.37 (current) fixes everything. Would support include downloading updates that might be released within that year of time? And if out of that time frame, I'd have to pay for a new version?
I probably don't need support from their people regarding the use of the program. I've only ever needed it for the reason below:
I use a plotter program that creates a permanent settings file (even after a format/reinstall, it's still recognized, only DBAN has ever killed it) My machine has HPGL/GPGL built in, but the program overrides the machine so that it can only use 1 of these settings. If I visit :1130 I can see the status, but there's no way to change any of the settings. Deep Freeze has helped me with this issue. I freeze the PC, install my program and choose 1 of the 2 settings, and use it as normal. I reboot, the program is uninstalled and so is that annoying settings file. If I have to use the other setting, I'll be free to do so with a simple reinstall after a reboot.
If Reboot Restore can help me with this issue as a free alternative, I might be interested
To meet the objectives of this study, the research was separated into three basic steps. The first step was to develop models to quantify the effect of the environment, particularly related to deep frost or multiple FTCs, on pavement performance in terms of pavement distress. The second measure was to look at pavement design and materials standards that compensate for or mitigate the effect of seasonal frost. The third step was to evaluate costs associated with pavement design elements considering frost-related effects. Supplementary to these efforts, the application to mechanistic-based pavement design was also addressed.
The dataset included test sections located in the deep-freeze wet region, deep-freeze dry region, and the no-freeze wet region. The data were not separated by climatic setting, and they were analyzed independently to reduce the number of observations per grouping and because the information is largely dependent on the method used to group the data. Rather, all data for one pavement type were combined. Climatic differences were accounted for through the use of explanatory variables in the regression analysis. Test sections with surface treatments were excluded from the analysis. This resulted in more than 520 and 280 test sections for flexible and rigid pavement structures, respectively.
The PFSs were asked to provide information on the pavement design they would use for a standard primary and interstate highway with set design parameters as well as the material specifications, test procedures, and costs associated with those designs.
Many of the northern SHAs add additional untreated frost-free surfacing as part of their pavement designs based on the maximum measured frost depth.(12) For some SHAs, frost-susceptible subgrade soils are removed and replaced with frost-free material for depths ranging from 0.61 to 1.22 m (2 to 4 ft) as part of their normal construction requirements to eliminate the need to consider frost depth in the design procedures. There is no real way to show the relative value of the extra depth of frost-free material other than to note its widely accepted use. The extra surfacing depth is probably already accounted for in the pavement performance models developed considering that many SHAs follow that practice, and GPS test sections represent standard SHA design procedures. It may be one of the reasons for the longer service lives observed in fatigue cracking on flexible pavements in the moderate-freeze environments, which would have the extra surfacing compared to the wet no-freeze environments that would not have the extra surfacing.
Little was noted in the area of material specifications. Prior to Superpave, the researchers would have expected to find different (softer) binders used in the more Northern States as well as the use of a finer, lower-void mix compared to the Southern States. In the response provided by the PFSs, most SHAs have or are in the process of switching to Superpave. The use of the Superpave binder specifications should improve cold weather performance, a major consideration in the development of those specifications. The use of Superpave mix design procedures has to a large extent eliminated local adaptations in mix design procedures and specifications that might have provided improved performance in areas of deep frost penetration or numerous FTCs.
An economic evaluation was conducted, which consisted of computing equivalent uniform annual costs and present worth costs using deterministic and probabilistic LCCA. Standard cross sections were developed for interstate and primary highways using the 1993 AASHTO Pavement Design Guide.(1) LCCA was performed using these standard sections for all of the five regions. However, because many northern SHAs use additional depths of frost-free material to mitigate frost effects, an additional LCCA was performed. In this analysis, the roadway sections for the deep- and moderate-freeze regions included additional unbound base course thickness while the no-freeze region remained unchanged from the standard AASHTO design.
The differences between the costs using the standard sections were relatively small and well within one standard deviation when considering the distribution of the data. Using the mitigated section, which is more representative, resulted in the no-freeze region having life cycle costs that were less than the costs of the other regions and fell outside the range of one standard deviation.