Estimation and evaluation of dynamic properties as indicators of changes on soil structure in sugarcane fields of São Paulo State - Brazil

The indiscriminate management and use of soils without moisture control has changed the structure of it due to the increment of the traffic by agricultural machines through the years, causing in consequence, a soil compaction and yield reduction in the areas of intensive traffic. The purpose of this work was to estimate and to evaluate the performance of preconsolidation pressure of the soil and shear stress as indicators of changes on soil structure in fields cropped with sugarcane, as well as the impact of management processes in an Eutrorthox soil structure located in São Paulo State. The experimental field was located in Piracicaba's rural area (São Paulo State, Brazil) and has been cropped with sugarcane, in the second harvest cycle. The soil was classified by Empresa Brasileira de Pesquisa Agropecuária (EMBRAPA) [Empresa Brasileira de Pesquisa Agropecuária (EMBRAPA), 1999. Centro Nacional de Pesquisa de Solos. Sistema Brasileiro de Classificao de Solos, Empresa Brasileira de Pesquisa Agropecuária (EMBRAPA), Brasilia, 412 pp.] as an Eutrorthox. Undisturbed samples were collected and georeferenced in a grid of 60 m x 60 m from two depths: 0-0.10 m (superficial layer - SL) and in the layer of greatest mechanical resistance (LGMR), previously identified by cone index (CI). The investigated variables were pressure preconsolidation (sigma(p)), apparent cohesion (c) and internal friction angle (phi). The conclusions from the results were that the SLSC was predicted satisfactorily from up as a function of soil moisture; thus, decisions about machinery size and loading (contact pressures) can be taken. Apparent cohesion (c), internal friction angle (phi) and the Coulomb equation were significantly altered by traffic intensity. The sigma(p), c and phi maps were shown to be important tools to localize and visualize soil compaction and mechanical resistance zones. They constitute a valuable resource to evaluate the traffic impact in areas cropped with sugarcane in State of São Paulo, Brazil. (C) 2008 Elsevier B.V. All rights reserved.

Method for estimating railroad track settlements due to dynamic traffic loads

This paper is the result of real-scale physical modeling study designed to simulate the load-deformation characteristics of railroad foundation systems that include the railroad ties, the ballast, and the sub-base layers of a railroad embankment. The study presents comparisons of the application of dynamic loads of 100kN on the rails, and the resulting deformations during a 500,000 cycle testing period for three rail support systems; wood, concrete and steel. The results show that the deformation curve has an exponential shape, with the larger portion of the deformation occurring during the first 50,000 load cycles followed by a tendency to stabilize between 100,000 to 500,000 cycles. These results indicate that the critical phase of deformations of a new railroad is within the first 50,000 cycles of loading, and after that, it slowly attenuates as it approaches a stable value. The paper also presents empirically derived formulations for the estimation of the deformations of the rail supports as a result of rail traffic.

Comparison between common traffic lights and three types of traffic lights with visual cycle a safety and capacity analysis

The objective of this paper is compare the common traffic lights (CTL) to three different types of traffic lights with countdown displays (SCD) and assess their effects on road safety and capacity. This comparison is required because the results found in the literature are divergent among countries and cities, and one of the SCD analyzed in our study is different from the SCD used worldwide. An observational before-after study was conducted to evaluate the safety and capacity in a period of one year before and one year after the implementation of the SCD in three Brazilian cities. The results indicate that the SCD models 1 and 3 had around 35%±14% reduction in the total number of accidents; the model 2, does not have significant reduction. In order to perform the capacity analysis a framework for data collection and an adaptation for estimation of initial lost time in each phase were developed. Considering the capacity analysis there was a reduction around 11% in the lost time in SCD model 1, 7% in SCD model 2 and 3% in SCD model 3. However the implications of this on capacity are trifle due to a small increase in the average headways for all SCD models compare to CTL.