The development of an independent locking securement system for mobility aids on public transportation vehicles. Final report.

Federal Transit Administration, Washington, D.C.

Structure verification of bus passenger seats. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

School bus passenger seat and lap belt sled tests. Final report.

Mode of access: Internet.

Cost evaluation of Federal Motor Vehicle Safety Standard (FMVSS) 108 and 207. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Evaluation of passive belts for different size occupants. Phase II. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

School bus seat restraint and seat anchorage system. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Booster seat evaluation: belt anchorage location effect and performance in rear-facing seats. Final report.

Mode of access: Internet.

Application of the quality functional deployment method in mobility aid securement system design. Final report.

Federal Transit Administration, Washington, D.C.

Evaluation of passive belts for different size occupants. Final report, phase I.

National Highway Traffic Safety Administration, Washington, D.C.

Evaluation of the comfort and convenience of safety belt systems in 1980 and 1981 model vehicles. Final report.

National Highway Traffic Safety Administration, Office of Driver and Pedestrian Research, Washington, D.C.

Optimisation of a ground anchor head for NDT monitoring

Peer reviewed

¿Qué hay en un nombre? –Akko-Ptolemais–´Akka-Acre

La actual ciudad de Akko in Israel, ha tenido muchos nombres a lo largo de los siglos de su prolongado asentamiento. El nombre de Acre, con el que se le conoce en el mundo Occidental, es el residuo del nombre de San Juan de Acre que le dieron sus habitantes cruzados en el s. XII de la era Cristiana. Sin embargo, el nombre de ‘Akko y sus derivados, tienen una larga historia. Bajo tal nombre, aparece ya en las fuentes escritas de comienzos el II Milenio a.C., cuando e produjo la primera urbanización del lugar. Se mantuvo como ‘Akko, ‘Ake, etc…a lo largo de los siglos posteriors, a pesar de los inentos de varios dirigentes de cambiarelo. El asentamiento se trasladó, a causa de los cambios en la línea de costa y del río Na’aman o Belos, desde el antiguo Tel Akko a la bahía, en la que se estableció un puerto artificial,reconstruido y renovado reiteradamente durante más de 2000 años. El primer nombre conocido del sitio original del asentamiento, el tell, data de época de los cruzados. Este sufrió una alteración de su nombre, reflejo de la transformación de la historia de Akko, en la que la intervención occidental (europea9, jugó un papel decisivo.

Acompanhamento da construção do edifício "Castilho 15"

Relatório de Estágio para obtenção do grau de Mestre em Engenharia Civil

Use of Fiber Reinforced Polymer Composite Cable for Post-tensioning Application

Corrosion of steel tendons is a major problem for post-tensioned concrete, especially because corrosion of the steel strands is often hard to detect inside grouted ducts. Non-metallic tendons can serve as an alternative material to steel for post-tensioning applications. Carbon fiber reinforced polymer (CFRP), given its higher strength and elastic modulus, as well as excellent durability and fatigue strength, is the most practical option for post-tensioning applications. The primary objective of this research project was to assess the feasibility of the use of innovative carbon fiber reinforced polymer (CFRP) tendons and to develop guidelines for CFRP in post-tensioned bridge applications, including segmental bridges and pier caps. An experimental investigation and a numerical simulation were conducted to compare the performance of a scaled segmental bridge model, post-tensioned with two types of carbon fiber strands and steel strands. The model was tested at different prestress levels and at different loading configurations. While the study confirms feasibility of both types of carbon fiber strands for segmental bridge applications, and their similar serviceability behavior, strands with higher elastic modulus could improve structural performance and minimize displacements beyond service loads. As the second component of the project, a side-by-side comparison of two types of carbon fiber strands against steel strands was conducted in a scaled pier cap model. Two different strand arrangements were used for post-tensioning, with eight and six strands, respectively representing an over-design and a slight under-design relative to the factored demand. The model was tested under service and factored loads. The investigation confirmed the feasibility of using carbon fiber strands in unbonded post-tensioning of pier caps. Considering both serviceability and overload conditions, the general performance of the pier cap model was deemed acceptable using either type of carbon fiber strands and quite comparable to that of steel strands. In another component of this research, creep stress tests were conducted with carbon fiber composite cable (CFCC). The anchorages for all the specimens were prepared using a commercially available expansive grout. Specimens withstood 95% of the guaranteed capacity provided by the manufacturer for a period of five months, without any sign of rupture.