Thin Bonded Portland Cement Concrete Overlay, HR-520, 1990

A four and one-half inch thick, bonded portland cement concrete (PCC) overlay and integral widening were used to rehabilitate a 4.5 mile section of Iowa route 141 from US 169 to Iowa 210 in Dallas County. There was a substantial amount of cracking in the old 20 feet wide PCC pavement. Most of the widening, which was tied to the original slab by dowel bars, was placed as a four feet wide section on one side. Coring has shown that the overlay is well bonded and testing with the Delamtect has shown less than 1% debonding. Midpanel transverse cracks in the old pavement have reflected through the overlay (as expected). Some new transverse cracking has occurred. This cracking has not caused any significant problems. In general, the overlay is performing quite well.

Développement d'une méthode microgravimétrique urbaine : intégration dans un SIG et application au projet du M2 lausannois

Résumé La réalisation d'une seconde ligne de métro (M2) dès 2004, passant dans le centre ville de Lausanne, a été l'opportunité de développer une méthodologie concernant des campagnes microgravimétriques dans un environnement urbain perturbé. Les corrections topographiques prennent une dimension particulière dans un tel milieu, car de nombreux objets non géologiques d'origine anthropogénique comme toutes sortes de sous-sols vides viennent perturber les mesures gravimétriques. Les études de génie civil d'avant projet de ce métro nous ont fournis une quantité importante d'informations cadastrales, notamment sur les contours des bâtiments, sur la position prévue du tube du M2, sur des profondeurs de sous-sol au voisinage du tube, mais aussi sur la géologie rencontré le long du corridor du M2 (issue des données lithologiques de forages géotechniques). La planimétrie des sous-sols a été traitée à l'aide des contours des bâtiments dans un SIG (Système d'Information Géographique), alors qu'une enquête de voisinage fut nécessaire pour mesurer la hauteur des sous-sols. Il a été alors possible, à partir d'un MNT (Modèle Numérique de Terrain) existant sur une grille au mètre, de mettre à jour celui ci avec les vides que représentent ces sous-sols. Les cycles de mesures gravimétriques ont été traités dans des bases de données Ac¬cess, pour permettre un plus grand contrôle des données, une plus grande rapidité de traitement, et une correction de relief rétroactive plus facile, notamment lorsque des mises à jour de la topographie ont lieu durant les travaux. Le quartier Caroline (entre le pont Bessières et la place de l'Ours) a été choisi comme zone d'étude. Le choix s'est porté sur ce quartier du fait que, durant ce travail de thèse, nous avions chronologiquement les phases pré et post creusement du tunnel du M2. Cela nous a permis d'effectuer deux campagnes gravimétriques (avant le creu¬sement durant l'été 2005 et après le creusement durant l'été 2007). Ces réitérations nous ont permis de tester notre modélisation du tunnel. En effet, en comparant les mesures des deux campagnes et la réponse gravifique du modèle du tube discrétisé en prismes rectangulaires, nous avons pu valider notre méthode de modélisation. La modélisation que nous avons développée nous permet de construire avec détail la forme de l'objet considéré avec la possibilité de recouper plusieurs fois des interfaces de terrains géologiques et la surface topographique. Ce type de modélisation peut s'appliquer à toutes constructions anthropogéniques de formes linéaires. Abstract The realization of a second underground (M2) in 2004, in downtown Lausanne, was the opportunity to develop a methodology of microgravity in urban environment. Terrain corrections take on special meaning in such environment. Many non-geologic anthropogenic objects like basements act as perturbation of gravity measurements. Civil engineering provided a large amount of cadastral informations, including out¬lines of buildings, M2 tube position, depths of some basements in the vicinity of the M2 corridor, and also on the geology encountered along the M2 corridor (from the lithological data from boreholes). Geometry of basements was deduced from building outlines in a GIS (Geographic Information System). Field investigation was carried out to measure or estimate heights of basements. A DEM (Digital Elevation Model) of the city of Lausanne is updated from voids of basements. Gravity cycles have been processed in Access database, to enable greater control of data, enhance speed processing, and retroactive terrain correction easier, when update of topographic surface are available. Caroline area (between the bridge Saint-Martin and Place de l'Ours) was chosen as the study area. This area was in particular interest because it was before and after digging in this thesis. This allowed us to conduct two gravity surveys (before excavation during summer 2005 and after excavation during summer 2007). These re-occupations enable us to test our modélisation of the tube. Actually, by comparing the difference of measurements between the both surveys and the gravity response of our model (by rectangular prisms), we were able to validate our modeling. The modeling method we developed allows us to construct detailed shape of an object with possibility to cross land geological interfaces and surface topography. This type of modélisation can be applied to all anthropogenic structures.

Pràctiques d'exclusió als locals nocturns del centre històric de Barcelona. El dret d'admissió com a tècnica de discriminació racista

La investigació se centra en l'ús discriminatori del dret d'admissió en els bars de nit del centre de Barcelona. En concret, el terreny de camp el conformen quatre bars situats en el Raval, un barri que està experimentant un procés d'ennobliment. El treball de camp ha tingut una durada de deu mesos i s¿ha basat fonamentalment en l'observació etnogràfica. L'objectiu principal ha estat constatar sobre el terreny la pràctica efectiva de la discriminació, i com es du a terme, quines són les formes que adopta i les argumentacions en què es basa. La qüestió fonamental que cal respondre és com es duen a terme els protocols d'acceptació o rebuig d¿aquells què pretenen ingressar als bars de nit, a partir de criteris de detecció de persones pertanyents a determinats grups socials considerats indesitjables, moralment contaminants o perillosos. Aquest és el cas dels i les immigrants, especialment els que provenen del Marroc o d'Algèria, als quals molt sovint se'ls impedeix l'entrada perquè són considerats com una font permanent d'ansietat. Això és bàsicament per un prejudici construït envers el que s¿entén popularment com la figura del moro. Molt sovint, els immigrants àrabs són relacionats amb la delinqüència, i això serveix com a pretext perquè es puguin justificar les pràctiques d'exclusió que s'executen envers aquest grup social en nom del dret d'admissió. En definitiva, aquestes pràctiques discriminatòries funcionarien com un mecanisme la missió del qual seria reafirmar la inferioritat moral atribuïda a aquest col·lectiu i garantir que en els espais d'oci nocturn del Raval els i les joves de classe mitjana no estiguin en contacte amb els i les immigrants àrabs. En conseqüència, podem afirmar que l'exercici discriminat del dret d'admissió sembla tenir relació amb el procés d'ennobliment que està experimentant el barri.

Investigation of Field Corrosion Performance and Bond/Development Length of Galvanized Reinforcing Steel, TR-666, 2014

In reinforced concrete systems, ensuring that a good bond between the concrete and the embedded reinforcing steel is critical to long-term structural performance. Without good bond between the two, the system simply cannot behave as intended. The bond strength of reinforcing bars is a complex interaction between localized deformations, chemical adhesion, and other factors. Coating of reinforcing bars, although sometimes debated, has been commonly found to be an effective way to delay the initiation of corrosion in reinforced concrete systems. For many years, the standard practice has been to coat reinforcing steel with an epoxy coating, which provides a barrier between the steel and the corrosive elements of water, air, and chloride ions. Recently, there has been an industry-led effort to use galvanizing to provide the protective barrier commonly provided by traditional epoxy coatings. However, as with any new structural product, questions exist regarding both the structural performance and corrosion resistance of the system. In the fall of 2013, Buchanan County, Iowa constructed a demonstration bridge in which the steel girders and all internal reinforcing steel were galvanized. The work completed in this project sought to understand the structural performance of galvanized reinforcing steel as compared to epoxy-coated steel and to initiate a long-term corrosion monitoring program. This work consisted of a series of controlled laboratory tests and the installation of a corrosion monitoring system that can be observed for years in the future. The results of this work indicate there is no appreciable difference between the bond strength of epoxy-coated reinforcing steel and galvanized reinforcing steel. Although some differences were observed, no notable difference in either peak load, slip, or failure mode could be identified. Additionally, a long-term monitoring system was installed in this Buchanan County bridge and, to date, no corrosion activity has been identified.

Spatial variability of tree hight at treeline ecotones in the Pyrenees.

We describe the spatial distribution of tree height of Pinus uncinata at two undisturbed altitudinal treeline ecotones in the southern Pyrenees (Ordesa, O, and Tessó, T). At each site, a rectangular plot (30 x 140 m) was located with its longest side parallel to the slope and encompassing treeline and timberline. At site O, height increased abruptly going downslope with a high spatial autocorrelation at short distances. In contrast, the changes of tree height across the ecotone at site T were gradual, and tree height was less spatially autocorrelated. These results can be explained by the greater importance of wind and snow avalanches at sites O and T, respectively.

Maximum likelihood Linear Programming Data Fusion for Speaker Recognition

Biometric system performance can be improved by means of data fusion. Several kinds of information can be fused in order to obtain a more accurate classification (identification or verification) of an input sample. In this paper we present a method for computing the weights in a weighted sum fusion for score combinations, by means of a likelihood model. The maximum likelihood estimation is set as a linear programming problem. The scores are derived from a GMM classifier working on a different feature extractor. Our experimental results assesed the robustness of the system in front a changes on time (different sessions) and robustness in front a change of microphone. The improvements obtained were significantly better (error bars of two standard deviations) than a uniform weighted sum or a uniform weighted product or the best single classifier. The proposed method scales computationaly with the number of scores to be fussioned as the simplex method for linear programming.

El principio del Universal Design. Concepto y desarrollos en la enseñanza superior

Los principios, las prácticas y la investigación sobre diseño universal han sidoimplantados progresivamente en diferentes ámbitos, respecto al diseño y la preparación de entornos para la atención a las necesidades de las personas con discapacidad. En el contexto internacional, este desarrollo ha estado vinculado al avance en derechos sobre igualdad de oportunidades. En el contexto legislativo español, en la Ley 51/2003 se introducen definiciones sobre «accesibilidad universal» y «diseño para todos», con lo que se genera un marco que posibilita el análisis de fuentes conceptuales y de aplicación en nuestro contexto, de las aportaciones del diseño universal, así como su consideración para la fundamentación de prácticas de innovación e investigación en nuestros ámbitos universitarios. En este trabajo, a partir de una amplia revisión de fuentes y aportaciones de gran trayectoria en este campo, se presentan y analizan distintos enfoques, a través de los cuales se están desarrollando y aplicando prácticas de diseño universal en el ámbito de la enseñanza universitaria, y se plantean sus implicaciones educativas. Este análisis permite concluir que las aplicaciones del diseño universal parecen más prometedoras para el progreso hacia metas de inclusión en el entorno universitario que una perspectiva de «adaptación curricular»; aunque se pone de manifiesto la necesidad de que la investigación que se desarrolle en nuestros contextos aporte pruebas y elementos que favorezcan su implementa- ción. Aplicar prácticas docentes y de planificación en la enseñanza universitaria con bases en el diseño universal podría contribuir a superar, eliminar o evitar en un futuro barreras en el aprendizaje, no solo limitadoras del progreso de las personas con discapacidad, sino también del conjunto del alumnado. Asimismo, las conclusiones de este trabajo plantean aplicaciones y estimaciones de nuevas muestras empíricas como puntos de partida para futuras y posibles determinaciones de enfoques conceptuales.

What determines the wavelength of self-organized shoreline sand waves?

Shoreline undulations extending into the bathymetric contours with a length scale larger than that of the rhythmic surf zone bars are referred to as shoreline sand waves. Many observed undulations along sandy coasts display a wavelength in the order 1-7 km. Several models that are based on the hypothesis that sand waves emerge from a morphodynamic instability in case of very oblique wave incidence predict this range of wavelengths. Here we investigate the physical reasons for the wavelength selection and the main parametric trends of the wavelength in case of sand waves arising from such instability. It is shown that the existence of a minimum wavelength depends on an interplay between three factors affecting littoral drift: (A) the angle of wave fronts relative to local shoreline, which tends to cause maximum transport at the downdrift flank of the sand wave, (B) the refractive energy spreading which tends to cause maximum transport at the updrift flank and (C) wave focusing (de-focusing) by the capes (bays), which tends to cause maximum transport at the crest or slightly downdrift of it. Processes A and C cause decay of the sand waves while process B causes their growth. For low incidence angles, B is very weak so that a rectilinear shoreline is stable. For large angles and long sand waves, B is dominant and causes the growth of sand waves. For large angles and short sand waves C is dominant and the sand waves decay. Thus, wavelength selection depends on process C, which essentially depends on shoreline curvature. The growth rate of very long sand waves is weak because the alongshore gradients in sediment transport decrease with the wavelength. This is why there is an optimum or dominant wavelength. It is found that sand wave wavelength scales with λ0/β where λ0 is the water wave wavelength in deep water and β is the mean bed slope from shore to the wave base.

Performance of Various Thicknesses of Portland Cement Concrete, HR-9, 30 Year Report, 1981

If adequately designed and high quality material and good construction practices are used, portland cement concrete is very durable. This is demonstrated by the oldest pavement in Iowa (second oldest in the U.S.) paved in 1904, which performed well for 70 years without resurfacing. The design thickness is an important factor in both the performance and cost of pavement. The objective of this paper is to provide a 30-year performance evaluation of a pavement constructed to determine the required design thickness for low volume secondary roadways. In 1951 Greene County and the Iowa Highway Research Board of the Iowa Department of Transportation initiated a four-mile (6.4 km) demonstration project to evaluate thicknesses ranging from 4-1/2" (11.4 cm) to 6" (15.2 cm). The project, consisting of 10 research sections, was formed pavement placed on a gravel roadbed with very little preparation except for redistribution of the loose aggregate. Eight sections were non-reinforced except for centerline tie bars and no contraction joints were used. Mesh reinforcing and contraction joints spaced at 29' 7" (9.02 m) intervals were used in two 4-1/2" (11.4 cm) thick sections. The only air entrained section was non-reinforced. The pavement performed well over its 30-year life carrying a light volume of traffic and did not require major maintenance. There was substantial cracking with average slab length varying directly with thickness. The 4-1/2" (11.4 cm) thick non-air entrained, mesh-reinforced pavement with contraction joints has performed the best.

Thermoset Composite Concrete Reinforcement, HR-325, Part 2, 1992

This is the second part of the final report submitted to the Iowa Department of Transportation. Part 1 contained a comparison of unaged fiber composite and steel dowels and derivation of the appropriate theoretical model for analyzing the results. Part 2 of this final report covers the theoretical and experimental models for accelerated aging of fiber composite reinforcing bars and dowels cast in a concrete environment. Part 2 contains results from testing of unaged and aged fiber composite dowels and steel dowels, in addition to unaged and aged fiber composite reinforcing bars. Additional tests have been performed on unaged dowels (both steel and fibercomposite) to verify results from Part 1 and to keep the testing program consistent. Slight modifications have been made to the dowel specimens presented in Part 1. These modifications are noted in the Section 3.4 of this report. The flexural modulus of elasticity for the FC dowel bar given in Part 1 of the final report (Table 3. 2) was for the incorrect structural shape (non-circular cross section). The value is corrected and given in Part 2 of the final report (Table 3.4 for the.modulus of elasticity supplied by the manufacturer, and Tables 3. 5 and 3. 6 for experimentally determined modulus of elasticities) • The value in Part 1 was not used for any analysis of the FC dowel bars.

Estructura espacial de un ecotono bosque subalpino-pastos alpinos en los Estanys de la Pera (Pirineos orientales) formado por manchas de árboles

Se describe la estructura y el patrón espacial de un ecotono bosque subalpino-pastos alpinos dominado por Pinus uncinata Ram. (Pirineos Orientales, Cerdanya, Estanys de la Pera). La historia de perturbaciones de la zona sugiere que el patrón espacial del ecotono puede haber sido afectado recientemente por el pastoreo. Se situó una parcela rectangular (30 x 100 m) cruzando el ecotono con su lado mayor paralelo a la pendiente. Para cada individuo de P. uncinata dentro de la parcela se midió: su localización (coordenadas x, y), y diversas variables estructurales (diámetros basal y a 1,3 m de altura, altura, radios de las copas, número de cohortes de acículas, edad estimada -número de internodos del tronco). Los individuos vivos de P. uncinata se clasificaron según su tamaño (adultos, jóvenes, vástagos y plántulas) y forma de crecimiento (krummholz -individuos arbustivos policórmicos-). Se describieron cuantitativamente el tipo de sustrato (roca, materia orgánica, suelo) y la cobertura de herbáceas, arbustos y P. uncinata usando transectos paralelos a la pendiente. La estructura del ecotono se describió mediante: (i) los análisis del patrón de puntos (K de Ripley, casos uni- y bivariante) y (ii) del patrón de superficies (correlogramas omni- y unidireccionales de Moran). El ecotono estudiado mostró una distribución de individuos de P. uncinata en agregados, predominando los vástagos. Los análisis espaciales mostraron la existencia y el tamaño de agregados con valores similares para ciertas variables de los árboles situados dentro del bosque (p. ej. 8-10 m para la edad estimada). La edad estimada de los individuos jóvenes (60 años <) estaba positivamente correlacionada con la altura y el diámetro basal. La regeneración reciente presentó dos máximos (1965-67, 1973-77). Apareció una posible cohorte de individuos más viejos (1941-57). A partir de 1975, la regeneración declinó de forma exponencial. El establecimiento...

Establishing Load Transfer in Existing Jointed Concrete Pavements, HR-1041, 1985

In this paper are described the results of a research project that had the objective of developing construction procedures for restoring load transfer in existing jointed concrete pavements and of evaluating the effectiveness of the restoration methods. A total of 28 test sections with various load transfer devices were placed. The devices include split pipe, figure eight, vee, double vee, and dowel bars. Patching materials used on the project included three types of fast-setting grouts, three brands of polymer concrete, and plain portland cement concrete. The number and spacing of the devices and dowel bars were also variables in the project. Dowel bars and double vee devices were used on the major portion of the project. Performance evaluations were based on deflection tests conducted with a 20,000-lb axle load. Horizontal joint movement measurements and visual observations were also made. The short-term performance data indicate good results with the dowel bar installations regardless of patching materials. The sections with split pipe, figure eight, and vee devices failed in bond during the first winter cycle. The results with the double vee sections indicate the importance of the patching material to the success or failure of the load transfer system: some sections are performing well and other sections are performing poorly with double vee devices. Horizontal joint movement measurements indicate that neither the dowel bars nor the double vee devices are restricting joint movement.

Demonstration and Field Evaluation of Alternative Portland Cement Concrete Pavement Reinforcement Materials, HR-1069, 2003

Transverse joints are placed in portland cement concrete pavements to control the development of random cracking due to stresses induced by moisture and thermal gradients and restrained slab movement. These joints are strengthened through the use of load transfer devices, typically dowel bars, designed to transfer load across the joint from one pavement slab to the next. Epoxy coated steel bars are the materials of choice at the present time, but have experienced some difficulties with resistance to corrosion from deicing salts. The research project investigated the use of alternative materials, dowel size and spacing to determine the benefits and limitations of each material. In this project two types of fiber composite materials, stainless steel solid dowels and epoxy coated dowels were tested for five years in side by side installation in a portion of U.S. 65 near Des Moines, Iowa, between 1997 and 2002. The work was directed at analyzing the load transfer characteristics of 8-in. vs. 12-in. spacing of the dowels and the alternative dowel materials, fiber composite (1.5- and 1.88-in. diameter) and stainless steel (1.5-in. diameter), compared to typical 1.5-in. diameter epoxy-coated steel dowels placed on 12-in. spacing. Data were collected biannually within each series of joints and variables in terms of load transfer in each lane (outer wheel path), visual distress, joint openings, and faulting in each wheel path. After five years of performance the following observations were made from the data collected. Each of the dowel materials is performing equally in terms of load transfer, joint movement and faulting. Stainless steel dowels are providing load transfer performance equal to or greater than epoxy-coated steel dowels at the end of five years. Fiber reinforced polymer (FRP) dowels of the sizes and materials tested should be spaced no greater than 8 in. apart to achieve comparable performance to epoxy coated dowels. No evidence of deterioration due to road salts was identified on any of the products tested. The relatively high cost of stainless steel solid and FRP dowels was a limitation at the time of this study conclusion. Work is continuing with the subject materials in laboratory studies to determine the proper shape, spacing, chemical composition and testing specification to make the FRP and stainless (clad or solid) dowels a viable alternative joint load transfer material for long lasting portland cement concrete pavements.

Autosomal dominant spondylocarpotarsal synostosis syndrome: phenotypic homogeneity and genetic heterogeneity.

Spondylocarpotarsal synostosis syndrome (SCT) (OMIM 272460), originally thought to be a failure of normal spine segmentation, is characterized by progressive fusion of vertebras and associates unsegmented bars, scoliosis, short stature, carpal and tarsal synostosis. Cleft palate, sensorineural or mixed hearing loss, joint limitation, clinodactyly, and dental enamel hypoplasia are variable manifestations. Twenty-five patients have been reported. Thirteen affected individuals were siblings from six families and four of these families were consanguineous. In four of those families, Krakow et al. [Krakow et al. (2004) Nat Genet 36:405-410] found homozygosity or compound heterozygosity for mutations in the gene encoding FLNB. This confirmed autosomal recessive inheritance of the disorder. We report on two new patients (a mother and her son) representing the first case of autosomal dominant inheritance. These patients met the clinical and radiological criteria for SCT and did not present any features which could exclude this diagnosis. Molecular analysis failed to identify mutations in NOG and FLNB. SCT is therefore, genetically heterogeneous. Both dominant and autosomal recessive forms of inheritance should be considered during genetic counseling.

Evaluation of Dowel Bar Retrofits for Local Road Pavements, TR-520, 2008

As truck traffic on Iowa secondary roads has increased, engineers have moved to concrete pavements of greater depths. Early designs included thickened edge pavements and depths of seven inches or greater. The designs typically did not have load transfer devices installed in the transverse joints and relied on aggregate interlock for this purpose. In some cases, aggregate interlock was not adequate to deal with the soils and traffic conditions and faulting of the joints has begun to appear. Engineers are now faced with the need to install or retrofit load transfer in the joints to preserve the pavements. Questions associated with this decision range from the type of dowel material to dowel diameter, spacing, number of bars, placement method, and construction techniques to be used to assure reduction or elimination of faulting. Buena Vista County constructed a dowel bar retrofit project on one mile of road. The plan called for addition of the dowels (2, 3, or 4) in the outer wheel path only and surface grinding in lieu of asphalt overlay. The project included the application of elliptical- and round-shaped dowels in a rehabilitation project. Dowel material types included conventional epoxy-coated steel and fiber-reinforced polymer (FRP). This work involved the determination of relative costs in materials to be used in this type of work and performance of FRP and elliptical-shaped steel dowels in the retrofit work. The results indicate good performance from each of the bar configurations and use the results of ride and deflection testing over the research period to project the benefits that can be gained from each configuration vs. the anticipated construction costs. The reader is cautioned that this project could not relate the number of dowels required to the level of anticipated truck traffic for other roads that might be considered.