Field Evaluation of Engineering Fabrics for Asphalt Concrete Resurfacing - Audubon County, HR-360, Construction Report, 1994

An asphalt concrete (ACC) overlay is most often the rehabilitative effort used to maintain the serviceability of either an ACC or PCC pavement. The major problem in durability of this ACC overlay comes from reflective cracking. These cracks usually open, allowing water to enter the unsealed crack and strip the ACC in the overlay. The stripping of the ACC allows accelerated deterioration at the crack. Two engineering fabrics were evaluated in this project in order to determine their effectiveness in reducing reflective cracking. These two materials are: PavePrep, Contech Construction Products, Inc., and Pro-Guard, Phillips Fiber Corporation. A 4.2 km (2.6 mi) roadway in Audubon County was selected for the research project. The roadway was divided into eight test sections. Four of the test sections are conventional resurfacing. The other four sections are split between the two engineering fabrics (two Pro-Guard and two PavePrep). A 75 mm (3 in.) thick overlay was placed over the entire project.

Iowa Ultra Thin Whitetopping at Two Years of Age, HR-559, 1996

An 11.6 km research project was constructed in 1994 on a portion of Iowa Highway 21 in Iowa County, from U.S. 6 to Iowa Highway 212. This research is intended to evaluate the effect of four primary variables on long term performances of the PCC concrete overlay, commonly called whitetopping. The variables are thickness (50 mm, 100 mm, 150 mm, and 200 mm), joint spacing (0.6 m squares, 1.2 m squares, 1.8 m squares, and 4.6 m spacing), fiber use (concrete with and without polypropolene fibers) and surface preparation (patch only, scarifying the surface, and cold-in-place recycling). After two years, only two sections exhibit a small amount of debonding and distress cracking. Both sections are 50 mm thick. Within each of these two sections, only 2% of the area is affected. Two other 50 mm thick sections have a small number of cracks but no debonding has been found. No adverse effects of these cracks are evident. Three asphalt overlay sections were also constructed. In each asphalt section, transverse cracks have recently been found. At two years of age, the research sections are performing very well. An insignificant number of cracks and no distressed areas have been found in any research sections thicker than 50 mm.

Bonded, Thin-Lift, Non-Reinforced Portland Cement Concrete Resurfacing, MLR-77-2, 1977

A research project involving 2, 3, 4, and 5 in. (5.1, 7.6, 10.2, and 12.7 cm) of bonded portland cement concrete (PCC) overlay on a 1.3 mile (2.1 km) PCC pavement was conducted in Clayton County, Iowa, during September 1977, centering on the following objectives: (1) Determine the mixing and proportioning procedures required in using a conventional, central mix proportioning plant to produce a dense PCC mixture using standard mixes with super water reducing admixtures; (2) Determine the economics, longevity and maintenance performance of a bonded, thin-lift, non-reinforced PCC resurfacing course using conventional procedures, equipment and concrete paving mixtures both with and without super water reducing admixtures; and (3) Determine if an adequate bond between the existing pavement and an overlay of thin-lift, dense, non-reinforced PCC can be obtained with only special surface cleaning and no surface removal or grinding. The conclusions are as follows: (1) Normal mixing equipment and proportioning procedures could be used using a conventional central-mix proportioning plant. This was successful when used with super water reducing admixtures. Only minor changes need be made in procedures and timing. (2) The time has been too short since the completion of the project to determine how the new pavement will perform, however, initially it appears that the method is economical and no reason is seen at this time why the life of the pavement should not be comparable to an all new pavement. (3) The initial test results show that bond strength, regardless of which method of cleaning is used, scarifying, sand blasting or water blasting, far exceed what is considered the minimum bond strength of 200 psi (1379 kPa) except where the paint stripes were intentionally left, thus showing that the paint must be removed. (4) It appears that either cement and water grout or sand, cement and water grout may be used and still obtain the required bond.

Pavement Evaluation Using the Road Rater Deflection Dish, MLR-89-2, 1989

In recent years the Iowa Department of Transportation has shifted emphasis from the construction of new roads to the maintenance and preservation of existing highways. A need has developed for evaluating pavements structurally to select the correct rehabilitation strategy and to properly design a pavement overlay if necessary. Road Rater non-destructive testing has fulfilled this need and has been used successfully to evaluate pavement and subgrade conditions and to design asphaltic concrete overlays and portland cement concrete overlays. The Iowa Road Rater Design Method has been simplified so that it may be easily understood and used by various individuals who are involved in pavement restoration and management. Road Rater evaluation techniques have worked well to date and have been verified by pavement coring, soils sampling and testing. Void detection testing has also been performed, and results indicate that the Road Rater can be used to locate pavement voids and that Road Rater evaluation techniques are reasonably accurate. The success of Road Rater research and development has made dynamic deflection test data an important pavement management input.

Construction of a Bridge Floor Using High Range Water Reducer, Construction Report, HR-192, 1978

The use of a high range water reducer in bridge floors was initiated by an Iowa Highway Research Board project (HR-192) in 1977 for two basic reasons. One was to determine the feasibility of using a high range water reducer (HRWR) in bridge floor concrete using conventional concrete proportioning, transporting and finishing equipment. The second was to determine the performance and protective qualities against chloride intrusion of a dense concrete bridge floor by de-icing agents used on Iowa's highways during winter months. This project was basically intended to overcome some problems that developed in the original research project. The problems alluded to are the time limits from batching to finishing; use of a different type of finishing machine; need for supplemental vibration on the surface of the concrete during the screeding operation and difficulty of texturing. The use of a double oscillating screed finishing machine worked well and supplemental vibration on one of the screeds was not needed. The limit of 45 minutes from batching the concrete to placement on the deck was verified. This is a maximum when the HRWR is introduced at the batch plant. The problem of texturing was not solved completely but is similar to our problems on the dense "Iowa System" overlay used on bridge deck repair projects. This project reinforced some earlier doubts about using truck transit mixers for mixing and transporting concrete containing HRWR when introduced at the batch plant.

Dynamic Deflections for Determining Structural Rating of Flexible Pavements, HR-178, 1979

The Road Rater is a dynamic deflection measuring apparatus for flexible base pavements. The Road Rater replaces the Benkelman Beam which was last used by the Iowa DOT in 1977. Road Rater test results correlate reasonably well (correlation coefficient = 0.83) with Benkelman Beam test data. The basic differences between the Road Rater and Benkelman Beam are as follows: 1. The Benkelman Beam uses a static 18,000 lb. load while the Road Rater uses a dynamic 800 to 2,000 lb. loading. 2. The Road Rater tests much faster and more economically than the Benkelman Beam. 3. The Road Rater better simulates a moving truck than the Benkelman Beam. The basic operating principle of the Road Rater is to impart a dynamic loading and measure the resultant movement of the pavement with velocity sensors. This data, when properly adjusted for temperature by use of a nomograph included in this report, can be used to determine pavement life expectancy and estimate overlay thickness required. Road Rater testing will be conducted in the spring, when pavements are in their weakest condition, until seasonal correction factors can be developed. The Road Rater does not have sufficient ram weight to effectively evaluate load carrying capacity of rigid pavements. All rigid pavements react similarly to Road Rater testing and generally deflect from 0.65 to 1.30 mils. Research will be contined to evaluate rigid pavements with the Road Rater, however. The Road Rater has proven to be a reliable, troublefree pavement evaluation machine. The deflection apparatus was originally front-mounted,but was rear-mounted during the winter of 1977-78. Since that time, van handling has greatly improved, and front suspension parts are no longer overstressed due to improper weight distribution.

Bonded, Thin-Lift, Non-Reinforced Portland Cement Concrete Resurfacing, HR-191, 1980

A Research Project involving two, three, four and five inches of bonded Portland Cement Concrete Overlay on a 1.3 mile Portland Cement Concrete pavement was conducted in Clayton County, Iowa, during September, 1977, centering on the following objectives: 1. Determine the mixing and proportioning procedures required in using a conventional, central mix proportioning plant to produce a dense Portland Cement Concrete mixture using standard mixes with super-water reducing admixtures; 2. Determine the economics, longevity and maintenance performance of a bonded, thin-lift, non-reinforced Portland Cement Concrete resurfacing course using conventional procedures, equipment and concrete paving mixtures both with and without super-water reducing admixtures; 3. Determine if an adequate bond between the existing pavement and an overlay of thin-lift, dense, non-reinforced Portland Cement Concrete can be obtained with only special surface cleaning and no surface removal or grinding.

Performance of Concrete Bridge Deck Overlays, HR-501, 1990

Chloride-ions penetrating into bridge decks and corroding the steel have been a major problem. As the steel corrodes it exerts stresses on the surrounding concrete. When the stresses exceed the strength of the concrete, cracks or delaminations occur. This, of course, causes deterioration and spalling of bridge deck surfaces. Both the Latex and Iowa Method were used to repair bridge decks for this project. The concrete was removed down to the steel and replaced with approximately 1 1/2 inches of low slump or latex modified concrete. The removal of unsound concrete below the top layer of steel was sometimes necessary. The objective of this project was to determine if the bridge overlays would provide a cost effective method of rehabilitation. To do this, unsound and delaminated concrete was removed and replaced by an overlay of low slump or latex modified concrete.

EuroPhenome: a repository for high-throughput mouse phenotyping data.

The broad aim of biomedical science in the postgenomic era is to link genomic and phenotype information to allow deeper understanding of the processes leading from genomic changes to altered phenotype and disease. The EuroPhenome project (http://www.EuroPhenome.org) is a comprehensive resource for raw and annotated high-throughput phenotyping data arising from projects such as EUMODIC. EUMODIC is gathering data from the EMPReSSslim pipeline (http://www.empress.har.mrc.ac.uk/) which is performed on inbred mouse strains and knock-out lines arising from the EUCOMM project. The EuroPhenome interface allows the user to access the data via the phenotype or genotype. It also allows the user to access the data in a variety of ways, including graphical display, statistical analysis and access to the raw data via web services. The raw phenotyping data captured in EuroPhenome is annotated by an annotation pipeline which automatically identifies statistically different mutants from the appropriate baseline and assigns ontology terms for that specific test. Mutant phenotypes can be quickly identified using two EuroPhenome tools: PhenoMap, a graphical representation of statistically relevant phenotypes, and mining for a mutant using ontology terms. To assist with data definition and cross-database comparisons, phenotype data is annotated using combinations of terms from biological ontologies.

The Individualized Genetic Barrier Predicts Treatment Response in a Large Cohort of HIV-1 Infected Patients.

The success of combination antiretroviral therapy is limited by the evolutionary escape dynamics of HIV-1. We used Isotonic Conjunctive Bayesian Networks (I-CBNs), a class of probabilistic graphical models, to describe this process. We employed partial order constraints among viral resistance mutations, which give rise to a limited set of mutational pathways, and we modeled phenotypic drug resistance as monotonically increasing along any escape pathway. Using this model, the individualized genetic barrier (IGB) to each drug is derived as the probability of the virus not acquiring additional mutations that confer resistance. Drug-specific IGBs were combined to obtain the IGB to an entire regimen, which quantifies the virus' genetic potential for developing drug resistance under combination therapy. The IGB was tested as a predictor of therapeutic outcome using between 2,185 and 2,631 treatment change episodes of subtype B infected patients from the Swiss HIV Cohort Study Database, a large observational cohort. Using logistic regression, significant univariate predictors included most of the 18 drugs and single-drug IGBs, the IGB to the entire regimen, the expert rules-based genotypic susceptibility score (GSS), several individual mutations, and the peak viral load before treatment change. In the multivariate analysis, the only genotype-derived variables that remained significantly associated with virological success were GSS and, with 10-fold stronger association, IGB to regimen. When predicting suppression of viral load below 400 cps/ml, IGB outperformed GSS and also improved GSS-containing predictors significantly, but the difference was not significant for suppression below 50 cps/ml. Thus, the IGB to regimen is a novel data-derived predictor of treatment outcome that has potential to improve the interpretation of genotypic drug resistance tests.

Un gegant del cel en perill d'extinció : socialització i divulgació de la reintroducció del voltor negre a Catalunya

La interacció de l’home amb les diferents espècies amb les quals cohabita ha creat casos com el del Voltor Negre (Aegypius monachus), l’au necròfaga més gran d’Europa, que actualment es troba en perill d’extinció. La utilització del territori per a ús antropogènic (ramaderia, xarxes elèctriques, zones urbanes,...) ha fet disminuir la població d’aquesta espècie. Així com la incursió, de manera indirecta, en aquestes poblacions degut a l’acció de l’home podem destacar-ne’n dos, el més rellevant és la intoxicació per verí, degut a l’ús il·legal d’aquestes substàncies per al control de depredadors fa que els tòxics vagin pujant per la piràmide tròfica. La segona causa rellevant és la disminució d’aliment degut a la mixomatosis i a la normativa existent d’obligatorietat de retirada dels animals morts a muntanya per sota dels 1400m. Al fer l’anàlisi de problemàtiques, s’observa que la gran majoria són antròpiques, degudes a la desinformació i al desconeixement, per tant; per a realitzar un bon pla de reintroducció és necessari fer un treball previ de socialització de les poblacions de la zona per a que el projecte sigui eficient. El projecte consisteix en fer una conscienciació social als diferents grups implicats (turisme, escoles i població; ramaders i caçadors), mitjançant documents gràfics, material educatiu, material de suport i materials i mètodes de divulgació. Per a que la vall d’Alinyà i Boumort passin a ser destacades per la presencia establerta de les quatre aus necròfagues més rellevants d’Europa; l’Aufrany, el Trencalòs, el voltor comú i el nostre protagonista: el Voltor Negre.

Assessment of Asphalt Interlayer Designed on Jointed Concrete, InTrans Project 13-475, 2014

Reflective cracking in hot mix asphalt (HMA) overlays has been a common cause of poor pavement performance in Iowa for many years. Reflective cracks commonly occur in HMA overlays when deteriorated portland cement concrete is paved over with HMA. This results in HMA pavement surfaces with poor ride quality and increased transportation maintenance costs. To delay the formation of cracks in HMA overlays, the Iowa Department of Transportation (Iowa DOT) has begun to implement a crack-relief interlayer mix design specification. The crack-relief interlayer is an asphalt-rich, highly flexible HMA that can resist cracking in high strain loading conditions. In this project, the field performance of an HMA overlay using a one inch interlayer was compared to a conventional HMA overlay without an interlayer. Both test sections were constructed on US 169 in Adel, Iowa as part of an Iowa DOT overlay project. The laboratory performance of the interlayer mix design was assessed for resistance to cracking from repeated strains by using the four-point bending beam apparatus. An HMA using a highly polymer modified binder was designed and shown to meet the laboratory performance test criteria. The field performance of the overlay with the interlayer exceeded the performance of the conventional overlay that did not have the interlayer. After one winter season, 29 percent less reflective cracking was measured in the pavement section with the interlayer than the pavement section without the interlayer. The level of cracking severity was also reduced by using the interlayer in the overlay.

Respeto o vampirización. El arte como"almacén" inagotable de ideas creativas al alcance de la publicidad

Since the begínning ofAdvertising, art has been a source ofinexhaustible inspiration for the advertising creative, who have used or misused it with any limits. With more or less direct references to artists, pieces or art movements, to references to the act ofart creation itself and certain aesthetic categories. Taking into account the various semantic versions that art offers, with multiple connotative lectures, this use has not been much profitable in many occasions, not as much as it could have been. However, in other circumstances, thís use has been vampirizing, only preoccupied for the audience impact ofa well knowll reference, but despising it and reducing it to a mere reclaim. In the case ofGiocconda by Leonardo da Vinci or the Birth ofVenus by Bottícelli are significant examples ofthis use, maybe popular, ofthe art productíon. That is to say that the depository was used as a source ofreferences to enrich the lectures ofthe advertising pieces (for instance, the excellent Citroen Xsara Picasso advertisement with the fordism mass production chain) or ¡ust to allow a higher t1Otoriety (like the Chupa-Chups advertisement where the Mona Lisa heartily sucks one ofthe mythical sweets with a stick). Thanks to a selected advertising pieces, graphical and audiovisual, we will be able to go through this kind ofadvertising creation logistics, from the moment that this one decided to call out these art references that were sleeping dreamingly Oll the fair in a depository until this strictly cultural moment came.

Prevention of Reflection Cracking in Asphalt Overlays with Structofors, Petromate, and Cerex, HR-158, 1977

This report presents construction methods and results using three reinforcing fabrics to prevent reflection cracking in an asphalt overlay. The original highway in the rural area was Portland Cement Concrete 20 feet wide. It was widened by adding 2 feet of asphaltic concrete 10 inches deep on each side prior to resurfacing. Data are presented for the widening joint and transverse cracks in the rural area and for the random cracking in the urban area.

Cracking and Seating to Retard Reflective Cracking - Hamilton County, HR-277, 1993

The crack and seat (C & S) method of rehabilitating concrete pavements has been proposed to reduce the incidence of reflective cracking in asphalt overlays. These cracked pieces help reduce the thermal effects on lateral joint movement while the seating of slab pieces reduces vertical movement. This 1986 project demonstrated that a 0.6 m x 0.9 m (2 ft x 3 ft) cracking pattern was optimal to retard reflective cracking in an asphalt overlay. The best performance among three C & S test sections was section 4 with a 0.6 m x 0.9 m (2 ft x 3 ft) cracking pattern and 7.6 cm (3 in) overlay. Structural ratings determined from the Road Rater™ indicated little difference between each C & S section with varying AC thicknesses and crack spacings. Although reflection cracking is reduced in the early years after construction, the effectiveness of the C & S method diminishes over time.