Abundancia relativa y distribución de aves marinas frente a la costa peruana y su relación con la anchoveta. Crucero BIC Humboldt 9803-05 de Tumbes a Tacna

Se analizan avistamientos de aves marinas llevados a cabo frente a la costa peruana a bordo del Crucero BIC Humboldt 9803-05. En 2.516 millas náuticas observadas se registró un total de 84.845 aves marinas clasificadas en 17 familias y 53 especies. El grupo más numeroso fue el de las pardelas con 54,11% del total de aves registradas, seguido por las aves guaneras (incluyendo camanay) con 17,98%. Como consecuencia del evento El Niño, se observa una disminución en el rango de distribución de especies propias de la Corriente Peruana y un incremento de los rangos de distribución de especies tropicales como camanay y albatros de Galápagos. Así mismo, se reporta por primera vez Sula leucogaster a los 6°S, constituyéndose éste en el registro más austral de esta especie de piquero pantropical. Las asociaciones entre presencia de anchoveta y presencia de guanay, piquero peruano y pardelas, sugieren que estas aves se congregan en áreas donde se presenta dicho recurso. Las correlaciones encontradas entre la abundancia de guanay y piquero peruano respecto a la abundancia de anchoveta, sugieren que estas aves serían potencialmente buenos indicadores de la abundancia relativa y distribución de este recurso; sin embargo, debe tomarse en cuenta que en la actualidad las poblaciones de estas aves son reducidas, siendo necesario repetir el presente trabajo durante años normales.

Avistamientos de cetaceos en el mar peruano y su relación con los principales recursos pelágicos crucero BIC Humboldt 9803-05 de Tumbes a Tacna

Se efectuaron 214 avistamientos de cetáceos en 2019 mn observadas durante el Crucero de Evaluación Hidroacústica de Recursos Pelágicos BIC Humboldt 9803-05 de Tumbes a Tacna, desde el 20 de marzo al 07 de mayo de 1998. Se identificó un total de 10 especies entre odontocetos y misticetos: el bufeo Tursiops truncatus (24,3% del total de avistamientos), el delfín común Delphinus delhis (24,3%), el delfín oscuro Lagenorhyncgus obscurus (13,5%), una especie de delfín tropical Stenella sp. (0,5%), la ballena piloto Globicephala sp. (0,5%), el zifio de Cuvier Ziphius cavirostris (0,5%), el cachalote Physeter macrocephalus (2,3%), la ballena jorobada Megaptera novaeangliae (2,3%), la ballena azul Balaenoptera musculus (2,3%) y la ballena de aleta Balaenoptera physalus (0,9%). Los balaenoptéridos constituyeron el 18,46% de los avistamientos y el 3,5% del total de individuos avistados (256 individuos) presentando una distribución más densa en la zona sur. Del total de pequeños cetáceos avistados el 47,4% fueron identificados como delfines comunes, el 31,12% fueron bufeos y el 7,3% fueron delfines oscuros. Concentraciones importantes de cetáceos menores se presentaron frente a Salaverry, entre Huacho y Callao, al sur de Pisco y San Juan y entre Mollendo e Ilo.

Comportamiento y eficiencia de la red de arrastre pelágico Engel 988/400 en el estudio de recursos pelágicos. Crucero BIC Humboldt 9803-05 de Tumbes a Tacna

Se presentan los resultados del comportamiento de la red de arrastre pelágico modelo alemán Engel 988/400 utilizada para la evaluación de los recursos pelágicos anchoveta (Engraulis ringens), sardina (Sardinops sagax sagax), jurel (Trachurus picturatus murphyi), caballa (Scomber japonicus peruanus) y samasa (Anchoa nasus) durante el Crucero Hidroacústico 9803-05 a bordo del BIC Humboldt entre Caleta La Cruz, Tumbes y Los Palos, Tacna, del 20 de marzo al 7 de mayo 1998. Se determinó la distancia entre puertas, el área de la boca de la red y el volumen de agua filtrada que tuvo la red en los arrastres efectivos de una milla náutica de distancia durante los 144 lances de comprobación, obteniéndose un buen rendimiento; se capturó un total de 39.912,14 kg, correspondiendo para anchoveta 16.838,15 kg, sardina 6.800,74 kg, jurel 1.384 kg, caballa 1.404,58 kg, samasa 8.071,8 kg y otros recursos hidrobiológicos 5.413,48 kg, con un índice de captura (CPUE) de 788,79 kg/h. Los valores de datos de comportamiento de la red como la abertura horizontal de la boca, abertura vertical, profundidad de la red y distancia entre la relinga inferior al fondo, etc., se obtuvo en forma directa por medio de una net sonda FS 900 SIMRAD, los arrastres tuvieron en promedio una duración de de 20,8 minutos con una velocidad de arrastre promedio de 3 nudos.

Revisión de los resultados obtenidos durante el crucero 9803-05 de evaluación hidroacústica de recursos pelágicos a bordo del BIC Humboldt

Analiza la metodología utilizada durante la evaluación, colección y validación de los datos y el análisis de los resultados respecto a la distribución y biomasa de la anchoveta.

Informe del crucero BIC/SNP-1 8604-05 y diagnóstico de la situación de los recursos pelágicos a mayo 1986

Presenta los resultados más saltantes obtenidos en el crucero de evaluación de los recursos pelágicos, principalmente sardina y anchoveta, efectuado por el buque de investigación científica SNP-1 y tres bolicheras acompañantes con una duración de 36 días entre el área comprendida entre la frontera Norte y Callao.

Comunidades macrozoobentónicas registradas durante el crucero BIC José Olaya Balandra 0004-05

Se estudiaron las asociaciones sublitorales del macrozoobentos de fondos blandos en la plataforma continental peruana.

Evaluación de la merluza y otros recursos demersales durante el otoño 2000. Resultados generales del crucero BIC José Olaya Balandra 0004-05

Las principales concentraciones de la merluza se presentaron dispersas y las mayores localizadas entre Zorritos y Punta Sal con mayores densidades en el estrato III de la Sub área A y el estrato II de la Sub área D.

Estructura del sistema demersal durante el crucero de otoño BIC José Olaya Balandra 0004-05

Se presenta la estructura especiológica, distribución espacio temporal y captura de peces e invertebrados accesibles a la red de arrastre Granton 120/400 utilizada en el Crucero.

Mechanical properties of cultured human airway smooth muscle cells from 0.05 to 0.4 Hz.

We investigated the rheological properties of living human airway smooth muscle cells in culture and monitored the changes in rheological properties induced by exogenous stimuli. We oscillated small magnetic microbeads bound specifically to integrin receptors and computed the storage modulus (G') and loss modulus (G") from the applied torque and the resulting rotational motion of the beads as determined from their remanent magnetic field. Under baseline conditions, G' increased weakly with frequency, whereas G" was independent of the frequency. The cell was predominantly elastic, with the ratio of G" to G' (defined as eta) being ~0.35 at all frequencies. G' and G" increased together after contractile activation and decreased together after deactivation, whereas eta remained unaltered in each case. Thus elastic and dissipative stresses were coupled during changes in contractile activation. G' and G" decreased with disruption of the actin fibers by cytochalasin D, but eta increased. These results imply that the mechanisms for frictional energy loss and elastic energy storage in the living cell are coupled and reside within the cytoskeleton.

[Voyage en Italie : 1824-1830]. , Bains publics. Sur une Echelle de 0,05 P.M. : [plan d'ensemble] : [dessin] / h. L. [Henri Labrouste]

Référence bibliographique : Weigert, 377

Longitudinal Joint Forming in PCC Pavements, MLR-00-05, Construction Report, 2003

In conventional construction practices, a longitudinal joint is sawed in a PCC (Portland Cement Concrete) pavement to control concrete shrinkage cracking between two lanes of traffic. Sawing a joint in hardened concrete is an expensive and time consuming operation. The longitudinal joint is not a working joint (in comparison to a transverse joint) as it is typically tied with a tie bar at 30 inch spacing. The open joint reservoir, left by the saw blade, typically is filled or sealed with a durable crack sealant to keep incompressibles and water from getting into the joint reservoir. An experimental joint forming knife has been developed. It is installed under the paving machine to form the longitudinal joint in the wet concrete as a part of the paving process. Through this research method, forming a very narrow longitudinal joint during the paving process, two conventional paving operations can be eliminated. Joint forming eliminates the need of the joint sawing operation in the hard concrete, and as the joint that is formed does not leave a wide-open reservoir, but only a hairline crack, it does not need the joint filling or sealing operation. Therefore, the two conventional longitudinal joint sawing and sealing operations are both being eliminated by this innovation. A laboratory scale prototype joint forming knife was built and tested, initially forming joints in small concrete beams. The results were positive so the method was proposed for field testing. Initial field tests were done in the construction season of 2001, limited to one paving contractor. A number of modifications were made to the knife throughout the field tests. About 3000 feet of longitudinal joint was formed in 2001. Additional testing was done in the 2002 construction season, working with the same contractor. About 150,000 feet of longitudinal joint was formed in 2002. Evaluations of the formed joints were done to determine longitudinal joint hairline crack development rate and appearance. Additional tests will be done in the next construction season to improve or perfect the longitudinal joint forming technique.

Investigation of High Performance Concrete Pavement, MLR-05-01, 2006

The Iowa DOT has been using blended cements in ternary mixes since 1999. Use of these supplementary cementitious materials gives concrete with higher strengths and much lower permeability. Use of these materials has been incorporated for use in High Performance Concrete (HPC) decks to achieve lower permeability and thus long term performance. Since we have been using these materials in paving, it would be informative to determine what concrete pavement properties are enhanced as related to high performance concrete. The air void system was excellent at a spacing factor of 0.0047 in (0.120 mm). AVA spacing factor results are much higher than the hardened air void analysis. Although only 3 samples were tested between the image analysis air content and the RapidAir457, there is pretty good agreement between those test methods. Air void analysis indicates that excessive vibration was not required to place the concrete. Vibration was well within the specification limits with an average of 6683 vpm’s with a standard deviation of 461. Overall ride of the project was very good. The average smoothness for the project was 2.1 in/mile (33.8 mm/km). The International Roughness Index (IRI) was 81 in/mi (1.29 m/km). The compressive strength was 6260 psi (43.2 MPa) at 28 days and 6830 (47.1 MPa) at 56 days. The modulus of rupture by third point loading (MOR-TPL) tested at 28 days was 660 psi (4.55 MPa). The AASHTO T277 rapid chloride permeability results at 28 days using the Virginia cure method correlate fairly well with the 56 and 90 day results with standard curing. The Virginia cure method 28 day results were 2475 coulombs and the standard cure 56 and 90 day test results were 2180 and 2118, respectively.

Air Content and Permeability of PCC Pavements: 1909 to 2006, MLR-05-02, 2007

Portland cement concrete pavements have given excellent service history for Iowa. Many of these pavements placed during the 1920’s and 1930’s are still in service today. Many factors go in to achieve a long term durable concrete pavement. Probably the most important is the durability of the aggregate. Until the 1930’s, pit run gravel was the most predominant aggregate used. Many of these gravels provided long term performance and their durability is dependent upon the carbonate fraction of the gravel. Later, limestone (calcium carbonate) and dolomite (calcium, magnesium carbonate) sources were mined across Iowa. The durability of these carbonate aggregates is largely dependent upon the pore system which can cause freeze thaw problems known as D-cracking, which was a problem with some sources during the 1960’s. Also, some of these carbonate aggregates are also susceptible to deterioration from deicing salts. Geologists have identified the major components that affect the durability of these carbonate aggregates and sources are tested to ensure long term performance in Portland cement concrete. Air entrainment was originally put in concrete to improve scaling resistance. It is well known that air entrainment is required to provide freeze thaw protection in concrete pavements today. In Iowa, air entrainment was not introduced in concrete pavements until 1952. This research investigates properties that made older concrete pavements durable without air entrainment.

Chloride Penetration Into LSDC (Iowa System) Resurfacing Mixes, MLR-77-05 and R-267, 1977

The purpose of this investigation was to determine the comparative effectiveness of standard D-57 concrete and Iowa system Low Slump Dense Concrete in preventing threshold levels of chloride from penetrating the concrete slabs to the reinforcing steel.

Use of Reagent Grade Versus Industrial Grade Trichlorethylene in Asphalt Recoveries, MLR-83-05, 1983

This is a continuation of a project initiated a year ago to determine any differences in test results on recovered asphalt cements caused by the use of industrial grade of solvent as compared with the reagent grade. AASHTO specifies the use of reagent grade of trichlorethylene, but the Laboratory uses industrial grade which costs much less. Last year this objective of the project was aborted when it was found that a larger difference in test results was obtained between the two distillation apparatuses than between the two solvents, Then all efforts were directed toward obtaining uniformity in test results between the apparatuses under the east hood as compared with that under the west hood. Considerable progress was made toward this end. (See report under this same title dated April 1982). The objective this year was to again evaluate the results when using both variables (apparatuses and solvents). Another objective developed later in this investigation; this was to determine any differences in test results on recovered asphalt cements caused by the use of reclaimed trichlorethylene (from the distillation process) as compared with the use of industrial grade of solvent. At the present time the reclaimed trichlorethylene is discarded. If the reclaimed solvent could be used for further recoveries, a considerable savings in solvent costs would result.