Skull morphometrics of adult male Antartic fur seal, Arctocephalus gazella, and South American fur seal A. australis

The skull morphometrics of adult male Antarctic fur seal, Arctocephalus gazella (Peters, 1875) and South American fur seal, A. australis (Zimmermann, 1783) were investigated using a collection of 45 and 38 skulls, respectively. Eighteen measurements were taken for each specimen. Comparative univariate and multivariate statistical analyses included standard statistics, one-way analysis of variance, principal component analysis and discriminant analysis. Individual variation was relatively high for some variables, as expressed by the coefficient of variation. Skulls of A. gazella were larger than those of A. australis for all but two variables: squamosal jugal suture and rostral length. Both species differed significantly as shown by both univariate and multivariate analyses. The discriminant function correctly classified all specimens. The standardized canonical coefficients showed that the variables which most contribute to the differentiation between species were, in decreasing order, the rostral length, palatal length, palatal width at postcanine 5 and braincase width. The present study corroborates that A. gazella and A. australis are phenotipically distinct species.

Métodos de extracción de parámetros de un circuito equivalente de pequeña señal para transistores LDMOS de potencia para aplicaciones de RF

En la actualidad, la gran cantidad de aplicaciones que surgen dentro del ámbito de la radiofrecuencia hacen que el desarrollo de dispositivos dentro de este campo sea constante. Estos dispositivos cada vez requieren mayor potencia para frecuencias de trabajo elevadas, lo que sugiere abrir vías de investigación sobre dispositivos de potencia que ofrezcan los resultados deseados para altas frecuencias de operación (GHz). Dentro de este ámbito, el objetivo principal de este proyecto es el de realizar un estudio sobre este tipo de dispositivos, siendo el transistor LDMOS el candidato elegido para tal efecto, debido a su buen comportamiento en frecuencia para tensiones elevadas de funcionamiento.

Tratamiento del señal por computador: detección de fallos mecánicos mediante análisis espectral

En aquest projecte s'ha investigat i desenvolupat una eina per a la detecció de falles mecàniques en entorns controlats. Aquest programa analitza l'espectre dels senyals acústics aconseguits mitjançant el micròfon del PC i n'estudia estadísticament les propietats –mitjana i desviació estàndard- per tal de poder diferenciar els nous senyals que capturi. S'ha experimentat amb el cas real d'un motor de corrent continu i s'han obtingut resultats de més del 90% d'encert a l'hora de detectar el seu estat.

La crisi sub-prime i el crack de 1929: Comparació d'episodis d'eufòria financera

Treball de recerca realitzat per un alumne d'ensenyament secundari i guardonat amb un Premi CIRIT per fomentar l'esperit científic del Jovent l'any 2009. La present investigació té per objecte d’estudi la relació, atès el període de turbulències econòmiques que travessa el món globalitzat, entre els episodis d’eufòria financera i les crisi financeres i econòmiques, i la periodicitat amb les que aquestes es produeixen. Aquesta pretén confrontar-se des d’una aproximació històric-econòmica, mitjançant l’anàlisi i la comparació de dos successos -el crack borsari de 1929 i la crisi sub-prime- per tal de demostrar la existència de comuns denominadors, i, a la llum dels resultats, apreciar les conclusions que aporta la Història. Serà, doncs, aquesta periodicitat i les seves implicacions la qual s'ambicionarà contrastar amb la realitat mitjançant l'aplicació i l'anàlisi pràctica de dos episodis rellevants i paradigmàtics, amb el recolzament i l'autoritat del model comparatiu establerts per l'economista John Kenneth Galbraith al seu llibre ''Breve historia de la euforia financiera''.

Development of a Manual Crack Quantification and Automated Crack Measurment System, Project TR-457 Final Report, 2005

Final report produced by DOT on development of manual crack quantification and automatic crack measurment system.

Ulceración rectal como una complicación del uso de sistema de control fecal Fexi-Seal: relato de casos

El Sistema Fexi-Seal es un dispositivo desarrollado para proporcionar mejores cuidados a los pacientes críticos con incontinencia fecal. Existen trabajos que demuestran la seguridad y eficacia del dispositivo, siendo escasos los relatos relacionados con eventos adversos. El presente artículo presenta dos casos de pacientes críticos portadores de Fexi-Seal que desarrollaron complicaciones con su uso. El sistema se mostró eficaz para el tratamiento, sin embargo, es necesaria atención especial en su manejo, particularmente en cuanto al alivio periódico de la presión de la ampolla rectal y al posicionamiento correcto de la bolsa colectora en la cama para evitar tracción excesiva. El Sistema Flexi-Seal permite manejar adecuadamente la diarrea en pacientes críticos, mejorando su bienestar y disminuyendo las complicaciones asociadas a ella, aunque se torna necesario aumentar el conocimiento sobre las complicaciones relacionadas con su empleo.

Rehabilitation of Concrete Pavements Utilizing Rebblization and Crack and Seat Methods, June 2005

Deterioration in portland cement concrete (PCC) pavements can occur due to distresses caused by a combination of traffic loads and weather conditions. Hot mix asphalt (HMA) overlay is the most commonly used rehabilitation technique for such deteriorated PCC pavements. However, the performance of these HMA overlaid pavements is hindered due to the occurrence of reflective cracking, resulting in significant reduction of pavement serviceability. Various fractured slab techniques, including rubblization, crack and seat, and break and seat are used to minimize reflective cracking by reducing the slab action. However, the design of structural overlay thickness for cracked and seated and rubblized pavements is difficult as the resulting structure is neither a “true” rigid pavement nor a “true” flexible pavement. Existing design methodologies use the empirical procedures based on the AASHO Road Test conducted in 1961. But, the AASHO Road Test did not employ any fractured slab technique, and there are numerous limitations associated with extrapolating its results to HMA overlay thickness design for fractured PCC pavements. The main objective of this project is to develop a mechanistic-empirical (ME) design approach for the HMA overlay thickness design for fractured PCC pavements. In this design procedure, failure criteria such as the tensile strain at the bottom of HMA layer and the vertical compressive strain on the surface of subgrade are used to consider HMA fatigue and subgrade rutting, respectively. The developed ME design system is also implemented in a Visual Basic computer program. A partial validation of the design method with reference to an instrumented trial project (IA-141, Polk County) in Iowa is provided in this report. Tensile strain values at the bottom of the HMA layer collected from the FWD testing at this project site are in agreement with the results obtained from the developed computer program.

Laboratory Study of Slurry Seal Coats, HR-185, Revised, 1978

Extensive programmed laboratory tests involving some 400 asphalt emulsion slurry seals (AESS) were conducted. Thirteen aggregates including nine Iowa sources, a quartzite, a synthetic aggregate (Haydite), a limestone stone from Nebraska, and a Chat aggregate from Kansas were tested in combination with four emulsions and two mineral fillers, resulting in a total of 40 material combinations. A number of meetings were held with the Iowa DOT engineers and 12 state highway departments that have had successful slurry seal experiences and records, and several slurry seal contractors and material and equipment suppliers were contacted. Asphalt emulsion slurry seal development, uses, characteristics, tests, and design methods were thoroughly reviewed in conjunction with Iowa's experiences through these meetings and discussions and through a literature search (covering some 140 articles and 12 state highway department specifications). It was found that, while asphalt emulsion slurry seals (when properly designed and constructed) can economically improve the quality and extend the life of existing pavement surface, experiences with them had been mixed due to the many material, slurry, and construction variables that affect their design, construction, and performance. The report discusses those variables identified during the course of the project and makes recommendations concerning design procedures, design criteria, specifications and the means of evaluating them.

Reducing the Adverse Effects of Transverse Cracking, HR-217, 1984

This research was initiated to identify methods of reducing the occurrence of transverse cracking. Eight (four repetitive) research sections were established to study three variations in the asphalt concrete pavement. The first variation was the comparison of low- and high-temperature-susceptible asphalt cement (AC) from two different sources. The second variable was to saw and seal transverse joints at spacings varying from 40 to 100 ft. The third variable was to increase the AC content in the asphalt treated base by 1 percent. The research sections were constructed with relatively few problems. Crack and joint surveys have been conducted on all research sections at intervals of less than 1 year since construction. No cracking was identified after the first winter season. The sawed joints also remained sealed through the first winter. At an age of approximately 1 1/2 years there was substantial cracking of the high-temperature-susceptible AC sections and substantial failure of the sealant material in the sawed joints. After almost 4 years, the asphalt pavement constructed with the high-temperature-susceptible AC produced a crack interval of 35 ft, the low-temperature-susceptible AC yielded an interval of 170 ft, and the low-temperature-susceptible AC with an increased AC content yielded an interval of 528 ft. The Pen-Vis number is an effective measure of temperature susceptibility of asphalt cements. The frequency of transverse cracking is affected by the temperature susceptibility of the AC. An increased AC content also reduces the frequency of transverse cracking.

Polymer Additive Ductilad D1002 in a Bituminous Seal Coat, HR-2035, 1994

Seal coat and chip seal treatments are commonly used as an economical treatment to provide a new surface to an old asphalt roadway. To be successful, the aggregate or chips must be held in place on the roadway by the asphalt binder over a long period of time. It is common, over time, that the binder becomes aged and brittle and loses its ability to be flexible and hold the aggregate in place. Modifiers have been introduced to extend the life and adhesion characteristics of asphaltic binders.

Heat Dissipation and Crack Control in Massive Concrete at the Burlington Bridge, MLR-94-1, 1995

The large concrete placements at the Burlington Bridge were expected to cause great temperature differentials within the individual placements. In an attempt to reduce cracking due to the large temperature differentials, the Iowa Department of Transportation required that contractors continuously monitor the temperatures and temperature differentials in the concrete placement to assure that the temperature differentials did not exceed 35 deg F. It was felt that if temperature differentials remained below 35 deg F, cracking would be minimized. The following is a summary of the background of the project, and what occurred during individual concrete placements. The following conclusions were drawn: 1) Side temperatures are cooler and more greatly affected by ambient air temperatures; 2) When the 35 deg F limit was exceeded, it was almost exclusively the center to side differential; 3) The top temperature increases substantially when a new pour is placed; 4) The use of ice and different cement types did seem to affect the overall temperature gain and the amount of time taken for any one placement to reach a peak, but did not necessarily prevent the differentials from exceeding the 35 deg F limit, nor prevent cracking in any placement; and 5) Larger placements have a greater tendency to exceed the differential limit.

Crack and Seat PCC Pavement Prior to Resurfacing US 59 - Shelby County, HR-527, 1993

Asphalt concrete resurfacing is the most commonly utilized rehabilitation practice used by the Iowa Department of Transportation. The major problem with asphalt concrete resurfacing is the reflective cracking from underlying cracks and joints in the portland cement concrete (PCC) pavement. Cracking and seating the PCC prior to an asphalt overlay was the construction method evaluated in this project. There was cracking and seating on portions of the project and portions were overlaid without this process. There were also different overlay thicknesses used. Comparisons of crack and seating to the normal overlay method and the different depths are compared in this report. Cracking and seating results in some structural loss, but does reduce the problem of reflection cracking.