Bridge Deck Delamination Study, HR-179, 1978

The Delamtect was introduced to the Iowa Department of Transportation through a 1975 Federal Highway Administration demonstration project. The Delamtect is a small mobile unit for conducting a rapid bridge deck survey to determine the extent of delaminations (subsurface fractures). Comparison of the Delamtect with manual sounding methods and drilled cores has demonstrated its reliability. This research has shown the Delamtect to be a more effective, more economical and safer method of surveying bridge decks than manual sounding methods. The Delamtect can also be used to provide a measure of the bond within membrane systems.

Evaluation of an Epoxy Pavement Marking System, HR-180, 1978

The purpose of this research project is to determine if (1) epoxy lane markings will last an entire winter season without replacement, (2) epoxy lane marking is an economical alternative to standard paint on high-traffic multi-lane roadways where lane changing is frequent, and (3) there are worthwhile benefits derived from thorough cleaning of the pavement surface before painting. The success of epoxy lane marking depends on the success of the equipment with which it is mixed and applied. The epoxy lane marking material, if properly mixed and placed on a clean surface, has the durability required to withstand a high traffic volume and frequent lane changes for at least one year.

Portable School Stop Signs and Other Non-Uniform School Stop Control Devices, HR-190, 1978

Portable (roll-out) stop signs are used at school crossings in over 300 cities in Iowa. Their use conforms to the Code of Iowa, although it is not consistent with the provisions of the Manual on Uniform Traffic Control Devices adopted for nationwide application. A survey indicated that most users in Iowa believe that portable stop signs provide effective protection at school crossings, and favor their continued use. Other non-uniform signs that fold or rotate to display a STOP message only during certain hours are used at school crossings in over 60 cities in Iowa. Their use does not conform to either the Code of Iowa or the Manual on Uniform Traffic Control Devices. Users of these devices also tend to favor their continued use. A survey of other states indicated that use of temporary devices similar to those used in Iowa is not generally sanctioned. Some unsanctioned use apparently occurs in several states, however. A different type of portable stop sign for school crossings is authorized and widely used in one state. Portable stop signs similar to those used in Iowa are authorized in another state, although their use is quite limited. A few reports in the literature reviewed for this research discussed the use of portable stop signs. The authors of these reports uniformly recommended against the use of portable or temporary traffic control devices. Various reasons for this recommendation were given, although data to support the recommendation were not offered. As part of this research, field surveys were conducted at 54 locations in 33 communities where temporary stop control devices were in use at school crossings. Research personnel observed the obedience to stop control and measured the vehicular delay incurred. Stopped delay averaged 1.89 seconds/entering vehicle. Only 36.6 percent of the vehicles were observed to come to a complete stop at the study locations controlled by temporary stop control devices. However, this level of obedience does not differ from that observed at intersections controlled by permanent stop signs. Accident experience was compiled for 76 intersections in 33 communities in Iowa where temporary stop signs were used and, for comparative purposes, at 76 comparable intersections having other forms of control or operating without stop control. There were no significant differences in accident experience An economic analysis of vehicle operating costs, delay costs, and other costs indicated that temporary stop control generated costs only about 12 percent as great as permanent stop control for a street having a school crossing. Midblock pedestrian-actuated signals were shown to be cost effective in comparison with temporary stop signs under the conditions of use assumed. Such signals could be used effectively at a number of locations where temporary stop signs are being used. The results of this research do not provide a basis for recommending that use of portable stop signs be prohibited. However, erratic patterns of use of these devices and inadequate designs suggest that improved standards for their use are needed. Accordingly, nine recommendations are presented to enhance the efficiency of vehicular flow at school crossings, without causing a decline in the level of pedestrian protection being afforded.

Una nova eina per a l’estudi del paper i les filigranes. Anàlisi i desenvolupament d’una base de dades per a l’estudi del paper i de les filigranes: font per a l’elaboració de la història del paper a Espanya

L’aspiració de trobar una eina que pugui ajudar a identifi car els papers atenent les sevescaracterístiques sorgeix a fi nal segle XVIII amb les primeres descripcions de les filigranespapereres i va prenent cos al segle XIX com a ciència auxiliar de la codicologia.Des de les últimes dècades del segle XX, les filigranes han anat adquirint un interès creixententre els restauradors de document gràfi c —com una eina més per a la presa de decisions i pera la valoració del procés de restauració— i entre els documentalistes, historiadors, museòlegsi bibliòfils —per a la datació i autenticació de les obres— i, fins i tot, en investigacionspolicials i jurídiques per aclarir algun fet delictiu. No obstant això, durant aquests 150 anys, l’estudi del paper a través de les filigranes papereres a Espanya no ha experimentat cap avenç significatiu pel que fa als mètodes i procediments seguits per a l’obtenció i gestió deles dades. En l’àmbit europeu, encara que a partir dels anys 90 sorgeixen noves propostesd’estudi, aquestes limiten la investigació a l’anàlisi de la filigrana sense assolir una visió global del plec sortit de la forma.

La evaluación de corrección objetiva como instrumento de mejora en el aprendizaje de la història en bachillerato.

En este artículo se describe la investigación realizada por el grupo DHIGECS de la Universidad de Barcelona durante los años 2002, 2003 y 2004 . Esta línea de investigación se ha propuesto y se propone estudiar las relaciones entre la frecuencia de las pruebas de evaluación objetiva, consideradas fundamentalmente como actividades de aprendizaje, y los resultados obtenidos en la materia de Historia en el Bachillerato. Han participado en este trabajo 19 profesores y se ha trabajado con una muestra de 800 alumnos. Este artículo sigue en la línea iniciada en 1997 centrada en el aprendizaje de la historia en primer curso de ESO. Se presenta la problemática objeto de estudio, la metodología utilizada, el proceso de investigación seguido y se exponen algunos de los resultados obtenidos.

L'ensenyament de la història i el living history

Hi ha diferents estratègies per apropar la història als escolars. La utilització de les fonts primàries (objectes, documents, etc.) esdevé una estratègia important per fer viure els temps passats. Els objectes i els documents del passat ens permeten intervenir a partir del plantejament d'enigmes i preguntes que l'alumnat pot anar resolent a partir d'una veritable recerca històrica. Una de les estratègies utilitzades en el món anglosaxó és el living history. Es tracta de "fer reviure" el passat a través de la representació de fets, estil de vida i personatges propis d'una època determinada. Aquesta estratègia s'empra en espais de presentació del patrimoni, especialment en museus i assentaments històrics i arqueològics. Dos elements són fonamentals en aquest tipus d'intervencions: la preparació del context de presentació del patrimoni i els mediadors entre la institució o espai patrimonial i els visitants. A continuació, es presenta, de manera concreta, el cas de Colonial Williamsburg, institució dels EUA pionera en la utilització d'aquesta estratègia de presentació i interpretació del patrimoni històric i arqueològic.

Recycled Portland Cement Concrete Pavement in Iowa, HR-506, 1984

In recent years, there has been an increased interest in conservation of our resources, preservation of our environment and maintaining our ecology. Recycling of materials is a procedure that will immediately contribute to all of these desirable end results. Our economy is built on private enterprise and profit incentive and in the past, with abundant inexpensive resources, there was little incentive to recycle. Shortages of materials and energy (once considered abundant) along with regulations to protect the environment have emphasized the need for recycling. These environmental conditions coupled with the loss of purchase power by inflation has generated more interest in recycling in the transportation field. The Iowa Department of Transportation (Iowa DOT) is interested in recycling portland cement concrete (pcc) pavement to: 1. Provide aggregate where high quality aggregate is no longer economically available. 2. Eliminate the need for locations to waste the large amount of pavement rubble. 3. Conserve the present aggregate sources. 4. Reduce the need for disrupting land for quarrying purposes. 5. Save fuel and energy by reducing aggregate transportation.

Strength-Temperature Study of Fly Ash Concrete, MLR-84-6, 1984

Class A, B, and C concrete paving mixes were tested for compressive strength at 40°F and 73°F, both with and without fly ash substitution for 15% of the portland cement. Two Class C ashes and one Class F ash from Iowa approved sources were examined in each mix. The purpose of the study was to provide data on cool weather strength development of concrete paving mixes utilizing Iowa materials. In all cases except one, the fly ash concretes exhibited lower 7 and 28- day compressive strengths at 40°F than control mixes. The continuation of the October 15 cut-off date for the use of fly ash concrete is recommended.

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.

Evaluation of Fly Ash in Portland Cement Concrete Pavement in Monona County, Iowa, Construction Report, HR-200, 1978

The primary objectives of this research project were: 1. Determine and recommend solutions for problems relating to shipping, storing and batching of fly ash. 2. Establish a procedure for batching, mixing and placing uniform concrete with specified air content and consistency. 3. Demonstrate that concrete of comparable quality can be produced.

Protection of Structural Concrete Substructures, HR-220, Progress Report, 1984

The corrosion of reinforcing steel within concrete has always been a problem in construction of bridge decks. With low slump concrete and epoxy rebar, progress has been made in controlling the corrosion. There is concern, however, that the chloride also attacks the substructures, specifically the pier columns. They are subject to chloride attack by chemical deicers in the drainage from the bridge deck. Piers supporting grade separation bridges are also subject to chlorides contained in the direct splash from the lower level traffic. In this project, a field evaluation was conducted to evaluate the effectiveness of commercially available products in preventing chloride intrusion.