Investigation of Plastic Pipes for Highway Applications, HR-373A, Phase II, 1997

It is generally accepted that high density polyethylene pipe (HDPE) performs well under live loads with shallow cover, provided the backfill is well compacted. Although industry standards require carefully compacted backfill, poor inspection and/or faulty construction may result in soils that provide inadequate restraint at the springlines of the pipes thereby causing failure. The objectives of this study were: 1) to experimentally define a lower limit of compaction under which the pipes perform satisfactorily, 2) to quantify the increase in soil support as compaction effort increases, 3) to evaluate pipe response for loads applied near the ends of the buried pipes, 4) to determine minimum depths of cover for a variety of pipes and soil conditions by analytically expanding the experimental results through the use of the finite element program CANDE. The test procedures used here are conservative especially for low-density fills loaded to high contact stresses. The failures observed in these tests were the combined effect of soil bearing capacity at the soil surface and localized wall bending of the pipes. Under a pavement system, the pipes' performance would be expected to be considerably better. With those caveats, the following conclusions are drawn from this study. Glacial till compacted to 50% and 80% provides insufficient support; pipe failureoccurs at surface contact stresses lower than those induced by highway trucks. On the other hand, sand backfill compacted to more than 110 pcf (17.3 kN/m3) is satisfactory. The failure mode for all pipes with all backfills is localized wall bending. At moderate tire pressures, i.e. contact stresses, deflections are reduced significantly when backfill density is increased from about 50 pcf (7.9 kN/m^3) to 90 pcf (14.1 kN/m^3). Above that unit weight, little improvement in the soil-pipe system is observed. Although pipe stiffness may vary as much as 16%, analyses show that backfill density is more important than pipe stiffness in controlling both deflections at low pipe stresses and at the ultimate capacity of the soil-pipe system. The rate of increase in ultimate strength of the system increases nearly linearly with increasing backfill density. When loads equivalent to moderate tire pressures are applied near the ends of the pipes, pipe deflections are slighly higher than when loaded at the center. Except for low density glacial till, the deflections near the ends are not excessive and the pipes perform satisfactorily. For contact stresses near the upper limit of truck tire pressures and when loaded near the end, pipes fail with localized wall bending. For flowable fill backfill, the ultimate capacity of the pipes is nearly doubled and at the upper limit of highway truck tire pressures, deflections are negligible. All pipe specimens tested at ambient laboratory room temperatures satisfied AASHTO minimum pipe stiffness requirements at 5% deflection. However, nearly all specimens tested at elevated pipe surface temperatures, approximately 122°F (50°C), failed to meet these requirements. Some HDPE pipe installations may not meet AASHTO minimum pipe stiffness requirements when installed in the summer months (i.e. if pipe surface temperatures are allowed to attain temperatures similar to those tested here). Heating of any portion of the pipe circumference reduced the load carrying capacity of specimens. The minimum soil cover depths, determined from the CANOE analysis, are controlled by the 5% deflection criterion. The minimum soil cover height is 12 in. (305 mm). Pipes with the poor silt and clay backfills with less than 85% compaction require a minimum soil cover height of 24 in. (610 mm). For the sand at 80% compaction, the A36 HDPE pipe with the lowest moment of inertia requires a minimum of 24 in. (610 mm) soil cover. The C48 HDPE pipe with the largest moment of inertia and all other pipes require a 12 in. (305 mm) minimum soil cover.

Asphalt Cement Containing AC-13, HR-522, Final Report, 1988

Stopping and turning maneuvers on high traffic volume asphalt cement concrete surfaced roads and streets often cause distortion of the pavement. Distortion may show up as excessive rutting in the wheel path, shoving of the pavement and/or rippling of the surface. Often times repeated corrective work such as cold milling or heater planing is required in these areas to maintain the pavement surface in a reasonable condition. In recent years polymer additives have been developed for asphalt cement concrete paving mixes that show promise in improving the inplace stability of the pavements. AC-13 (Styrelf 13) available from Bitucote Products Company, St. Louis, Missouri is an asphalt cement that has been modified by an additive to exhibit characteristics of very high stability in asphalt mixes.

Low Profile Marker for Wet/Night Visibility, HR-1005, 1977

Conventional highway lane markings are ineffective at night, particularly when the pavement is wet. There is a recognized need for a system that is effective at night under wet conditions and where there is no reduction in current daytime standards. To be effective at all times the system must maintain wet-night retroreflective properties while resisting deterioration caused by snowplows, studded tires, sand and salt applications, and lane changing maneuvers by traffic. This project tested a system of low-profile lane markers developed by Battelle Columbus Laboratory under contract with the Implementation Division of the Federal Highway Administration.

cGMP-dependent protein kinase type I is implicated in the regulation of the timing and quality of sleep and wakefulness.

Many effects of nitric oxide (NO) are mediated by the activation of guanylyl cyclases and subsequent production of the second messenger cyclic guanosine-3',5'-monophosphate (cGMP). cGMP activates cGMP-dependent protein kinases (PRKGs), which can therefore be considered downstream effectors of NO signaling. Since NO is thought to be involved in the regulation of both sleep and circadian rhythms, we analyzed these two processes in mice deficient for cGMP-dependent protein kinase type I (PRKG1) in the brain. Prkg1 mutant mice showed a strikingly altered distribution of sleep and wakefulness over the 24 hours of a day as well as reductions in rapid-eye-movement sleep (REMS) duration and in non-REM sleep (NREMS) consolidation, and their ability to sustain waking episodes was compromised. Furthermore, they displayed a drastic decrease in electroencephalogram (EEG) power in the delta frequency range (1-4 Hz) under baseline conditions, which could be normalized after sleep deprivation. In line with the re-distribution of sleep and wakefulness, the analysis of wheel-running and drinking activity revealed more rest bouts during the activity phase and a higher percentage of daytime activity in mutant animals. No changes were observed in internal period length and phase-shifting properties of the circadian clock while chi-squared periodogram amplitude was significantly reduced, hinting at a less robust oscillator. These results indicate that PRKG1 might be involved in the stabilization and output strength of the circadian oscillator in mice. Moreover, PRKG1 deficiency results in an aberrant pattern, and consequently a reduced quality, of sleep and wakefulness, possibly due to a decreased wake-promoting output of the circadian system impinging upon sleep.

Heavy Agricultural Loads on Pavements and Bridges, HR-1073, 1999

During the harvest season in Iowa, it is common to have single axle loads on secondary roads and bridges that are excessive (typical examples are grain carts) and well beyond normal load limits. Even though these excessive loads occur only during a short time of the year, they may do significant damage to pavements and bridges. In addition, the safety of some bridges may be compromised because of the excessive loads, and sometimes there may be little indication to the users that damage may be imminent. At this time there are no Iowa laws regulating axle loads allowed for agricultural equipment. This study looks at the potential problems this may cause on secondary roads and timber stringer bridges. Both highway pavement and timber bridges are evaluated in this report. A section (panel) of Iowa PCC paved county road was chosen to study the effects of heavy agricultural loads on pavements. Instrumentation was applied to the panel and a heavily loaded grain cart was rolled across. The collected data were analyzed for any indication of excessive stresses of the concrete. The second study, concerning excessive loads on timber stringer bridges, was conducted in the laboratory. Four bridge sections were constructed and tested. Two of the sections contained five stringers and two sections had three stringers. Timber for the bridges came from a dismantled bridge, and deck panels were cut from new stock. All timber was treated with creosote. A hydraulic load was applied at the deck mid-span using a foot print representing a tire from a typical grain cart. Force was applied until failure of the system resulted. The collected data were evaluated to provide indications of load distribution and for comparison with expected wheel loads for a typical heavily loaded single axle grain cart. Results of the pavement tests showed that the potential of over-stressing the pavement is a possibility. Even though most of the tension stress levels recorded were below the rupture strength of the concrete, there were a few instances where the indicated tension stress level exceeded the concrete rupture strength. Results of the bridge tests showed that when the static ultimate load capacity of the timber stringer bridge sections was reached, there was sudden loss of capacity. Prior to reaching this ultimate capacity, the load sharing between the stringers was very uniform. The failure was characterized by loss of flexural capacity of the stringers. In all tests, the ultimate test load exceeded the wheel load that would be applied by an 875 bushel single axle grain cart.

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.

Targeting IL-1β and IL-17A driven inflammation during influenza-induced exacerbations of chronic lung inflammation.

For patients with chronic lung diseases, such as chronic obstructive pulmonary disease (COPD), exacerbations are life-threatening events causing acute respiratory distress that can even lead to hospitalization and death. Although a great deal of effort has been put into research of exacerbations and potential treatment options, the exact underlying mechanisms are yet to be deciphered and no therapy that effectively targets the excessive inflammation is available. In this study, we report that interleukin-1β (IL-1β) and interleukin-17A (IL-17A) are key mediators of neutrophilic inflammation in influenza-induced exacerbations of chronic lung inflammation. Using a mouse model of disease, our data shows a role for IL-1β in mediating lung dysfunction, and in driving neutrophilic inflammation during the whole phase of viral infection. We further report a role for IL-17A as a mediator of IL-1β induced neutrophilia at early time points during influenza-induced exacerbations. Blocking of IL-17A or IL-1 resulted in a significant abrogation of neutrophil recruitment to the airways in the initial phase of infection or at the peak of viral replication, respectively. Therefore, IL-17A and IL-1β are potential targets for therapeutic treatment of viral exacerbations of chronic lung inflammation.

Guidelines for Removal of Traffic Control Devices in Rural Areas, TR-527, 2005

It is commonly regarded that the overuse of traffic control devices desensitizes drivers and leads to disrespect, especially for low-volume secondary roads with limited enforcement. The maintenance of traffic signs is also a tort liability concern, exacerbated by unnecessary signs. The Federal Highway Administration’s (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) and the Institute of Transportation Engineer’s (ITE) Traffic Control Devices Handbook provide guidance for the implementation of STOP signs based on expected compliance with right-of-way rules, provision of through traffic flow, context (proximity to other controlled intersections), speed, sight distance, and crash history. The approach(es) to stop is left to engineering judgment and is usually dependent on traffic volume or functional class/continuity of system. Although presently being considered by the National Committee on Traffic Control Devices, traffic volume itself is not given as a criterion for implementation in the MUTCD. STOP signs have been installed at many locations for various reasons which no longer (or perhaps never) met engineering needs. If in fact the presence of STOP signs does not increase safety, removal should be considered. To date, however, no guidance exists for the removal of STOP signs at two-way stop-controlled intersections. The scope of this research is ultra-low-volume (< 150 daily entering vehicles) unpaved intersections in rural agricultural areas of Iowa, where each of the 99 counties may have as many as 300 or more STOP sign pairs. Overall safety performance is examined as a function of a county excessive use factor, developed specifically for this study and based on various volume ranges and terrain as a proxy for sight distance. Four conclusions are supported: (1) there is no statistical difference in the safety performance of ultra-low-volume stop-controlled and uncontrolled intersections for all drivers or for younger and older drivers (although interestingly, older drivers are underrepresented at both types of intersections); (2) compliance with stop control (as indicated by crash performance) does not appear to be affected by the use or excessive use of STOP signs, even when adjusted for volume and a sight distance proxy; (3) crash performance does not appear to be improved by the liberal use of stop control; (4) safety performance of uncontrolled intersections appears to decline relative to stop-controlled intersections above about 150 daily entering vehicles. Subject to adequate sight distance, traffic professionals may wish to consider removal of control below this threshold. The report concludes with a section on methods and legal considerations for safe removal of stop control.

Applications for Reuse of Lime Sludge from Water Softening, TR-535, 2005

Lime sludge, an inert material mostly composed of calcium carbonate, is the result of softening hard water for distribution as drinking water. A large city such as Des Moines, Iowa, produces about 30,700 tons of lime sludge (dry weight basis) annually (Jones et al., 2005). Eight Iowa cities representing, according to the United States (U.S.) Census Bureau, 23% of the state’s population of 3 million, were surveyed. They estimated that they collectively produce 64,470 tons of lime sludge (dry weight basis) per year, and they currently have 371,800 tons (dry weight basis) stockpiled. Recently, the Iowa Department of Natural Resources directed those cities using lime softening in drinking water treatment to stop digging new lagoons to dispose of lime sludge. Five Iowa cities with stockpiles of lime sludge funded this research. The research goal was to find useful and economical alternatives for the use of lime sludge. Feasibility studies tested the efficacy of using lime sludge in cement production, power plant SOx treatment, dust control on gravel roads, wastewater neutralization, and in-fill materials for road construction. Applications using lime sludge in cement production, power plant SOx treatment, and wastewater neutralization, and as a fill material for road construction showed positive results, but the dust control application did not. Since the fill material application showed the most promise in accomplishing the project’s goal within the time limits of this research project, it was chosen for further investigation. Lime sludge is classified as inorganic silt with low plasticity. Since it only has an unconfined compressive strength of approximately 110 kPa, mixtures with fly ash and cement were developed to obtain higher strengths. When fly ash was added at a rate of 50% of the dry weight of the lime sludge, the unconfined strength increased to 1600 kPa. Further, friction angles and California Bearing Ratios were higher than those published for soils of the same classification. However, the mixtures do not perform well in durability tests. The mixtures tested did not survive 12 cycles of freezing and thawing and wetting and drying without excessive mass and volume loss. Thus, these mixtures must be placed at depths below the freezing line in the soil profile. The results demonstrated that chemically stabilized lime sludge is able to contribute bulk volume to embankments in road construction projects.

Increased salt sensitivity of ambulatory blood pressure in women with a history of severe preeclampsia.

Cardiovascular diseases are the principal cause of death in women in developed countries and are importantly promoted by hypertension. The salt sensitivity of blood pressure (BP) is considered as an important cardiovascular risk factor at any BP level. Preeclampsia is a hypertensive disorder of pregnancy that arises as a risk factor for cardiovascular diseases. This study measured the salt sensitivity of BP in women with a severe preeclampsia compared with women with no pregnancy hypertensive complications. Forty premenopausal women were recruited 10 years after delivery in a case-control study. Salt sensitivity was defined as an increase of >4 mm Hg in 24-hour ambulatory BP on a high-sodium diet. The ambulatory BP response to salt was significantly increased in women with a history of preeclampsia compared with that of controls. The mean (95% confidence interval) daytime systolic/diastolic BP increased significantly from 115 (109-118)/79 (76-82) mm Hg on low-salt diet to 123 (116-130)/80 (76-84) on a high-salt diet in women with preeclampsia, but not in the control group (from 111 [104-119]/77 [72-82] to 111 [106-116]/75 [72-79], respectively, P<0.05). The sodium sensitivity index (SSI=Δmean arterial pressure/Δurinary Na excretion×1000) was 51.2 (19.1-66.2) in women with preeclampsia and 6.6 (5.8-18.1) mm Hg/mol per day in controls (P=0.015). The nocturnal dip was blunted on a high-salt diet in women with preeclampsia. Our study shows that women who have developed preeclampsia are salt sensitive before their menopause, a finding that may contribute to their increased cardiovascular risk. Women with a history of severe preeclampsia should be targeted at an early stage for preventive measures of cardiovascular diseases.

Sobre las fronteras retóricas del español escrito

El artículo explora la presencia de elementos culturales y retóricos procedentes de la lengua nativa (L1) de un autor en sus escritos en segunda lengua (L2). Se resumen y comentan varias investigaciones de la Retórica Contrastiva, los Nuevos Estudios de Literacidad y la Traductología, que analizan las estrategias usadas por autores y traductores para ocultar o mostrar aspectos de su L1 en sus escritos en L2. También se analizan dos casos de escritura académica (de un latino que escribe en inglés y un quechua que lo hace en español), que aportan ejemplos de extralimitaciones en la corrección y de ocultación de rasgos culturales relevantes. Esos datos y las teorías permiten reflexionar sobre la gestión de la retórica y la cultura en los textos de los plurilingües, tanto desde una óptica de la construcción de la identidad como de la corrección de textos en clase.

Evaluation of Iowa’s 70 mph Speed Limit — 2.5 Year Update, 2009

On July 1, 2005, the State of Iowa implemented a 70 mile per hour (mph) speed limit on most rural Interstates. This document reports on a study of the safety effect of this change. Changes in speeds, traffic volume on and off the rural Interstate system (diversion), and safety (crashes) for on- and off-system roads were studied. After the change, mean and 85th percentile speeds increased by about 2 mph on rural Interstates, but speeding was reduced (the number of drivers exceeding the speed limit by 10 mph decreased from 20 per cent to about 8 per cent). Daytime and nighttime serious crashes were studied for a period of 14 and a half years prior to the change and 2 and a half years afterwards. Simple descriptive statistics reveal increases in all crash severity categories for the 2 and a half year period following the speed limit increase when compared to the most recent comparable 2 and a half year period prior to the increase. When compared to longer term trends, the increases were less pronounced in some severity levels and types, and for a few severity levels the average crash frequencies were observed to decrease. However, fatal and other serious cross-median crashes increased by relatively larger amounts as compared to expected random variation. The study also analyzed crash frequencies grouped into six-month periods, revealing similar findings.

Transpiration stimulée afin d'améliorer l'équilibre hydro-sodé chez les patients hémodialysés : à propos d'un cas [Stimulated sweating in order to improve the water-and-salt balance in hemodialysis patients. A case report].

Obtaining the desired dry weight in dialysis patients is challenging once residual diuresis has disappeared, considering the trend of increasing dietary salt intake and shortening dialysis time over the last 40 years. We describe the case of a 55-year-old patient of Sudanese origin, who presented excessive interdialytic weight gain and hypertension on maintenance hemodialysis. After failure of conservative measures, a therapy of daily hot water baths of 30minutes each on non-dialysis days was introduced. All clinical parameters improved, including potassium profile. In this article, we review the history, pathophysiological mechanisms, efficacy and possible side effects of this interesting, somewhat forgotten technique.

The night: a dangerous time to be born?

An analysis of perinatal mortality by hour of birth among 10,059 births in Canton Ticino (Switzerland) during the years 1979-1982 showed that fewer births occurred at night than during the day. The variations in number of births by hour of birth were attributed to obstetric practices. The perinatal mortality rate for night-time births was more than twice as high as that for the daytime births (+127%, P less than 0.001) and the rates for night-time births exceeded those for daytime births for 13 of the 19 causes of death examined. A higher proportion of the low and very-low-birthweight babies (less than 2500 g and less than 1500 g) were born at night between 19.00 and 06.59 hours.

Is Internet use unhealthy? A cross-sectional study of adolescent Internet overuse.

OBJECTIVE: To assess whether problematic internet use is associated with somatic complaints and whether this association remains when checking for internet activity among a random sample of adolescents living in the canton of Vaud, Switzerland. METHODS: Cross-sectional survey of 3,067 8th graders (50.3% females) divided into average (n = 2,708) and problematic (n = 359) Internet users and compared for somatic complaints (backache, overweight, headaches, musculoskeletal pain, sleep problems and sight problems) controlling for sociodemographic and internet-related variables. Logistic regressions were performed for each complaint and for all of them simultaneously controlling variables significant at the bivariate level. RESULTS: At the multivariate level, when taken separately, problematic internet users were more likely to have a chronic condition (adjusted odds ratio [aOR] with 95% CI: 1.58 [1.11:2.23]) and to report back pain (aOR: 1.46 [1.04:2.05]), overweight (aOR: 1.74 [1.03:2.93]), musculoskeletal pain (aOR: 1.36 [1.00:1.84]) and sleep problems (aOR: 2.16 [1.62:2.88]). When considered in the full model, only sleep problems remained significant (aOR: 2.03 [1.50:2.74]). CONCLUSIONS: Our results confirm that problematic internet users report health problems more frequently, with lack of sleep being the most strongly associated and seeming to act as mediator regarding the other ones. Clinicians should remember to screen for excessive internet use their patients complaining of sleep-related problems, back or musculoskeletal pain or overweight. Clinicians should advise parents to limit the amount of time their adolescent children can spend online for leisure activities. Furthermore, limiting the number of devices used to connect to the internet could help warrant enough sleeping time.