Structural Characterization of UHPC Waffle Bridge Deck and Connections, TR-614, 2014

The AASHTO strategic plan in 2005 for bridge engineering identified extending the service life of bridges and accelerating bridge construction as two of the grand challenges in bridge engineering. These challenges have the objective of producing safer and more economical bridges at a faster rate with a minimum service life of 75 years and reduced maintenance cost to serve the country’s infrastructure needs. Previous studies have shown that a prefabricated full-depth precast concrete deck system is an innovative technique that accelerates the rehabilitation process of a bridge deck, extending its service life with reduced user delays and community disruptions and lowering its life-cycle costs. Previous use of ultra-high performance concrete (UHPC) for bridge applications in the United States has been considered to be efficient and economical because of its superior structural characteristics and durability properties. Full-depth UHPC waffle deck panel systems have been developed over the past three years in Europe and the United States. Subsequently, a single span, 60-ft long and 33-ft wide prototype bridge with full-depth prefabricated UHPC waffle deck panels has been designed and built for a replacement bridge in Wapello County, Iowa. The structural performance characteristics and the constructability of the UHPC waffle deck system and its critical connections were studied through an experimental program at the structural laboratory of Iowa State University (ISU). Two prefabricated full-depth UHPC waffle deck (8 feet by 9 feet 9 inches by 8 inches) panels were connected to 24-ft long precast girders, and the system was tested under service, fatigue, overload, and ultimate loads. Three months after the completion of the bridge with waffle deck system, it was load tested under live loads in February 2012. The measured strain and deflection values were within the acceptable limits, validating the structural performance of the bridge deck. Based on the laboratory test results, observations, field testing of the prototype bridge, and experience gained from the sequence of construction events such as panel fabrication and casting of transverse and longitudinal joints, a prefabricated UHPC waffle deck system is found to be a viable option to achieve the goals of the AASHTO strategic plan.

El síndrome de burnout y los recortes sanitarios en los profesionales enfermeros del Hospital del Mar de Barcelona

El siguiente trabajo es un proyecto de un estudio cuantitativo observacional transversal sobreel personal enfermero del Hospital del Mar de Barcelona, con el objetivo de determinar de quéforman afectan la crisis económica y los recortes sanitarios en la aparición del síndrome delburnout y calidad de vida en los enfermeros/as. Este estudio puede servir de ayuda en unfuturo al diseño de una propuesta de intervención preventiva contextualizada a la situaciónlaboral que están viviendo los profesionales sanitarios de dicho hospital.Hipótesis: La crisis económica y los posteriores recortes sanitarios que han afectado a recursosmateriales, de personal y salariales, aumentan el síndrome de burnout en los profesionalesenfermeros.Metodología: Se utilizará un cuestionario como forma de recogida de datos, que constará dedos partes, la primera el MBI – HSS (Maslach Burnout Inventory)2, para poder identificar lossujetos con burnout, analizando tres dimensiones principales (cansancio emocional,despersonalización y realización personal). La segunda parte, es un cuestionario deelaboración propia, e incluirá variables de tipo sociodemográfico, además se realizaranpreguntas relacionadas con la crisis económica y los recortes sanitarios con tal decontextualizarlo al momento actual. Como medidas descriptivas se utilizarán la media, lamoda, desviación estándar y porcentaje de acuerdo al tipo de variable, estableciéndose laasociación entre variables mediante Spearman y Pearson. Para el análisis estadístico seutilizará el paquete estadístico SPSS versión 19 y triangulación con un grupo de profesionalesimplicados en el análisis de los resultados con tal de evaluar los riesgos psicosociales.

Study of inner ear and lateral line hair cell regeneration

Death of sensory hair cells in the inner ear results in two global health problems that millions of people around the world suffer: hearing loss and balance disorders. Hair cells convert sound vibrations and head movements into electrical signals that are conveyed to the brain, and as a result of aging, exposure to noise, modern drugs or genetic predisposition, hair cells die. In mammals, the great majority of hair cells are produced during embryogenesis, and hair cells that are lost after birth are not replaceable. However, in the last decades, researches have shown some model organisms that retain the ability to regenerate hair cells damaged after embryogenesis, such as Zebrafish and chicken, providing clues as to the cellular and molecular mechanisms that may block hair cell regeneration in mammals. This discovery initiated a search for methods to stimulate regeneration or replacement of hair cells in mammals, a search that, if fruitful, will revolutionize the treatment of hearing loss and balance disorders. One aim of my project is to study the role of retinoic acid in adult Zebrafish and in mice, which is a metabolite of vitamin A known as an essential molecule to activate hair cell regeneration after cells damaged in Zebrafish embryo. We want to study important genes involved in retinoic acid pathway, such as Aldh1a3 and RARs genes, to check what their role is in the inner ear of adult Zebrafish and compare result obtained in the inner ear of mice. On the other hand, Zebrafish lateral line contains neuromast, which are formed by the same structure than the inner ear: hair cells surrounded by supporting cells and neurons. The lateral line is a structure below the skin's surface that makes easier to damage hair cells to study their regeneration. For that reason, another aim of my project is to study how Sox2 and Atoh1, essential genes during the inner ear development, change their expression during hair cell regeneration in the lateral line. In my project, the most important concepts related to Zebrafish world are explained in order to understand why we have studied this animal and these essential genes. Then, techniques that we used are explained, with their protocol attached in the annexes. Finally, results of my project are shown, but many of them were not expected and they would be needed to follow studying.

Pavement Management Performance Modeling: Evaluating the Existing PCI Equations, RB14-013 2014

The work described in this report documents the activities performed for the evaluation, development, and enhancement of the Iowa Department of Transportation (DOT) pavement condition information as part of their pavement management system operation. The study covers all of the Iowa DOT’s interstate and primary National Highway System (NHS) and non-NHS system. A new pavement condition rating system that provides a consistent, unified approach in rating pavements in Iowa is being proposed. The proposed 100-scale system is based on five individual indices derived from specific distress data and pavement properties, and an overall pavement condition index, PCI-2, that combines individual indices using weighting factors. The different indices cover cracking, ride, rutting, faulting, and friction. The Cracking Index is formed by combining cracking data (transverse, longitudinal, wheel-path, and alligator cracking indices). Ride, rutting, and faulting indices utilize the International Roughness Index (IRI), rut depth, and fault height, respectively.

Development of Quality Standards for Inclusion of High Recycled Asphalt Pavement Content in Asphalt Mixtures – Phase II, TR-658, 2015

To conserve natural resources and energy, the amount of recycled asphalt pavement has been steadily increasing in the construction of asphalt pavements. The objective of this study is to develop quality standards for inclusion of high RAP content. To determine if the higher percentage of RAP materials can be used on Iowa’s state highways, three test sections with target amounts of RAP materials of 30%, 35% and 40% by weight were constructed on Highway 6 in Iowa City. To meet Superpave mix design requirements for mixtures with high RAP contents, it was necessary to fractionate the RAP materials. Three test sections with actual RAP materials of 30.0%, 35.5% and 39.2% by weight were constructed and the average field densities from the cores were measured as 95.3%, 94.0%, and 94.3%, respectively. Field mixtures were compacted in the laboratory to evaluate moisture sensitivity using a Hamburg Wheel Tracking Device. After 20,000 passes, rut depths were less than 3mm for mixtures obtained from three test sections. The binder was extracted from the field mixtures from each test section and tested to identify the effects of RAP materials on the performance grade of the virgin binder. Based on Dynamic Shear Rheometer and Bending Beam Rheometer tests, the virgin binders (PG 64-28) from test sections with 30.0%, 35.5% and 39.2% RAP materials were stiffened to PG 76-22, PG 76-16, and PG 82-16, respectively. The Semi-Circular Bending (SCB) test was performed on laboratory compacted field mixtures with RAP amounts of 30.0%, 35.5% and 39.2% at two different temperatures of -18 and -30 °C. As the test temperature decreased, the fracture energy decreased and the stiffness increased. As the RAP amount increased, the stiffness increased and the fracture energy decreased. Finally, a condition survey of the test sections was conducted to evaluate their short-term pavement performance and the reflective transverse cracking did not increase as RAP amount was increased from 30.0% to 39.2%.

Grau de satisfacció d'un col·lectiu de persones grans en relació a l'atenció rebuda dels professionals d'infermeria durant la seva hospitalització

Introducció: La preocupació per la qualitat assistencial, i concretament per la qualitat de les cures infermeres, la satisfacció percebuda pel pacient com element fonamental com a indicador de la qualitat dels serveis sanitaris i clau en la millora de la qualitat assistencial, i el fet que a l’estat espanyol hi ha pocs estudis de satisfacció específics de la població anciana hospitalitzada, ens va portar a plantejar un estudi amb l’objectiu de valorar el grau de satisfacció de les persones grans hospitalitzades en relació a l’atenció rebuda dels professionals d’infermeria. Metodologia: S’ha realitzat un estudi descriptiu i transversal en un col.lectiu de 42 persones hospitalitzades d’edat ≥ 60 anys. El grau de satisfacció es va determinar amb “La Monica Oberst Patient Satisfaction Scale 12” (LOPSS 12), versió reduïda en castellà. La personalització de les cures es va valorar amb un qüestionari que valora la relació infermera-usuari extret de l’Índex de Personalització de les Cures. L'anàlisi estadística es va dur a terme amb el programa informàtic SPSS® vs 21.0. Resultats: Es va evidenciar un elevat grau de satisfacció global amb les cures d’infermeria (8,8  1,5 / 10), però el nivell global de personalització d’aquestes cures no va ser molt satisfactori (3,4  2,1 / 7). Els homes van valorar millor a les infermeres respecte a que consideraven les seves opinions i preferències (p=0,03) i contestaven amb rapidesa les seves trucades (p=0,009). La personalització de les cures millorava conforme incrementava el grau de satisfacció global (r = 0,582; p = 0,000) i amb el temps d’hospitalització (r = 0,344; p = 0,026). Conclusions: El grau de satisfacció global respecte la satisfacció en l’atenció rebuda per part d’infermeria, va ser elevat però amb baix grau de personalització, mostrant major satisfacció els homes respecte les dones. Conèixer l’opinió dels usuaris representa una oportunitat pels professionals de reflexionar sobre la pràctica clínica i ser crítics per avançar en el desenvolupament de la professió, identificant aspectes susceptibles de millora 5 amb la finalitat d’augmentar la qualitat de les cures que es presten, així com la qualitat de vida de les persones.

Cardiac raptor deletion impairs adaptive hypertrophy, alters metabolic gene expression and causes heart failure in mice

Background: Mammalian target of rapamycin (mTOR), a central regulator of cell growth, is found in two structurally and functionally distinct multiprotein complexes called mTOR complex (mTORC)1 and mTORC2. The specific roles of each of these branches of mTOR signaling have not been dissected in the adult heart. In the present study, we aimed to bring new insights into the function of cardiac mTORC1-mediated signaling in physiological as well as pathological situations.Methods: We generated mice homozygous for loxP-flanked raptor and positive for the tamoxifen-inducible Cre recombinase (MerCreMer) under control of the α- myosin heavy chain promoter. The raptor gene encodes an essential component of mTORC1. Gene ablation was induced at the age of 10-12 weeks, and two weeks later the raptor cardiac-knockout (raptor-cKO) mice started voluntary cagewheel exercise or were subjected to transverse aortic constriction (TAC) to induce pressure overload.Results: In sedentary raptor-cKO mice, ejection fractions gradually decreased, resulting in significantly reduced values at 38 days (P < 0.001). Raptor-cKO mice started to die during the fifth week after the last tamoxifen injection. At that time, the mortality rate was 36% in sedentary (n = 11) and 64% in exercising (n = 14) mice. TAC-induced pressure overload resulted in severe cardiac dysfunction already at earlier timepoints. Thus, at 7-9 days after surgery, ejection fraction and fractional shortening values were 22.3% vs 43.5% and 10.2% vs 21.5% in raptor-cKO vs wild-type mice, respectively. This was accompanied by significant reductions of ventricular wall and septal thickness as well as an increase in left ventricular internal diameter. Moreover, ventricular weight to tibial length ratios were increased in wild-type, but not in the raptor-cKO TAC mice. Together, this shows that raptor-cKO mice rapidly developed dilated cardiomyopathy without going through a phase of adaptive hypertrophy. Expression of ANP and β-MHC was induced in all raptor-cKO mice irrespective of the cardiac load conditions. Consistent with reduced mTORC1 activity, phosphorylation of ribosomal S6 kinase and 4E-BP1 was blunted, indicating reduced protein synthesis. Moreover, expression of multiple genes involved in the regulation of energy metabolism was altered, and followed by a shift from fatty acid to glucose oxidation.Conclusion: Our study suggests that mTORC1 coordinates protein and energy metabolic pathways in the heart. Moreover, we demonstrate that raptor is essential for the cardiac adaptation to increased workload and importantly, also for normal physiological cardiac function.

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.

Effects of Special Aggregate on Bridge Deck Overlay Frictional Properties, HR-205, 1986

The Iowa DOT has been using the "Iowa Method" thin bonded low-slump dense Portland Cement Concrete (PCC) bridge deck overlay for rehabilitation of delaminated decks since 1963. In time, continued use of studded tires will wear away the transverse grooved texture. The objective of this research was to evaluate the benefit of incorporating a hard durable aggregate into a dense PCC overlay to provide frictional property longevity. The project included three overlays on I-35 near Ankeny. The texture and friction properties of two overlays, one constructed with crushed granite and the other with crushed quartzite coarse aggregate, were compared to an overlay constructed with locally available crushed limestone. There were no construction problems resulting from the use of crushed granite or quartzite. There was no significant frictional property benefit from the crushed granite or crushed quartzite through six years.

Une carte des zones de cisaillement ductiles des Alpes Centrales

The main deformation structures due to the Tertiary continental collision in the Western Swiss Alps are ductile shear zones. Four main shear zones can be recognized on the structural map, each characterised by a different shear direction. The first D I shear zone with a X I, SE (transverse) stretching direction has been created during the under-thrusting towards the SE of the European plate under the Adriatic plate. This took place mainly by ductile deformation of the upper part of the European continental basement with the formation of the external massifs basement folds and the Penninic foldnappes. The second D II shear zone (Simplon ductile shear zone) is characterized by a XII stretching, dipping from 0 to 30-degrees to the SW (longitudinal stretching). It is approximately 10 km wide, and crosses the Alpine nappes in an oblique direction. It corresponds to a relative SW transport direction of the upper units together with the Adriatic plate. This dextral transpression zone is also responsible for the stretching parallel to the elongation of the Alpine belt. The third D III shear zone is made of mylonites with a steep stretching direction and corresponds to the hanging wall of the Canavese reverse fault. The D IV shear zones, dextral wrench zones combined with underthrusting movement, are characterised by a W and SW stretching direction. They were formed during and after the S facing backfolding which for instance made the Mischabel fold and the Boggioleto fold. Actually it occupies two narrow areas of more ductile rocks between the Mischabel backfold to the N and the Monte Rosa nappe to the S and allong the Canavese Line. These dextral shear zones represent probably the western continuation of the Tonale Line dextral wrench fault. The D I to IV ductile shear zone were formed under greenschist and amphibolite facies conditions during the Tertiary orogenic metamorphism. Their regional distribution is limited to the metamorphic ductile zone representing the deep part of the Alpine belt, between 10 and 30 km depth. The emplacement and orientation of the shear zones was also directed by the geometry of the boundaries of the European and Adriatic plates. The analysis of the superposed Central Alpine shear zones permits thus to propose a model of the history of the relative convergent and wrench movements which took place between the European and Adriatic plates during the Alpine Tertiary continental collision.

Sprinkle Treatments for Asphalt Concrete, HR-507, 1986

In recent years, the Iowa Department of Transportation has put greater emphasis on improving highway safety. This effort has been relatively successful with a reduction in traffic-related fatalities to levels experienced prior to 1950. The nationwide speed limit of 55 mph was probably the greatest contributor to the decline in traffic fatalities, but there have been many other efforts that have also contributed to this decline. The Iowa DOT has been testing all paved roadways periodically for friction coefficient since 1969. New techniques have been used to obtain a greater depth of surface texture on paved roadways. Transverse tined grooving has been used on portland cement concrete to provide increased texture depth.

Demonstration and Field Evaluation of Alternative Portland Cement Concrete Pavement Reinforcement Materials, HR-1069, 2003

Transverse joints are placed in portland cement concrete pavements to control the development of random cracking due to stresses induced by moisture and thermal gradients and restrained slab movement. These joints are strengthened through the use of load transfer devices, typically dowel bars, designed to transfer load across the joint from one pavement slab to the next. Epoxy coated steel bars are the materials of choice at the present time, but have experienced some difficulties with resistance to corrosion from deicing salts. The research project investigated the use of alternative materials, dowel size and spacing to determine the benefits and limitations of each material. In this project two types of fiber composite materials, stainless steel solid dowels and epoxy coated dowels were tested for five years in side by side installation in a portion of U.S. 65 near Des Moines, Iowa, between 1997 and 2002. The work was directed at analyzing the load transfer characteristics of 8-in. vs. 12-in. spacing of the dowels and the alternative dowel materials, fiber composite (1.5- and 1.88-in. diameter) and stainless steel (1.5-in. diameter), compared to typical 1.5-in. diameter epoxy-coated steel dowels placed on 12-in. spacing. Data were collected biannually within each series of joints and variables in terms of load transfer in each lane (outer wheel path), visual distress, joint openings, and faulting in each wheel path. After five years of performance the following observations were made from the data collected. Each of the dowel materials is performing equally in terms of load transfer, joint movement and faulting. Stainless steel dowels are providing load transfer performance equal to or greater than epoxy-coated steel dowels at the end of five years. Fiber reinforced polymer (FRP) dowels of the sizes and materials tested should be spaced no greater than 8 in. apart to achieve comparable performance to epoxy coated dowels. No evidence of deterioration due to road salts was identified on any of the products tested. The relatively high cost of stainless steel solid and FRP dowels was a limitation at the time of this study conclusion. Work is continuing with the subject materials in laboratory studies to determine the proper shape, spacing, chemical composition and testing specification to make the FRP and stainless (clad or solid) dowels a viable alternative joint load transfer material for long lasting portland cement concrete pavements.

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.

Demonstration Project using Railroad Flatcars for Low-Volume Road Bridges, TR-444, 2003

The use of Railroad Flatcars (RRFCs) as the superstructure on low-volume county bridges has been investigated in a research project conducted by the Bridge Engineering Center at Iowa State University. These bridges enable county engineers to replace old, inadequate county bridge superstructures for less than half the cost and in a shorter construction time than required for a conventional bridge. To illustrate their constructability, adequacy, and economy, two RRFC demonstration bridges were designed, constructed, and tested: one in Buchanan County and the other in Winnebago County. The Buchanan County Bridge was constructed as a single span with 56-ft-long flatcars supported at their ends by new, concrete abutments. The use of concrete in the substructure allowed for an integral abutment at one end of the bridge with an expansion joint at the other end. Reinforced concrete beams (serving as longitudinal connections between the three adjacent flatcars) were installed to distribute live loads among the RRFCs. Guardrails and an asphalt milling driving surface completed the bridge. The Winnebago County Bridge was constructed using 89-ft-long flatcars. Preliminary calculations determined that they were not adequate to span 89 ft as a simple span. Therefore, the flatcars were supported by new, steel-capped piers and abutments at the RRFCs' bolsters and ends, resulting in a 66-ft main span and two 10-ft end spans. Due to the RRFC geometry, the longitudinal connections between adjacent RRFCs were inadequate to support significant loads; therefore, transverse, recycled timber planks were utilized to effectively distribute live loads to all three RRFCs. A gravel driving surface was placed on top of the timber planks, and a guardrail system was installed to complete the bridge. Bridge behavior predicted by grillage models for each bridge was validated by strain and deflection data from field tests; it was found that the engineered RRFC bridges have live load stresses significantly below the AASHTO Bridge Design Specification limits. To assist in future RRFC bridge projects, RRFC selection criteria were established for visual inspection and selection of structurally adequate RRFCs. In addition, design recommendations have been developed to simplify live load distribution calculations for the design of the bridges. Based on the results of this research, it has been determined that through proper RRFC selection, construction, and engineering, RRFC bridges are a viable, economic replacement system for low-volume road bridges.

Local Agency Pavement Marking Plan, TR-551, 2010

The proposed Federal Highway Administration (FHWA) amendments to the Manual of Uniform Traffic Control Devices (MUTCD) will change the way local agencies manage their pavement markings and places a focus on pavement marking quality and management methods. This research effort demonstrates how a pavement marking maintenance method could be developed and used at the local agency level. The report addresses the common problems faced by agencies in achieving good pavement marking quality and provides recommendations specific towards these problems in terms of assessing pavement marking needs, selecting pavement marking materials, contracting out pavement marking services, measuring and monitoring performance, and in developing management tools to visualize pavement marking needs in a GIS format. The research includes five case studies, three counties and two cities, where retroreflectivity was measured over a spring and fall season and then mapped to evaluate pavement marking performance and needs. The research also includes over 35 field demonstrations (installation and monitoring) of both longitudinal and transverse durable markings in a variety of local agency settings all within an intense snow plow state.