Field Measurements of Ice Scraping Loads on Front Mounted Plow Blades, HR-374, 1997

Removal of ice from roads is of the more challenging task in winter highway maintenance. The best mechanical method is to use a truck with underbody plow blade, but such equipment is not available to all agencies charged with winter maintenance operations. While counties and cities often use motor graders to scrape ice, it would be of great benefit if front mounted plows could be used effectively for ice removal. To reveal and understand the factors that influence the performance of these plows, measurement of the forces experienced by the plow blades during ice scraping is desirable. This study explores the possibility of using accelerometers to determine the forces on a front-mounted plow when scraping ice. The plow was modeled by using a dynamic approach. The forces on the plow were to be determined by the measurement of the accelerations of the plow. Field tests were conducted using an "as is" front-mounted plow instrumented with accelerometers. The results of the field tests indicate that in terms of ice removal, the front-mounted plow is not favorable equipment. The major problem in this study is that the front mounted plow was not able to cut ice, and therefore experienced no significant scraping forces. However, the use of accelerometers seems to be promising for analyzing the vibration problems of the front-mounted plow.

Field Measurements of Plow Loads During Ice Removal Operations, HR-334, 1993

One of the more severe winter hazards is ice or compacted snow on roadways. While three methods are typically used to combat ice (salting, sanding and scraping), relatively little effort has been applied to improve methods of scraping ice from roads. In this project, a new test facility has been developed, comprising a truck with an underbody blade, which has been instrumented such that the forces to scrape ice from a pavement can be measured. A test site has been used, which is not accessible to the public, and ice covers have been sprayed onto the pavement and subsequently scraped from it, while the scraping loads have been recorded. Three different cutting edges have been tested for their ice scraping efficiency. Two of the blades are standard (one with a carbide insert, the other without) while the third blade was designed under the SHRP H-204A project. Results from the tests allowed two parameters to be identified. The first is the scraping efficiency which is the ratio of vertical to horizontal force. The lower this ratio, the more efficiently ice is being removed. The second parameter is the scraping effectiveness, which is related (in some as yet unspecified manner) to the horizontal load. The higher the horizontal load, the more ice is being scraped. The ideal case is thus to have as high a horizontal load as possible, combined with the lowest possible vertical load. Results indicate that the SHRP blade removed ice more effectively than the other two blades under equivalent conditions, and furthermore, did so with greater efficiency and thus more control. Furthermore, blade angles close to 0 deg provide for the most efficient scraping for all three blades. The study has shown that field testing of plow blades is possible in controlled situations, and that blades can be evaluated using this system. The system is available for further tests as are deemed appropriate.

Measurement of Ice Scraping Forces on Snow-Plow Underbody Blades, HR-372, 1997

In this study, several new cutting edges for removal of ice from the roadway were tested in a series of closed road tests. These new cutting edges consisted of a variety of serrated shapes. The study also included measurement of ice scraping forces by in-service trucks. These trucks were instrumented in a similar manner as the truck used in the closed-road tests. Results from the closed-road and in-service tests were analyzed by two parameters. The first parameter is the scraping effectiveness, which is defined as the average horizontal force experienced by a cutting edge. The amount of ice scraped from the roadway is directly proportional to the magnitude of the scraping effectiveness. Thus an increase in scraping effectiveness indicates an increase in the amount of ice being scraped from the roadway. The second parameter is force angle, which is defined as tan to the -1 power [vertical force/horizontal force]. A combination of a minimal force angle and a maximized scraping effectiveness represents a case in which the maximal amount of ice is being removed from the pavement without an exceptionally large vertical force. Results indicate that each cutting edge produced a maximal scraping effectiveness with a testing configuration of a 15 deg blade angle and a 23,000 lb. download force. Results also indicate that each cutting edge produced a minimal force angle with a testing configuration of a 15 deg blade angle and a 10,000 lb. download force. Results from the in-service trucks produced similar data and also similar trends within the data when compared to the results of the closed-road tests. This result is most important, as it suggests that the closed-road tests do provide an accurate measure of ice scraping forces for a given blade and configuration of that blade. Thus if the closed-road tests indicate that certain blades perform well, there is now excellent reason to conduct full scale tests of such blades.

Ice-Retardant Pavement, HR-290, 1991

During 1986, the City of Des Moines placed an experimental asphaltic concrete overlay containing an ice-retardant additive (Verglimit) on Euclid Avenue (U.S. Highway 6). Verglimit is a chemical multi-component deicer which is added to the surface course of an asphalt overlay. The additive was uniformly distributed through the mix at the asphalt plant, which allows exposure of the particles as the finished surface wears under traffic. During a snowfall, the exposed particles attract and absorb moisture creating a deicing solution which dampens the pavement. The Verglimit additive used on this project cost $1,180 per metric ton. The Verglimit was added at a rate of 6.3% by weight, which was 126 pounds per ton, or $66.38 per ton of hot mix asphalt. The purchase of Verglimit additive was funded by the Iowa Department of Transportation through a research project recommended by the Highway Research Advisory Board. The pavement surface experienced severe wetting due to the additive's affinity for water immediately after the project was completed and during periods of high humidity. This wetting created slippery conditions both on the project itself and where vehicles tracked the additive. The only way to remove the slipperiness was by flushing the street with water. The ice-retardant overlay appears to perform as expected in reducing the adherence of ice and snow, especially at temperatures just below freezing. It performs better in light snowfalls than in heavy ones. The ice retardant overlay is effective in eliminating thin coatings of ice due to freezing drizzle or widespread frost. The accident data showed a reduction in the number of snow and ice related accidents but due to the low number of this type of accident the results are inconclusive.

Comparison of Creep and Resilient Modulus Laboratory Results with Field Cores, HR-311, Part 3, 1993

This is Part 3 of a study of creep and resilient modulus testing of hot mix asphalt concrete. The creep and resilient modulus testing in Part 1 showed the improved load carrying characteristics of crushed particles. Cores from pavements drilled in Part 2 exhibited a poor correlation with rutting and creep/resilient modulus on pavement with a range of rut depths. The objective of Part 3 was to determine the relationship of creep and resilient modulus for 1) Marshall specimens from laboratory mixing for mix design; 2) Marshall specimens from construction plant mixing; and 3) cores drilled from the hot mixed asphalt pavement. The creep and resilient modulus data from these three sources exhibited substantial variations. No meaningful correlations of the results from these three sources were obtained.

Dense Concrete Layer as Top Course of Bridge Deck Construction, HR-502, 1990

The use of deicing salts in this part of the country is a necessity to remove ice from our bridges. The use of these salts has always been a problem since the chloride-ions penetrate the concrete and reach the steel and cause corrosion which eventually cause deterioration of both the steel and concrete. One method used to try to prevent this from happening was to apply a waterproof membrane to the concrete after it was placed. This method did help, but was not cost effective as the longevity of the membrane system was of relatively short duration. For this reason, this research project was initiated. After the original deck was placed a second layer of concrete about 1 1/2" thick was placed on top. Biennial evaluation of the decks included testing for delaminations and steel corrosion. Cores were also obtained for a chloride analysis. Testing and observations showed the two-layer bridge deck to be effective in preventing corrosion. Since the time this project was initiated, epoxy steel has been introduced and is a cost effective way to protect the steel from corrosion.

Larvicultura de matrinxã em tanques de diferentes cores

O objetivo deste trabalho foi avaliar o efeito de diferentes cores de tanques na larvicultura de Brycon orthotaenia, durante os primeiros dez dias de criação. Foram avaliados tanques de cores claras (branco, azul claro e verde claro) e escuras (marrom e preto). Como alimento, utilizaram-se larvas de Prochilodus costatus, até o quinto dia de alimentação, e a partir do terceiro dia foi também fornecida ração comercial com 55% de proteína bruta. Foram analisados: o crescimento, a sobrevivência e o fator de condição de Fulton. Aos cinco dias, tanto o peso como o comprimento total e a taxa de crescimento específico (TCE) foram semelhantes entre os tratamentos. No entanto, aos dez dias, animais mantidos em tanques de cores escuras apresentaram menor peso e comprimento total, porém, com TCE semelhante apesar das diferentes cores de tanque. O fator de condição de Fulton, ao final do experimento, foi menor nos animais mantidos em tanques escuros. A sobrevivência foi menor em tanques de cor preta, aos cinco e dez dias de criação. Os maiores valores foram registrados nos tanques de cores marrom, verde claro e branco. Tanques claros são recomendados para a larvicultura de B. orthotaenia, pelo melhor desempenho e sobrevivência dos animais.

The phylogeography of an alpine leaf beetle: divergence within Oreina elongata spans several ice ages.

The genetic landscape of the European flora and fauna was shaped by the ebb and flow of populations with the shifting ice during Quaternary climate cycles. While this has been well demonstrated for lowland species, less is known about high altitude taxa. Here we analyze the phylogeography of the leaf beetle Oreina elongata from 20 populations across the Alps and Apennines. Three mitochondrial and one nuclear region were sequenced in 64 individuals. Within an mtDNA phylogeny, three of seven subspecies are monophyletic. The species is chemically defended and aposematic, with green and blue forms showing geographic variation and unexpected within-population polymorphism. These warning colors show pronounced east-west geographical structure in distribution, but the phylogeography suggests repeated origin and loss. Basal clades come from the central Alps. Ancestors of other clades probably survived across northern Italy and the northern Adriatic, before separation of eastern, southern and western populations and rapid spread through the western Alps. After reviewing calibrated gene-specific substitution rates in the literature, we use partitioned Bayesian coalescent analysis to date our phylogeography. The major clades diverged long before the last glacial maximum, suggesting that O. elongata persisted many glacial cycles within or at the edges of the Alps and Apennines. When analyzing additional barcoding pairwise distances, we find strong evidence to consider O. elongata as a species complex rather than a single species.

Larvicultura de piabanha-do-pardo em aquários de cores diferentes

O objetivo deste trabalho foi avaliar o efeito de diferentes cores de aquários na larvicultura da piabanha-do-pardo (Brycon sp.). Os tratamentos consistiram na utilização de aquários de cores claras (branca, verde e azul) e escuras (marrom e preta). Ao final do experimento, foram mensurados a sobrevivência, o peso, o comprimento total e a coloração das larvas, que foram comparados pelo teste de Tukey, a 5% de probabilidade. A sobrevivência foi menor (66,25%), com maior taxa de canibalismo (17,08%), no aquário de cor azul, quando comparado ao aquário de cor marrom (84,17%), com baixa taxa de canibalismo (6,25%). O comprimento total, o peso e a mortalidade não diferiram entre os tratamentos. A coloração das larvas escureceu progressivamente dos aquários mais claros para os mais escuros, o que interferiu no canibalismo e na sobrevivência. O aquário marrom promove maior valor de sobrevivência e menor taxa de canibalismo nas larvas de piabanha-do-pardo.

Mode of forcing a passage through the ice

Englantilaisen tutkimusmatkaajan E. D. Clarken Ahvenanmeren ylitys joulukuussa 1799. - Digitoitu valokuvasta, joka julkaistu kirjassa: R. Knapas & P. Koistinen, Historiallisia kuvia, 1993.

Perilous passage on the ice

London : Joseph Mawman 1802

Travelling on the Ice over the Gulf of Bothnia to Finland

London : Joseph Mawman 1802