Segmentation of foot and ankle complex based on kinematic criteria.

Although various foot models were proposed for kinematics assessment using skin makers, no objective justification exists for the foot segmentations. This study proposed objective kinematic criteria to define which foot joints are relevant (dominant) in skin markers assessments. Among the studied joints, shank-hindfoot, hindfoot-midfoot and medial-lateral forefoot joints were found to have larger mobility than flexibility of their neighbour bonesets. The amplitude and pattern consistency of these joint angles confirmed their dominancy. Nevertheless, the consistency of the medial-lateral forefoot joint amplitude was lower. These three joints also showed acceptable sensibility to experimental errors which supported their dominancy. This study concluded that to be reliable for assessments using skin markers, the foot and ankle complex could be divided into shank, hindfoot, medial forefoot, lateral forefoot and toes. Kinematics of foot models with more segments must be more cautiously used.

Issue review : multimodal transportation funding.

Funding for non-road multimodal transportation is a means to provide for future transportation needs and alternatives to provide safe and efficient transportation options. The state supports multimodal transportation in the annual infrastructure budget. Most of the state's appropriations for these non-road modes of transportation are provided from the Rebuild Iowa Infrastructure Fund, or infrastructure-related funds such as restricted capital from tax-emempt bond proceeds. Projects that have received funding include commercial and general aviation infrastructure, public transit infrastructure, freight rail, and passenger rail. In addition, recreational trails that encourage walking and cycling are considered part of multimodal transportation. This issue review provides a general overview of the multimodal transportation grant programs that are funded by the state and administered under the Department of Transportation, or DOT. Other means of state funding for multimodal transportation, a sampling of federally funded programs and how other states fund some of their multimodal transportation programs will be briefly discussed.

Development of Railroad Highway Grade Crossing Consolidation Rating Formula, 2015

The goal of this project was to provide an objective methodology to support public agencies and railroads in making decisions related to consolidation of at-grade rail-highway crossings. The project team developed a weighted-index method and accompanying Microsoft Excel spreadsheet based tool to help evaluate and prioritize all public highway-rail grade crossings systematically from a possible consolidation impact perspective. Factors identified by stakeholders as critical were traffic volume, heavy-truck traffic volume, proximity to emergency medical services, proximity to schools, road system, and out-of-distance travel. Given the inherent differences between urban and rural locations, factors were considered, and weighted, differently, based on crossing location. Application of a weighted-index method allowed for all factors of interest to be included and for these factors to be ranked independently, as well as weighted according to stakeholder priorities, to create a single index. If priorities change, this approach also allows for factors and weights to be adjusted. The prioritization generated by this approach may be used to convey the need and opportunity for crossing consolidation to decision makers and stakeholders. It may also be used to quickly investigate the feasibility of a possible consolidation. Independently computed crossing risk and relative impact of consolidation may be integrated and compared to develop the most appropriate treatment strategies or alternatives for a highway-rail grade crossing. A crossing with limited- or low-consolidation impact but a high safety risk may be a prime candidate for consolidation. Similarly, a crossing with potentially high-consolidation impact as well as high risk may be an excellent candidate for crossing improvements or grade separation. The results of the highway-rail grade crossing prioritization represent a consistent and quantitative, yet preliminary, assessment. The results may serve as the foundation for more rigorous or detailed analysis and feasibility studies. Other pertinent site-specific factors, such as safety, maintenance costs, economic impacts, and location-specific access and characteristics should be considered.

Iowa Field Conference on "D"-Cracking: Nov. 20 & 21, 1967

During the summer of 1963 the Materials Department noted the three to four ·year old concrete pavement on I-80 in Cass County was showing extensive surface cracking adjacent to joints and cracks. An examination of the pavement and a few cores from the cracked areas was made by the I.S.H.C. Materials Department and later by David Stark of the P.C.A. Additional surveys were conducted on other concrete pavement made with coarse aggregate from similar rock from two different sources. Blue-line cracking was found on some primary pavement and the indications of incipient cracks were seen on I-29 in Pottawattamie County, north of Council Bluffs. A good "D"-crack pattern is now evident. Surveys were then made of the entire Interstate concrete pavement. No other sections of Interstate were "D"-cracking, although some sections showed joint discoloration. None of these pavements, including the discolored sections, contained "D"-crack associated aggregates. At the same time as the Interstate survey additional pavements and sources were checked. Some "D"-cracking was noticed on certain sections of primary pavement 5-10 years old, in the vicinity of Waterloo and Cedar Rapids. The "D"-cracked pavement was from three aggregate sources, the Newton, Otis, and Burton Ave. quarries. Other pavements in this area that were older or from· different· coarse aggregate sources were not "D"-cracked. We believe that all the "D"-cracking is related, although dedolomitization is probably involved in the intermediate dolomite rocks.

Pathogenic role of basic calcium phosphate crystals in destructive arthropathies.

BACKGROUND: basic calcium phosphate (BCP) crystals are commonly found in osteoarthritis (OA) and are associated with cartilage destruction. BCP crystals induce in vitro catabolic responses with the production of metalloproteases and inflammatory cytokines such as interleukin-1 (IL-1). In vivo, IL-1 production induced by BCP crystals is both dependant and independent of NLRP3 inflammasome. We aimed to clarify 1/ the role of BCP crystals in cartilage destruction and 2/ the role of IL-1 and NLRP3 inflammasome in cartilage degradation related to BCP crystals. METHODOLOGY PRINCIPAL FINDINGS: synovial membranes isolated from OA knees were analysed by alizarin Red and FTIR. Pyrogen free BCP crystals were injected into right knees of WT, NLRP3 -/-, ASC -/-, IL-1α -/- and IL-1β-/- mice and PBS was injected into left knees. To assess the role of IL-1, WT mice were treated by intra-peritoneal injections of anakinra, the IL-1Ra recombinant protein, or PBS. Articular destruction was studied at d4, d17 and d30 assessing synovial inflammation, proteoglycan loss and chondrocyte apoptosis. BCP crystals were frequently found in OA synovial membranes including low grade OA. BCP crystals injected into murine knee joints provoked synovial inflammation characterized by synovial macrophage infiltration that persisted at day 30, cartilage degradation as evidenced by loss of proteoglycan staining by Safranin-O and concomitant expression of VDIPEN epitopes, and increased chondrocyte apoptosis. BCP crystal-induced synovitis was totally independent of IL-1α and IL-1β signalling and no alterations of inflammation were observed in mice deficient for components of the NLRP3-inflammasome, IL-1α or IL-1β. Similarly, treatment with anakinra did not prevent BCP crystal effects. In vitro, BCP crystals elicited enhanced transcription of matrix degrading and pro-inflammatory genes in macrophages. CONCLUSIONS SIGNIFICANCE: intra-articular BCP crystals can elicit synovial inflammation and cartilage degradation suggesting that BCP crystals have a direct pathogenic role in OA. The effects are independent of IL-1 and NLRP3 inflammasome.

Muscle moment-arms: a key element in muscle-force estimation.

A clear and rigorous definition of muscle moment-arms in the context of musculoskeletal systems modelling is presented, using classical mechanics and screw theory. The definition provides an alternative to the tendon excursion method, which can lead to incorrect moment-arms if used inappropriately due to its dependency on the choice of joint coordinates. The definition of moment-arms, and the presented construction method, apply to musculoskeletal models in which the bones are modelled as rigid bodies, the joints are modelled as ideal mechanical joints and the muscles are modelled as massless, frictionless cables wrapping over the bony protrusions, approximated using geometric surfaces. In this context, the definition is independent of any coordinate choice. It is then used to solve a muscle-force estimation problem for a simple 2D conceptual model and compared with an incorrect application of the tendon excursion method. The relative errors between the two solutions vary between 0% and 100%.

Impacts of Internal Curing on Concrete Properties, TR-676, 2015

Conventional concrete is typically cured using external methods. External curing prevents drying of the surface, allows the mixture to stay warm and moist, and results in continued cement hydration (Taylor 2014). Internal curing is a relatively recent technique that has been developed to prolong cement hydration by providing internal water reservoirs in a concrete mixture that do not adversely affect the concrete mixture’s fresh or hardened physical properties. Internal curing grew out of the need for more durable structural concretes that were resistant to shrinkage cracking. Joint spacing for concrete overlays can be increased if slab warping is reduced or eliminated. One of the most promising potential benefits from using internal curing for concrete overlays, then, is the reduced number of joints due to increased joint spacing (Wei and Hansen 2008).

Performance of Various Thicknesses of Portland Cement Concrete, HR-9, 30 Year Report, 1981

If adequately designed and high quality material and good construction practices are used, portland cement concrete is very durable. This is demonstrated by the oldest pavement in Iowa (second oldest in the U.S.) paved in 1904, which performed well for 70 years without resurfacing. The design thickness is an important factor in both the performance and cost of pavement. The objective of this paper is to provide a 30-year performance evaluation of a pavement constructed to determine the required design thickness for low volume secondary roadways. In 1951 Greene County and the Iowa Highway Research Board of the Iowa Department of Transportation initiated a four-mile (6.4 km) demonstration project to evaluate thicknesses ranging from 4-1/2" (11.4 cm) to 6" (15.2 cm). The project, consisting of 10 research sections, was formed pavement placed on a gravel roadbed with very little preparation except for redistribution of the loose aggregate. Eight sections were non-reinforced except for centerline tie bars and no contraction joints were used. Mesh reinforcing and contraction joints spaced at 29' 7" (9.02 m) intervals were used in two 4-1/2" (11.4 cm) thick sections. The only air entrained section was non-reinforced. The pavement performed well over its 30-year life carrying a light volume of traffic and did not require major maintenance. There was substantial cracking with average slab length varying directly with thickness. The 4-1/2" (11.4 cm) thick non-air entrained, mesh-reinforced pavement with contraction joints has performed the best.

Diseño de prótesis alternativas para resolver la inestabilidad del ligament escafolunar

El ligamento escafolunar es uno de los ligamentos que se halla intraarticular, entre el escafoides y el semilunar. Su función más importante es evitar que ambos huesos se separen cuando se cierra firmemente el puño, en la prono-supinación de la mano sobre el eje del antebrazo y durante la flexo-extensión de la muñeca. La indicación terapéutica para reparar la inestabilidad consiste en la cirugía de reconstrucción, mediante la transferencia de tendones, la fusión de las articulaciones o la reformación de los huesos. Actualmente existen dos métodos quirúrgicos para la reparación del ligamento.Para evitar la cirugía abierta, con el presente proyecto se pretende encontrar una solución que permita, a través de una cirugía con artroscopia, solucionar el problema mediante la implantación de una prótesis

Survey No. 1, Fibrous Concrete Resurfacing Greene County, Iowa, HR-165, 1974

The three miles of fibrous concrete resurfacing in Greene County, Iowa were placed in September and early October, 1973. It was recognized in advance that cracking and other performance characteristics of the fibrous concrete sections and of the central sections would be major factors in the evaluation of the project. A low level aerial survey was made of the old pavement. During construction of the resurfacing, the aerial survey was checked to insure that cracks in the old pavement were referenced to the 100 ft. station marks placed in the resurfacing. The crack survey recorded herein was made in March and April, 1974. Those cracks in the resurfacing that are reflections of cracks in the underlying slab are identified by /\ marks. Observations (not detailed crack surveys) made in June, 1974 indicate that further cracking of the resurfacing has occurred since this report was prepared. In particular, there appears to be same additional longitudinal cracking over the widening joints.

Transverse Joint Sealing with Various Sealants, HR-203, 1983

Iowa's first portland cement concrete pavement was constructed in 1904 in the City of LeMars. A portion of that pavement served traffic until 1974 at which time it was resurfaced. The first rural Iowa pee pavement (16' wide, 6" to 7" thick) was constructed under the direction of the Iowa State Highway Commission in 1913. Some of Iowa's early pavements had transverse joints at 25-foot spacings. At that time, joint spacings across the nation ranged from 24 to 100 ft. There have been many changes in joint design over the years with some pavements being constructed without transverse joints. Joint spacing on Iowa primary pavements has generally remained around 20 feet with this spacing having been adopted as an Iowa standard in 1954. Until 1978 it was common to specify a 40-foot joint spacing on secondary pavements. The performance of the pavements with joint spacings greater than 20 feet, and in some cases no contraction joints, generated a 1955 research project on joint spacing. This project was 16 miles long containing sections without contraction joints and sections with joints sawed at intervals of 20, 50 and 80 feet. Approximately half of the sawed joints were left unsealed. The results of this research supported the 20-foot spacing, but were inconclusive regarding the benefits of sealing. One of the desired characteristics of joint sealing material is that it should act as a moisture barrier and prevent the intrusion of surface water. It was generally accepted from past experience that the hot poured type joint seals did not provide this effective moisture barrier.

Highway/Railroad Grade Crossings Identification and Signing, HR-254, 1987

In 1982, Iowa's crossing warning identification system and signage at rail crossings were outdated, inconsistent and inadequate. Iowa's railroad system had been reduced and reorganized during the 1970's and many of the surviving railroad companies were unable to install new signs or devote staff to updating information. The preliminary engineering part of this project improved the information inventory about each crossing, provided for installation of identification tags and resulted in a comprehensive list of posts and signs eligible for replacement. The sign installation portion of this project resulted in erection of nearly 10,000 new crossbuck signs and 10,000 advance warning signs with high intensity reflectorization. In addition, new posts and multiple track signs were replaced where appropriate. Increased visibility of crossings for the motoring public has resulted from proper sign placement and use of high intensity reflectorization. The tagging has provided a consistent correct identification of crossings for accident reporting. The computer inventory of information about the crossings is now correct and provides for informed decision making to administrators of Federal and State crossing safety funds.

Transverse Joint Sealing with Improved Sealers, HR-276, 1991

Concern about premature joint sealant failures occurring in portland cement concrete (PCC) pavements gave impetus to initiating this research project. Eight sealants, including three silicone sealants, were evaluated and tested in the lab as well as incorporated in approximately 700 joints in the field and evaluated over a six-year period. The preliminary data show that among the silicone sealants, Dow Corning 888 rated the highest. However, this was rated third overall behind the W. R. Meadows cold-applied Sof Seal and Crafco #231 hot pour sealants. The W. R. Meadows and Crafco sealants cost approximately 30 percent and 50 percent less to furnish and place than the Dow Corning product. All joint sealants will continue to be evaluated.

Lexan Gate Arm, HR-536, 1987

Innovative Rail Ltd. of Cedar Rapids, Iowa produced a new rail/highway crossing gate arm that shows promise in two areas: a. Minimizing arm breakage, and b. Added target value to motorists. The new gate was demonstrated to the Chicago and North Western Transportation Company, and that railroad has requested its use at two crossings on an "experimental basis" to determine if its installation provides relief in those areas. On April 18, 1986, the Department observed a test of the material under field conditions with the Transportation Company. The gate received four mid-center strikes at 5 MPH by a company truck while in the lowered position, and showed no damage. In a fifth mid-center strike at 15 MPH, the gate was visibly damaged at the connection to its raising mechanism, but continued to function though at a 5-10 degree drop. Several pictures of the gate and its saddle mechanism are shown in Appendix A of this report. Innovative Rail established distributorships in the United States and Canada, and has since gone out of business.

Thin Bonded Overlay Evaluation, HR-559, Final Report, 2001

In 1994 the Iowa Department of Transportation constructed a 7.2-mile Portland Cement Concrete overlay project in Iowa County on Iowa Highway 21. The research work was conducted in cooperation with the Department of Civil Engineering and the Federal Highway Administration under the Iowa Highway Research Board project HR-559. The project was constructed to evaluate the performance of an ultrathin concrete overlay during a 5-year period. The experiment included variables of base surface preparation, overlay depth, joint spacing, fiber reinforcement, and the sealed or non-sealed joints. The project was instrumented to measure overlay/base interface temperatures and strains. Visual distress surveys and deflection testing were also used to monitor performance. Coring and direct shear testing was accomplished 3 times during the research period. Results of the testing and monitoring are identified in the report. The experiment was very successful and the results provide an insight into construction and design needs to be considered in tailoring a portland cement concrete overlay to a performance need. The results also indicate a method to monitor bond with nondestructive methods.