Proof of Concept: Examining Characteristics of Roadway Infrastructure in Various 3D Visualization Modes, 2015

Utilizing enhanced visualization in transportation planning and design gained popularity in the last decade. This work aimed at demonstrating the concept of utilizing a highly immersive, virtual reality simulation engine for creating dynamic, interactive, full-scale, three-dimensional (3D) models of highway infrastructure. For this project, the highway infrastructure element chosen was a two-way, stop-controlled intersection (TWSCI). VirtuTrace, a virtual reality simulation engine developed by the principal investigator, was used to construct the dynamic 3D model of the TWSCI. The model was implemented in C6, which is Iowa State University’s Cave Automatic Virtual Environment (CAVE). Representatives from the Institute of Transportation at Iowa State University, as well as representatives from the Iowa Department of Transportation, experienced the simulated TWSCI. The two teams identified verbally the significant potential that the approach introduces for the application of next-generation simulated environments to road design and safety evaluation.

Financial Needs of Iowa's County Roads, TR-608, 2012

The TR-608 project developed methods and processes for determining current and future Iowa secondary (county) road needs. These tools will be permanently maintained and operated by the Iowa County Engineers Association Service Bureau to provide ongoing need determination services for the state’s ninety-nine county road departments. The systems established via this project will annually tally and report a) how much funding is needed to sustain the county roads long term, b) the adequacy of the secondary roads for the traffic they carry and c) what upgrade needs exist. A “Trend Projection Engine” will also be available to project from current circumstance, with continuation of known revenue and cost trends, to estimate potential outcomes occurring in the next fifteen years. Now that it has been developed, the TR-608 system will continue as an ongoing resource of county road and bridge numbers, condition, trends and issue information for use by counties, either individually or collectively.

Cation Transport Coupled to ATP Hydrolysis By the (Na, K)-ATPase : an integrated, animated model

An Adobe (R) animation is presented for use in undergraduate Biochemistry courses, illustrating the mechanism of Na+ and K+ translocation coupled to ATP hydrolysis by the (Na, K)-ATPase, a P-2c-type ATPase, or ATP-powered ion pump that actively translocates cations across plasma membranes. The enzyme is also known as an E-1/E-2-ATPase as it undergoes conformational changes between the E-1 and E-2 forms during the pumping cycle, altering the affinity and accessibility of the transmembrane ion-binding sites. The animation is based on Horisberger's scheme that incorporates the most recent significant findings to have improved our understanding of the (Na, K)-ATPase structure function relationship. The movements of the various domains within the (Na, K)-ATPase alpha-subunit illustrate the conformational changes that occur during Na+ and K+ translocation across the membrane and emphasize involvement of the actuator, nucleotide, and phosphorylation domains, that is, the "core engine" of the pump, with respect to ATP binding, cation transport, and ADP and P-i release.

Creació d'una aplicació col·laborativa orientada a web semàntica

L'objectiu d'aquest projecte es la creació d'una plataforma que ofereix un nou format per a presentar aquest tipus d'informació, i que a mes permet la integració d'ontologies per a poder classificar les diferents noticies que s'afegeixin al sistema.

Desarrollo de una web semántica

Amb aquest projecte es vol solucionar aquesta manca d'accés a la informació i sobretot disposar d'un sistema que relacioni "tot amb tot", és a dir, muntar un sistema únic per documentar xarxa (física) independentment de l'element que es vulgui documentar. La idea és basar el projecte de documentació en una web semàntica basada en wiki semàntica amb un motor de cerca MediaWiki.

Electronic Reference Library Phase I Report, 1999

This report describes the first phase in a project to develop an electronic reference library (ERL) to help Iowa transportation officials efficiently access information in critical and heavily used documents. These documents include Standard Specifications for Bridge and Highway Construction (hereinafter called Standard Specifications), design manuals, standard drawings, the Construction Manual, and Material Instruction Memoranda (hereinafter called Material IMs). Additional items that could be included to enhance the ERL include phone books, letting dates, Internet links, computer programs distributed by the Iowa Department of Transportation (DOT), and local specifications, such as the Urban Standard Specifications of Public Improvements. All cross-references should be hyper linked, and a search engine should be provided. Revisions noted in the General Supplemental Specifications (hereinafter called the Supplemental Specifications) should be incorporated into the text of the Standard Specifications. The Standard Specifications should refer to related sections of other documents, and there should be reciprocal hyper links in those other documents. These features would speed research on critical issues and save staff time. A master plan and a pilot version were both developed in this first phase of the ERL.

Knowledge Licensing in a Model of R&D-driven Endogenous Growth

In this paper I present an endogenous growth model where the engine of growth is in-house R&D performed by high-tech firms. I model knowledge (patent) licensing among high-tech firms. I show that if there is knowledge licensing, high-tech firms innovate more and economic growth is higher than in cases when there are knowledge spillovers or there is no exchange of knowledge among high-tech firms. However, in case when there is knowledge licensing the number of high-tech firms is lower than in cases when there are knowledge spillovers or there is no exchange of knowledge.

Knowledge Licensing in a Model of R&D-driven Endogenous Growth

In this paper I present an endogenous growth model where the engine of growth is in-house R&D performed by high-tech firms. I model knowledge (patent) licensing among high-tech firms. I show that if there is knowledge licensing, high-tech firms innovate more and economic growth is higher than in cases when there are knowledge spillovers or there is no exchange of knowledge among high-tech firms. However, in case when there is knowledge licensing the number of high-tech firms is lower than in cases when there are knowledge spillovers or there is no exchange of knowledge.

QuesTInSitu: mejora del sistema de autoría y móvil para la creación, realización y monitorización de rutas abiertas de preguntas geolocalizadas

Aquest projecte te com a objectiu estendre el treball realitzat amb l‟eina QuesTInSitu, ques‟emmarca dins del món de les Tecnologies de la Informació i Comunicació (TIC) iconcretament en l‟àrea d‟E-Learning. Es presenta una aplicació Web, QuesTInSitu, la qual ésuna eina d‟autoria que permet crear preguntes geolocalitzades a sobre de mapes de GoogleMaps. Aquestes preguntes segueixen l‟especificació IMS Question & Test Interporability (QTI)i són gestionades pel motor de QTI NewApis.L‟usuari pot crear preguntes geolocalitzades i organitzar-les com a rutes (qüestionaris) sobre unmapa de qualsevol punt del món. Per una altre banda, s‟ofereix la possibilitat de respondre a lespreguntes geolocalitzades mitjançant mòbils 3G gràcies a una aplicació especialmentdissenyada per a dispositius mòbils on els usuaris poden respondre les preguntes i veure lapuntuació.Aquest PFC presenta nous aspectes de millora sobre l‟eina ja existent, com per exemple: un nousistema de monitorització, un nou sistema de rutes, noves funcionalitats tant de l‟aplicaciómòbil com de l‟aplicació web entre d‟altres. Aquests nous aspectes s‟han avaluat dins de nousescenaris educatius.

Investigation of AASHTOWare Pavement ME Design/DARWin-ME Performance Prediction Models for Iowa Pavement Analysis and Design, 2015

The Mechanistic-Empirical Pavement Design Guide (MEPDG) was developed under National Cooperative Highway Research Program (NCHRP) Project 1-37A as a novel mechanistic-empirical procedure for the analysis and design of pavements. The MEPDG was subsequently supported by AASHTO’s DARWin-ME and most recently marketed as AASHTOWare Pavement ME Design software as of February 2013. Although the core design process and computational engine have remained the same over the years, some enhancements to the pavement performance prediction models have been implemented along with other documented changes as the MEPDG transitioned to AASHTOWare Pavement ME Design software. Preliminary studies were carried out to determine possible differences between AASHTOWare Pavement ME Design, MEPDG (version 1.1), and DARWin-ME (version 1.1) performance predictions for new jointed plain concrete pavement (JPCP), new hot mix asphalt (HMA), and HMA over JPCP systems. Differences were indeed observed between the pavement performance predictions produced by these different software versions. Further investigation was needed to verify these differences and to evaluate whether identified local calibration factors from the latest MEPDG (version 1.1) were acceptable for use with the latest version (version 2.1.24) of AASHTOWare Pavement ME Design at the time this research was conducted. Therefore, the primary objective of this research was to examine AASHTOWare Pavement ME Design performance predictions using previously identified MEPDG calibration factors (through InTrans Project 11-401) and, if needed, refine the local calibration coefficients of AASHTOWare Pavement ME Design pavement performance predictions for Iowa pavement systems using linear and nonlinear optimization procedures. A total of 130 representative sections across Iowa consisting of JPCP, new HMA, and HMA over JPCP sections were used. The local calibration results of AASHTOWare Pavement ME Design are presented and compared with national and locally calibrated MEPDG models.

A numeric model to simulate solar individual ultraviolet exposure.

Exposure to solar ultraviolet (UV) light is the main causative factor for skin cancer. UV exposure depends on environmental and individual factors. Individual exposure data remain scarce and development of alternative assessment methods is greatly needed. We developed a model simulating human exposure to solar UV. The model predicts the dose and distribution of UV exposure received on the basis of ground irradiation and morphological data. Standard 3D computer graphics techniques were adapted to develop a rendering engine that estimates the solar exposure of a virtual manikin depicted as a triangle mesh surface. The amount of solar energy received by each triangle was calculated, taking into account reflected, direct and diffuse radiation, and shading from other body parts. Dosimetric measurements (n = 54) were conducted in field conditions using a foam manikin as surrogate for an exposed individual. Dosimetric results were compared to the model predictions. The model predicted exposure to solar UV adequately. The symmetric mean absolute percentage error was 13%. Half of the predictions were within 17% range of the measurements. This model provides a tool to assess outdoor occupational and recreational UV exposures, without necessitating time-consuming individual dosimetry, with numerous potential uses in skin cancer prevention and research.

A Widely Used Machine Translation Service and its Migration to a Free/Open-Source Solution : the Case of Softcatalà

Softcatalà is a non-profit associationcreated more than 10 years ago to fightthe marginalisation of the Catalan languagein information and communicationtechnologies. It has led the localisationof many applications and thecreation of a website which allows itsusers to translate texts between Spanishand Catalan using an external closed-sourcetranslation engine. Recently,the closed-source translation back-endhas been replaced by a free/open-sourcesolution completely managed by Softcatalà: the Apertium machine translationplatform and the ScaleMT web serviceframework. Thanks to the opennessof the new solution, it is possibleto take advantage of the huge amount ofusers of the Softcatalà translation serviceto improve it, using a series ofmethods presented in this paper. In addition,a study of the translations requestedby the users has been carriedout, and it shows that the translationback-end change has not affected theusage patterns.

Growth and demise of Permian biogenic chert along northwest Pangea: evidence for end-Permian collapse of thermohaline circulation

The Permian Chert Event (PCE) was a 30 Ma long episode of unusual chert accumulation along the northwest margin of Pangea, and possibly worldwide. The onset of the PCE occurred at about the Sakmarian-Artinskian boundary in the Sverdrup Basin, Canadian Arctic, where it coincides with a maximum flooding event, the ending of high-frequency/high-amplitude shelf cyclicity, the onset of massive biogenic chert deposition in deep-water distal areas, and a long-term shift from warm- to cool-water carbonate sedimentation in shallow-water proximal areas. A similar and coeval shift is observed from the Barents Sea to the northwestern USA. A landward and southward expansion of silica factories occurred during the Middle and Late Permian at which time warm-water carbonate producers disappeared completely from the northwest margin of Pangea. Biotically impoverished and increasingly narrow cold-water carbonate factories (characterised by non-cemented bioclasts of sponges, bryozoans, echinoderms and brachiopods) were then progressively replaced by silica factories. By Late Permian time, little carbonate sediments accumulated in the Barents Sea and in the Sverdrup Basin. where the deep- to shallow-water sedimentary spectrum was occupied by siliceous sponge spicules. By that time, biogenic silica sedimentation was common throughout the world. Silica factories collapsed in the Late Permian, abruptly bringing the PCE to an end. In northwest Pangea, the end- Permian collapse of the PCE was associated with a major transgression and with a return to much warmer oceanic and continental climatic conditions. Chert deposition resumed in the distal oceanic areas during the early Middle Triassic (Anisian) after a 8-10 Ma interruption (Early Triassic Chert Gap). The conditions necessary for the onset, expansion and zenith of the PCE were provided by the thermohaline circulation of nutrient-rich cold waters along the northwestern and western margin of Pangea, and possibly throughout the world oceans. These conditions provided an efficient transportation mechanism that constantly replenished the supply of silica in the area, created a nutrient- and oxygen-rich environment favouring siliceous biogenic productivity. established cold sea-floor conditions, hindering silica dissolution, while increasing calcium carbonate solubility, and provided conditions adverse to organic and inorganic carbonate production, The northwest margin of Pangea was, for nearly 30 Ma. bathed by cold waters presumably derived from the seasonal melting of northern sea ice, the assumed engine for thermohaline circulation. This process started near the Sakmarian-Artinskian boundary. intensified throughout Middle and Late Permian time and ceased suddenly in latest Permian time, It led to oceanic conditions much colder than normally expected from the palaeolatitudes. and the influence of cold northerly-derived water was felt as far south southern Nevada. The demise of silica factories was caused by the rapid breakdown of these conditions and the establishment of a much warmer marine environment accompanied by sluggish circulation and perhaps a reduced input of dissolved silica to the ocean. Complete thawing of northern sea ice would have ended thermohaline circulation and led to warm and sluggish oceanic conditions inimical to the production. accumulation and preservation of biogenic silica.

Polttomoottorin sähkömekaaninen venttiilinohjaus

Työssä tarkastellaanpolttomoottorin venttiilitoimilaitteen toteuttamista sähkömekaanisesti. Tähän mennessä kehitetyt ratkaisut ja rakennetut prototyypit soveltuvat pääosin henkilöautojen vapaasti hengittävien ottomoottoreiden venttiilien ohjaukseen. Venttiilien sähkömekaanisen ohjauksen soveltuvuutta suuriin polttomoottoreihin kuten esimerkiksi voimalaitosdieseleihin on myös tarkasteltu, mutta ongelmaksi muodostuu riittävän suuren magneettisen voiman kehittäminen magneettivuon reitillä esiintyvän suuren ilmavälin takia. Työssä esitetään valmiita ja kehitteillä olevia ratkaisuja polttomoottorin venttiilien ohjaukseen sähkömekaanisesti. Lisäksi käsitellään parannusmahdollisuuksia jo valmiisiin ratkaisuihin ja käydään läpi sähkömekaanisen venttiilinohjauksen ongelmakohtia. Suomeksi ei ole kovin paljon julkaistua materiaalia polttomoottorin venttiilien sähkömekaanisesta ohjauksesta, joten työ tukeutuu pääosin Internetissä julkaistuihin artikkeleihin sekä sähköpostin välityksellä käytyihin keskusteluihin niiden tahojen kanssa, jotka tutkivat ja kehittävät polttomoottorinsähkömekaanista venttiilien ohjausta. Venttiilien sähkömekaanisen ohjauksen tutkiminen tällä hetkellä jakautuu pääpainotteisesti sähkömagneettisen osuuden ja säätöteknisen osuuden tutkimiseen ja kehittämiseen. Työssä ei mennä näiden aihepiirien syvälliseen analysointiin vaan esitetään tämän hetkisentutkimuksen painopisteet ja lähdeviitteet aihepiiriä syventäviin julkaisuihin.

Politique fédérale des agglomérations dans les domaines des transports et de l'urbanisation

La croissance de la population, de l'économie et des transports individuels motorisés, particulièrement depuis la seconde moitié du 20ème siècle, ont notamment comme corollaire le développement urbanistique hors des frontières de la ville-centre et la formation des agglomérations. Ces zones urbaines sont stratégiques puisqu'elles accueillent une part toujours plus importante de la population et représentent le moteur de l'économie nationale. Toutefois, le développement des agglomérations et de la mobilité individuelle motorisée ne va pas sans poser de nombreux problèmes, dont la résolution nécessite de les aborder à l'échelle de l'agglomération, en coordonnant les transports et l'urbanisation. Notre système politique fédéral se définit notamment par une répartition des compétences dans une multitude de domaines entre les trois niveaux institutionnels de la Confédération, des cantons et des communes. Cette réalité est particulièrement vraie en matière d'aménagement du territoire. Il est à noter que les plus petites unités institutionnelles (les communes) conservent encore aujourd'hui des prérogatives importantes dans ce domaine. Au début des années 2000, la Confédération a développé une politique publique en faveur de ces zones stratégiques. Au moyen du fonds d'infrastructure, la politique fédérale des agglomérations dans les domaines des transports et de l'urbanisation est une politique publique incitative. Le dépôt, par les agglomérations, d'un projet respectant un cahier des charges précis et proposant des mesures de coordination entre les transports et l'urbanisation, permet d'obtenir un cofinancement fédéral du transport d'agglomération. Parmi les projets d'agglomération de première génération présentés à la Confédération, certains ont obtenu le cofinancement, d'autres pas. Le dimensionnement trop généreux des surfaces à bâtir fut notamment un facteur d'échec du projet d'agglomération de Fribourg, alors que la capacité à développer l'urbanisation à l'intérieur de l'agglomération fut un facteur de succès du projet Lausanne-Morges. L'analyse des projets d'agglomération Riviera et Monthey-Aigle, qui sont des projets de deuxième génération, confrontée à des entretiens avec des urbanistes et des responsables politiques, permet d'identifier leurs faiblesses et leurs atouts. Le projet d'agglomération Riviera présente une complémentarité des territoires et un grand potentiel de développement, mais aussi un manque de cohésion des partenaires du projet. Quant au projet Monthey-Aigle, il existe une réelle volonté politique de trouver des solutions aux conflits, mais les possibilités de développer les transports publics sont faibles. Dans le cadre de l'examen fédéral de ces deux projets d'agglomération, les éléments précités pourraient être des facteurs d'échec ou de succès. La politique publique fédérale invite les agglomérations à penser le développement de leurs transports et de leur urbanisation à un niveau global. La prise de hauteur et la coordination politique que cela suppose sont à même d'améliorer le lieu de vie des trois-quarts de la population suisse et de préserver le moteur de l'économie nationale. The growth of population, economy and personal motorised transportation, most particularly since the second half of the 20th century, has, as a consequence, induced an expansion of urban areas outside the borders of cities and encouraged the formation of urban agglomerations. These urban zones are of strategic importance as they attract an increasingly large population and represent a real driver of the national economy. However, the development of these agglomerations and the motorised mobility of their inhabitants cause numerous problems which require solutions to be adopted at the level of the agglomeration involving the interconnection of transport and urbanisation. Our federal political system is characterised by a distribution of responsibilities in many domains among the three institutional levels, namely the Confederation, the cantons and the communes. This is particularly the case of territorial developments. It should be noted that the smallest institutional units, the communes, still hold today important responsibilities in this area. At the beginning of the years 2000, the Confederation has developed a public policy in favour of these strategic zones. Through the establishment of an infrastructure fund, the federal policy in favour of urban agglomerations in the areas of transport and urbanisation aims at providing incentives to agglomerations. The submission by the agglomeration of a project containing a clear description of tasks and measures to integrate transport and urbanisation can result in a cofinancing participation by the Confederation in this project. Among the projects of first generation which had been submitted to the Confederation, some have received the cofinancing, others have not. The too generous dimension of the building areas in the project submitted by the agglomeration of Fribourg was a factor of its failure, while the capacity to develop urbanisation within the agglomeration was a factor of success for the Lausanne-Morges project. The analysis of the projects of the agglomerations Riviera and Monthey-Aigle which are projects of the second generation, as well as the interviews of urbanists and concerned officials have allowed us to identify their strengths and weaknesses. The Riviera project provides a complementary approach and a high potential of territorial developments, but at the same time denotes a lack of cohesion among partners of the project. With respect to the project Monthey-Aigle, there is a real political willingness to resolve conflicts, but the potential for the development of public transports is small. In the consideration by the Confederation of these two projects, the factors mentioned above may bring success or failure. The federal public policy incites the agglomerations to conceive the development of their transportation and urbanisation plans at a global level. The elevation of interests and the political coordination that this requires can improve the place of living of ¾ of the Swiss population and preserve the engine of growth of the national economy.