Silica final lens performance in laser fusion facilities: HiPER and LIFE

Nowadays, the projects LIFE (Laser Inertial Fusion Energy) in USA and HiPER (High Power Laser Energy Research) in Europe are the most advanced ones to demonstrate laser fusion energy viability. One of the main points of concern to properly achieve ignition is the performance of the final optics (lenses) under the severe irradiation conditions that take place in fusion facilities. In this paper, we calculate the radiation fluxes and doses as well as the radiation-induced temperature enhancement and colour centre formation in final lenses assuming realistic geometrical configurations for HiPER and LIFE. On these bases, the mechanical stresses generated by the established temperature gradients are evaluated showing that from a mechanical point of view lenses only fulfil specifications if ions resulting from the imploding target are mitigated. The absorption coefficient of the lenses is calculated during reactor startup and steady-state operation. The obtained results reveal the necessity of new solutions to tackle ignition problems during the startup process for HiPER. Finally, we evaluate the effect of temperature gradients on focal length changes and lens surface deformations. In summary, we discuss the capabilities and weak points of silica lenses and propose alternatives to overcome predictable problems

Influencia de un nuevo marco jurídico en la competitividad del sistema portuario español

El sistema portuario español movió en el año 2013 aproximadamente 458,54 millones de toneladas, 13,8 millones de TEUs, con un total de 131.128 buques que accedieron a puerto para el conjunto de las 28 Autoridades Portuarias. Con el 62% de las exportaciones y el 86% de las importaciones realizadas por vía marítima, una rentabilidad del 2,34 %, muy cerca del objetivo del 2,5 % de rentabilidad media annual establecida legalmente, y una cifra de negocios aproximada de 1.028 millones de euros equivalentes al 1,1 % del PIB que genera un empleo directo e indirecto vinculado de 145.000 personas, concluimos que estamos hablando de un sector estratégico para la economía del país. Desde hace décadas, en muchos puertos del mundo se han venido desarrollando terminales “hub” o de concentración y distribución de cargas. Las navieras concentran entre este tipo de terminales sus líneas transoceánicas con buques de enormes dimensiones y capacidad de carga para producir los tránsitos de contenedores desde estas líneas a otras líneas llamadas “feeder”, con buques de menor tamaño que enlazan el “hub” con los puertos de su área marítima de influencia. La excepcional ubicación geoestratégica de España, con aproximadamente ocho mil kilómetros de costa, ha originado que los puertos españoles de mayor dimensión aspiren a incorporarse a esta red marítima internacional de contenedores y determina que en nuestro sistema portuario los movimientos de contenedores de tránsito tengan gran importancia. Sin embargo, la crisis económica ha tenido un efecto decisivo en el sector marítimo, determinando una lucha feroz entre todos los puertos, nacionales e internacionales, por captar este tipo de tráficos, lo que origina una búsqueda de las compañías navieras de puertos cada vez más eficientes en términos calidad/coste del servicio. La entrada en vigor del Texto Refundido de la Ley de Puertos y la piedra angular de su reforma, la Ley 33/2010, plantea como objetivo principal la mejora de la competitividad del sistema portuario español y liderar su recuperación, ofreciendo unas condiciones de entorno favorables a los puertos españoles que acaben por incentivar la captación de tráficos e inversión privada a través de una oferta de servicios e infraestructura de calidad y a precios competitivos que consoliden su posición dentro del tráfico marítimo mundial. Surge, por tanto, la conveniencia de investigar la influencia de las medidas propuestas por dicha norma legal y las soluciones ofrecidas a las demandas de un sector considerado estratégico para la economía del país, y cuya resolución se considera imprescindible para consolidar su recuperación. Por eso, se han analizado los aspectos más importantes de la reforma mediante la realización de un resumen ejecutivo y se ha estudiado la influencia de las medidas que incorpora desde el punto de vista de tres factores, que previamente se han considerado como fundamentales para la recuperación del sistema portuario español, y que históricamente habían sido demandados por el mismo, como son, en primer lugar, un progresivo sistema de flexibilización tributaria que permitiera a los puertos españoles ganar en términos de competitividad respecto a otros modelos portuarios mucho más flexibles en materia tarifaria, en segundo lugar, una necesaria liberalización del régimen de prestación de los servicios portuarios que posibilite el libre acceso a cualquier interesado en su prestación y, en último lugar, el progresivo abaratamiento de los costes inherentes a dichos servicios, fundamentalmente la manipulación de mercancías. Con posterioridad se ha investigado el trámite parlamentario al que se ha sometido la ley, fruto del enorme consenso alcanzado entre las dos principales fuerzas políticas del país, que determinó que se presentaran más de 700 enmiendas al proyecto original, y en algunos casos, se ha prestado especial atención a determinadas enmiendas que se consideran, en opinión de este investigador, novedosas y aventuradas, razón por la cual quizás no fueron incorporadas definitivamente al texto legal. Y se han analizado las principales demandas y aportaciones extraídas de la Sesión Informativa sobre la tramitación del entonces proyecto de ley ofrecida por la Comisión de Fomento del Congreso de los Diputados a los principales representantes del sector, comunidad portuaria, universidad y sindicatos. Siendo conscientes de la incidencia que tiene el servicio portuario de manipulación de mercancías en el paso de la mercancía por el puerto, se ha hecho una referencia concreta al peculiar régimen jurídico y laboral del personal vinculado al servicio. Avanzamos que las características de la relación laboral especial, y su peculiar régimen jurídico, con una dualidad de relaciones laborales, tiene una influencia decisiva en la nómina del trabajador que se repercute en los usuarios del servicio, fundamentalmente el naviero y el operador de la terminal, que en definitiva, incide en la competitividad del puerto. Y se ha constatado el auge aperturista de numerosas legislaciones portuarias europeas, prestando especial atención al proyecto frustrado de liberalización de los servicios portuarios en la Unión Europea de la conocida como Directiva Loyola de Palacio del año 2003 y al Libro Blanco de Transportes del año 2011. Así como a las deficiencias advertidas por el Dictamen de la Comisión Europea de fecha 27/09/2012 en relación al régimen jurídico del servicio portuario de manipulación de mercancías, que lo considera disconforme y contrario con las normas de libertad de establecimiento en Europa y que amenaza con una previsible reforma unilateral de la legislación portuaria española, a instancias europeas. Bajo este planteamiento, se ha procedido a analizar el marco de prestación de dichos servicios desde el punto de vista de la propia comunidad portuaria. Inicialmente, a través de un estudio de fuerzas de la competitividad del sector de los servicios portuarios en el sistema portuario español que nos permitirá trazar un mapa estratégico del mismo a través del “Modelo de las Cinco Fuerzas de Porter” concluyendo, que el poder de los prestadores de servicios portuarios como proveedores de los mismos, fundamentalmente en la manipulación de mercancías, es máximo, con un único colectivo, los estibadores portuarios, que al amparo de la normativa legal vigente tienen la exclusividad de su prestación. Dichas circunstancias restan competitividad al sistema frente a alternativas portuarias más flexibles y desincentivan la inversión privada. Y, en segundo lugar, mediante un proceso participativo en distintas encuestas sobre el modelo legislativo y sobre el marco formativo del sector con los propios agentes afectados dentro de la comunidad portuaria, desde la triple perspectiva de la vertiente pública que representan las Autoridades Portuarias, como gestores de las infraestructuras, la vertiente privada que representan los usuarios y prestadores de servicios, como principal cliente del puerto y desde el punto de vista de la propia mano de obra portuaria materializada en la representación sindical de dichos trabajadores. Los resultados nos permitirán concluir, respectivamente, la incidencia del servicio portuario mercancía por el puerto, por representar más de la mitad de los costes. Así como la aspiración de los trabajadores adscritos a dicho servicio de consolidar un título formativo que unifique y potencie su capacitación profesional, circunstancia esta última, también demandada por toda comunidad portuaria. Analizadas las conclusiones extraídas en cada una de las líneas de investigación se han detectado una serie de ineficiencias dentro del mismo que dicho marco regulador no ha sabido resolver, por lo que se ha considerado la conveniencia de formular, como herramienta de ayuda a gestores del sistema portuario español, una relación de medidas que, en opinión de este investigador, se consideran necesarias para mejorar el régimen de prestación de los servicios portuarios y se ha propuesto un borrador de modificación del actual Texto Refundido que pueda servir de base para materializar una futura reforma legal. Las conclusiones obtenidas en la investigación deben sentar las bases de una profunda reflexión sobre la necesidad de encaminar, como alternativa a una previsible modificación a instancias europeas, una reforma legal que decididamente apueste por la competitividad del sistema portuario español desde el punto de vista de la liberalización de servicios, el abaratamiento de los costes de la estiba y la necesaria profesionalización de los trabajadores adscritos al servicio portuario de manipulación de mercancías. During 2013 the Spanish Port System moved nearly 458,54 million tons of freight, 13,8 million TEUs, involving a total of 131.128 ships for the 28 existing Port Authorities. With 62% of exports and 86% of imports made through sea transportation, a 2,34% profit, close to the 2,5% average annual profit goal legally established, revenues of 1.028 million € equivalent to a 1.1% of Spain’s GDP and a figure of 145.000 people a directly or indirectly employed we can conclude that maritime industry is undoubtedly one of the strategic and key sectors for the country’s economy. Since several decades many ports in the world have been increasingly developing “Hub” terminals, those which concentrate and distribute freight. Shipping companies place among these type of terminals their transoceanic sea liners along with huge dimension & capacity ships to make the container transit from these liners to other called “feeder” which are smaller freight ships that connect the “hub” with the ports within its maritime area of influence. Spain’s exceptional geostrategic location with over 8.000 km of coastline has originated that those big dimension Spanish ports aspire to become a part of a container international maritime network which also determines that transit container move is key within our port system. Nevertheless the economic crisis has had a decisive impact on the maritime sector originating a fierce battle between all ports, national and international ones, all of them fight against each other to catch this type of maritime traffic which triggers an ongoing shipping companies search in cost/service quality efficient ports. The cornerstone of the Restated Text of Port Law is Law 33/2010, which lays out as main goal the Spanish Port System competitiveness improvement and lead its recovery offering favorable environment conditions to Spanish ports which help encourage maritime traffic attraction and private investment through a wide offer of services, quality of infrastructure and competitive prices which can consolidate its positioning within the world’s maritime traffic. It is therefore key to investigate the influence of the measures proposed by the above mentioned law and also the solutions offered to the demands of a sector which is considered strategic for the country’s economy and which solution is essential to consolidate the recovery. It is because of this that the most important aspects of the reform have been analyzed through the making of an executive summary and it has also been studied the influence of the measures it includes from the point of view of three factors which have previously been considered as key for the Spanish port system recovery. The system has historically demanded a progressive tax flexibility, which would permit Spanish ports be more competitive compared to other port models much more flexible in rates, a necessary liberalization of the port service provision regime and last but not least, to cut the price of costs related to those services, mainly freight handling. Following this, the parliamentary process of the law has also been studied as a consequence of the vast consensus reached by the main political forces in the country which clearly determined that more than 700 amendments to the original project were presented. In some cases the focus has been on amendments which are adventurous and new, reason why they were finally not included to the final legal text. Being well aware of the importance that freight handling procedure has, I have made a specific reference to the legal and working framework of those employees related to this service. We conclude that the special working relationship, its different legal regime, along with the working relationship dualism has a big impact and decisive influence over the worker’s salary which also affects service users, mainly shipowners and terminal operators, having a bad effect on the port’s competitiveness. The above confirms the new opening trend of main European port laws with special attention to the frustrated European Union port services liberalization project, also known as Directive Loyola de Palacio (2003) and the White Paper on Transports (2011). It is important to highlight that the European Commission has also observed several deficiencies with regard to the freight handling port service Law Regime being in disagreement with it, considering it is against the free establishment rules in Europe. The Commission is likely to present a unilateral reform to the Spanish Port Law. Under this approach the service provision framework is being analyzed from the Port Community point of view. Initially the analysis will focus on the study of the competition forces within the port services industry in Spain, this will allow us to draw up an strategic map through “Porter’s Five Forces Model” concluding that the power of port services providers as freight handlers is maximum, with an only collective, stevedores, which has the exclusivity for their services. All these circumstances not only decrease the system’s competitiveness versus other more flexible but also restrain private investments. Secondly, through a participating procedure in different surveys about the legislative model and about the training framework with the affected agents within the port community, there is a triple perspective: Public point of view represented by Port Authorities as infrastructure managers, Private point of view represented by users and service suppliers as main Port’s customer and finally, port workforce, represented by union leaders. Results will let us conclude that freight handling service is the most critical port service and represents more than half of the costs. This service related workers aspire to obtain a training certificate that unifies and boosts their professional role which is also chased by the entire port community. Once conclusions have been analyzed for all research lines, several deficiencies have been found and the regulatory framework hasn’t yet been able to solve them, it has therefore been a series of necessary measures that help improve the port services provision regime. A new proposal to the Restated Law Text has been drafted as the first step to embrace a future legal reform. Conclusions obtained on the research should set the new basis of a deep reflection about the need to bent on a new legal reform which firmly bets on Spanish port system competitiveness from three key points of view, service liberalization, ship load cost reduction and professionalization of freight handling related workers.

Territorios de excepción la CV500 como laboratorio de arquitectura

La innovación en arquitectura reside en los desplazamientos: llevar el trópico a Dinamarca, un trasatlántico al centro de la ciudad, el pasado al presente, el presente al futuro y también lo profano a la academia. De estos últimos desplazamientos, habituales en la práctica de la teoría del proyecto, se ocupa esta tesis. La investigación profundizará en el tránsito de lo ordinario al archivo y viceversa, de lo hallado en un fragmento de paisaje existente desconocido para la literatura disciplinar: el territorio de la carretera CV500. Sus límites serán, en lo geográfico, el tramo entre Valencia y Sueca y, en lo temporal, los años desde el Plan de Urbanización del Saler en la época del desarrollismo de los 60s hasta La Ruta del Bacalao en la década de los 80s. El “intercambio innovador” será conducido a través de dos probados descriptores y formuladores de teoría de arquitectura a partir de relecturas de lo ordinario: Learning from Las Vegas y Delirious New York ABSTRACT Innovation in architecture resides on displacements: taking the tropics to Denmark and the ocean liners to the city centre, bringing the past to the present and taking the present to the future, and converting the ordinary into academia. This thesis will deal with this last displacement, common in the practice of project theory. The research will provide an in-depth view of the transition from the ordinary into cultural archives and vice versa, based on what was found in a fragment of an existing landscape absent from related literature: the territory of the CV500 road. The geographical limit will be the section between Valencia and Sueca, while the time limit will be the years from the Saler Zoning Plan during the economic development policy of the 1960s to the “Bacalao” clubbing route of the 1980s. The “innovative exchange” will be led through two proven architecture theory descriptors and formulators based on rereading the ordinary: Learning from Las Vegas and Delirious New York.

Structure, tissue distribution, and chromosomal localization of the prepronociceptin gene.

Nociceptin (orphanin FQ), the newly discovered natural agonist of opioid receptor-like (ORL1) receptor, is a neuropeptide that is endowed with pronociceptive activity in vivo. Nociceptin is derived from a larger precursor, prepronociceptin (PPNOC), whose human, mouse, and rat genes we have now isolated. The PPNOC gene is highly conserved in the three species and displays organizational features that are strikingly similar to those of the genes of preproenkephalin, preprodynorphin, and preproopiomelanocortin, the precursors to endogenous opioid peptides, suggesting the four genes belong to the same family-i.e., have a common evolutionary origin. The PPNOC gene encodes a single copy of nociceptin as well as of other peptides whose sequence is strictly conserved across murine and human species; hence it is likely to be neurophysiologically significant. Northern blot analysis shows that the PPNOC gene is predominantly transcribed in the central nervous system (brain and spinal cord) and, albeit weakly, in the ovary, the sole peripheral organ expressing the gene. By using a radiation hybrid cell line panel, the PPNOC gene was mapped to the short arm of human chromosome 8 (8p21), between sequence-tagged site markers WI-5833 and WI-1172, in close proximity of the locus encoding the neurofilament light chain NEFL. Analysis of yeast artificial chromosome clones belonging to the WC8.4 contig covering the 8p21 region did not allow to detect the presence of the gene on these yeast artificial chromosomes, suggesting a gap in the coverage within this contig.

The nature of LINER galaxies: Ubiquitous hot old stars and rare accreting black holes

Context. Galaxies, which often contain ionised gas, sometimes also exhibit a so-called low-ionisation nuclear emission line region (LINER). For 30 years, this was attributed to a central mass-accreting supermassive black hole (more commonly known as active galactic nucleus, AGN) of low luminosity, making LINER galaxies the largest AGN sub-population, which dominate in numbers over higher luminosity Seyfert galaxies and quasars. This, however, poses a serious problem. While the inferred energy balance is plausible, many LINERs clearly do not contain any other independent signatures of an AGN. Aims. Using integral field spectroscopic data from the CALIFA survey, we compare the observed radial surface brightness profiles with what is expected from illumination by an AGN. Methods. Essential for this analysis is a proper extraction of emission lines, especially weak lines, such as Balmer H beta lines, which are superposed on an absorption trough. To accomplish this, we use the GANDALF code, which simultaneously fits the underlying stellar continuum and emission lines. Results. For 48 galaxies with LINER-like emission, we show that the radial emission-line surface brightness profiles are inconsistent with ionisation by a central point-source and hence cannot be due to an AGN alone. Conclusions. The most probable explanation for the excess LINER-like emission is ionisation by evolved stars during the short but very hot and energetic phase known as post-AGB. This leads us to an entirely new interpretation. Post-AGB stars are ubiquitous and their ionising effect should be potentially observable in every galaxy with the gas present and with stars older than ~1 Gyr unless a stronger radiation field from young hot stars or an AGN outshines them. This means that galaxies with LINER-like emission are not a class defined by a property but rather by the absence of a property. It also explains why LINER emission is observed mostly in massive galaxies with old stars and little star formation.

Avaliação da influência do efeito de ultrassom na lixiviação de metais de placas de circuito impresso obsoletas.

Os equipamentos elétricos e eletrônicos (EEE) possuem uma grande importância na sociedade contemporânea, e estão presentes no cotidiano das pessoas de forma ubíqua. Com o aumento no consumo de EEE juntamente com a obsolescência precoce, surge um novo tipo de resíduo, chamado de Resíduos de Equipamentos Elétricos e Eletrônicos (REEE). Os REEE não devem ser descartados em aterros, pelo risco de contaminação e pelo desperdício de material. Assim, a reciclagem se faz necessária. As placas de circuito impresso (PCI) estão presentes na grande maioria do REEE e contem a maior variedade de metais, incluindo metais valiosos como Au, Ag, Pt e Cu. A complexidade torna a reciclagem destas placas muito difícil. Rotas hidrometalúrgicas tem surgido como uma alternativa mais limpa para o tratamento de PCI, em detrimento aos processos pirometalúrgicos. Nas rotas hidrometalúrgicas, os metais são extraídos pela lixiviação realizada por ácidos ou bases. O efeito ultrassônico tem sido empregado na síntese de novas substâncias e também em alguns casos no tratamento de resíduos. O processo central no uso de ultrassom é a cavitação acústica, capaz de produzir microbolhas na solução com temperatura da ordem de 5000 K e pressão de 500 atm localmente. Além disto, a implosão das bolhas de cavitação em meio heterogêneo causa um jato de solução na superfície, que pode alcançar velocidade de 100 m.s-1. Assim, esta tese tem como objetivo a investigação do efeito do ultrassom sobre PCI obsoletas. Dois efeitos foram investigados: o efeito da cominuição das PCI promovido pela cavitação e a influência da cavitação na lixiviação com ácido sulfúrico de Fe, Al e Ni. Os parâmetros investigados na cominuição foram: tipo de placa, granulometria da placa moída e potência de ultrassom. Os parâmetros de lixiviação avaliados foram: razão sólido-líquido (S/L), concentração de ácido e potência de ultrassom. Também foram realizados ensaios de lixiviação sonicados com meio oxidante. Foi feita a análise cinética para se determinar qual é o controle da reação de lixiviação.

Abrasão de ferro fundido cinzento: aplicação a motores automotivos.

Uma parte significativa das perdas por atrito num motor automotivo resulta da ação de partículas abrasivas. Dentre as fontes possíveis, podem ser citados o próprio meio ambiente - partículas que passam pelo filtro de ar - o desgaste de partes metálicas do motor ou mesmo resíduos de combustão. Essas partículas podem ficar encrustadas em anéis do pistão, ou ficar na interface entre pistão e bloco ou camisa, e são responsáveis por sulcos axiais, na direção do movimento do pistão, observáveis em motores usados. O objetivo deste trabalho foi obter um melhor entendimento dos mecanismos de desgaste relacionados com o sulcamento de camisa/bloco e identificar conjuntos de testes laboratoriais capazes de reproduzi-los sob condições controladas. Amostras de ferro fundido cinzento (FoFo) e de aço AISI 1070 com dureza de matriz próxima daquela encontrada em FoFo (?200HV30) foram submetidas a ensaios de riscamento em tribômetros. Verificou-se que riscos executados com um endentador cônico submetido a cargas na faixa de 20 a 50 mN eram similares aos sulcos observados em camisas ou blocos. Ensaios com outros materiais, como alumínio e latão e mesmo aço de diferentes durezas contribuíram para melhorar o entendimento dos resultados. Não foi observada transição brusca entre mecanismos de abrasão. O cálculo do fator de remoção de material, fab, a partir de perfilometria óptica resultou em valores com dispersão elevada; não foi possível associa-los aos diferentes mecanismos de abrasão observados. Valores obtidos para o coeficiente de atrito no riscamento permitiram fazer uma estimativa inicial de energia gasta nos processos abrasivos do motor.

Is modern medicine at risk of losing the plot?

Contemporary medicine has much to its credit, but has created an insatiable demand for new technologies and more health services, fed by commercial promotion, professional advocacy and sociopolitical pressure. Total health expenditure at the national level is now almost 10% of gross domestic product and is expected to top 16% by 2020. After recent inquiries into the failings of its public health system, the Queensland Government has committed itself to a 25% increase in expenditure on health over the next 5 years. But will it lead to better population health, and is it sustainable? The return-on-investment curve for modern health care may be flattening out, in an environment of growing numbers of older patients with chronic illnesses, maldistribution of services and hospital overcrowding. A change in thinking is required if current medical practice is to avoid imploding when confronted with the next major economic downturn. Health policy, service funding and clinical training must focus on critical appraisal of the effectiveness of health care technologies and the structure and financing of health care systems. Practising clinicians will be obliged to provide leadership in determining value for money in the choice of health care for specific patient populations and how that care is delivered.

The study and characterisation of water-based latices used for can coating interiors

Water-based latices, used in the production of internal liners for beer/beverage cans, were investigated using a number of analytical techniques. The epoxy-graft-acrylic polymers, used to prepare the latices, and films, produced from those latices, were also examined. It was confirmed that acrylic polymer preferentially grafts onto higher molecular weight portions of the epoxy polymer. The amount of epoxy remaining ungrafted was determined to be 80%. This figure is higher than was previously thought. Molecular weight distribution studies were carried out on the epoxy and epoxy-g-acrylic resins. A quantitative method for determining copolymer composition using GPC was evaluated. The GPC method was also used to determine polymer composition as a function of molecular weight. IR spectroscopy was used to determine the total level of acrylic modification of the polymers and NMR was used to determine the level of grafting. Particle size determinations were carried out using transmission electron microscopy and dynamic light scattering. Levels of stabilising amine greatly affected the viscosity of the latex, particle size and amount of soluble polymer but the core particle size, as determined using TEM, was unaffected. NMR spectra of the latices produced spectra only from solvents and amine modifiers. Using solid-state CP/MAS/freezing techniques spectra from the epoxy component could be observed. FT-IR spectra of the latices were obtained after special subtraction of water. The only difference between the spectra of the latices and those of the dry film were due to the presence of the solvents in the former. A distinctive morphology in the films produced from the latices was observed. This suggested that the micelle structure of the latex survives the film forming process. If insufficient acrylic is present, large epoxy domains are produced which gives rise to poor film characteristics. Casting the polymers from organic solutions failed to produce similar morphology.

Biomaterial interactions with compromised tissue surfaces

This thesis is concerned with the nature of biomaterial interactions with compromised host tissue sites. Both ocular and dermal tissues can be wounded, following injury, disease or surgery, and consequently require the use of a biomaterial. Clear analogies exist between the cornea/tear film/contact lens and the dermal wound bed/wound fluid/skin adhesive wound dressing. The work described in this thesis builds upon established biochemistry to examine specific aspects of the interaction of biomaterials with compromised ocular and dermal tissue sites, with a particular focus on the role of vitronectin. Vitronectin is a prominent cell adhesion glycoprotein present in both tear fluid and wound fluid, and has a role in the regulation and upregulation of plasmin. The interaction of contact lenses with the cornea was assessed by a novel on-lens cell-based vitronectin assay technique. Vitronectin mapping showed that vitronectin-mediated cell adhesion to contact lens surfaces was due to the contact lens-corneal mechanical interaction rather than deposition out of the tear film. This deposition is associated predominantly with the peripheral region of the posterior contact lens surface. The locus of vitronectin deposition on the contact lens surface, which is affected by material modulus, is potentially an important factor in the generation of plasmin in the posterior tear film. Use of the vitronectin mapping technique on ex vivo bandage contact lenses revealed greater vitronectin-mediated cell adhesion to the contact lens surfaces in comparison to lenses worn in the healthy eye. The results suggest that vitronectin is more readily deposited from the impaired corneal tissue bed than the intact healthy tissue bed. Significantly, subjects with a deficient tear film were found to deposit high vitronectin-mediated cell adhesion levels to the BCL surface, thus highlighting the influence of the contact lens-tissue interaction upon deposition. Biomimetic principles imply that adhesive materials for wound applications, including hydrogels and hydrocolloids, should closely match the surface energy parameters of skin. The surface properties of hydrocolloid adhesives were found to be easily modified by contact with siliconised plastic release liners. In contrast, paper release liners did not significantly affect the adhesive surface properties. In order to characterise such materials in the actual wound environment, which is an extremely challenging task, preliminary considerations for the design of an artificial wound fluid model from an animal serum base were addressed.

Role of carbon nanotube dispersion in fracture toughening of plasma sprayed aluminum oxide-carbon nanotube nanocomposite coating

Aluminum oxide (Al2O3, or alumina) is a conventional ceramic known for applications such as wear resistant coatings, thermal liners, heaters, crucibles, dielectric systems, etc. However applications of Al 2O3 are limited owing to its inherent brittleness. Due to its excellent mechanical properties and bending strength, carbon nanotubes (CNT) is an ideal reinforcement for Al2O3 matrix to improve its fracture toughness. The role of CNT dispersion in the fracture toughening of the plasma sprayed Al2O3-CNT nanocomposite coating is discussed in the current work. Pretreatment of powder feedstock is required for dispersing CNTs in the matrix. Four coatings namely spray dried Al2O 3 (A-SD), Al2O3 blended with 4wt.% CNT (A4C-B), composite spray dried Al2O3-4wt.% CNT (A4C-SD) and composite spray dried A1203-8wt.% CNT (A8C-SD), are synthesized by plasma spraying. Owing to extreme temperatures and velocities involved in the plasma spraying of ceramics, retention of CNTs in the resulting coatings necessitates optimizing plasma processing parameters using an inflight particle diagnostic sensor. A bimodal microstructure was obtained in the matrix that consists of fully melted and resolidified structure and solid state sintered structure. CNTs are retained both in the fully melted region and solid-state sintered regions of processed coatings. Fracture toughness of A-SD, A4C-B, A4C-SD and A8C-SD coatings was 3.22, 3.86, 4.60 and 5.04 MPa m1/2 respectively. This affirms the improvement of fracture toughness from 20% (in A4C-B coating) to 43% (in A4C-SD coating) when compared to the A-SD coating because of the CNT dispersion. Fracture toughness improvement from 43% (in A4C-SD) to 57% (in A8C-SD) coating is evinced because of the CNT content. Reinforcement by CNTs is described by its bridging, anchoring, hook formation, impact alignment, fusion with splat, and mesh formation. The Al2O3/CNT interface is critical in assisting the stress transfer and utilizing excellent mechanical properties of CNTs. Mathematical and computational modeling using ab-initio principle is applied to understand the wetting behavior at the Al2O 3/CNT interface. Contrasting storage modulus was obtained by nanoindentation (∼210, 250, 250-350 and 325-420 GPa in A-SD, A4C-B, A4C-SD, and A8C-SD coatings respectively) depicting the toughening associated with CNT content and dispersion.

Latin America and the Caribbean in 2011 and Beyond: A conversation among Latin America and Caribbean Specialists.

For the first time in more than fifty years, the domestic and external conflicts in Latin America and the Caribbean (LAC) are not primarily ideological in nature. Democracy continues to thrive and its promise still inspires hope. In contrast, the illegal production, consumption, and trading of drugs – and its links to criminal gangs and organizations – represent major challenges to the region, undermining several States’ already weak capacity to govern. While LAC macroeconomic stability has remained resilient, illegal economies fill the region, often offering what some States have not historically been able to provide – elements of human security, opportunities for social mobility, and basic survival. Areas controlled by drug trafficking organizations (DTOs) are now found in Central America, Mexico, and the favelas of Rio de Janeiro and São Paulo, reflecting their competition for land routes and production areas. Cartels such as La Familia, Los Zetas, and Primeiro Comando da Capital (PCC-Brazil), among others, operate like trade and financial enterprises that manage millions of dollars and resources, demonstrating significant business skills in adapting to changing circumstances. They are also merciless in their application of violence to preserve their lucrative enterprises. The El Salvador-Guatemala-Honduras triangle in Central America is now the most violent region in the world, surpassing regions in Africa that have been torn by civil strife for years. In Brazil’s favelas and Guatemala’s Petén region, the military is leaving the barracks again; not to rule, however, but to supplement and even replace the law enforcement capacity of weak and discredited police forces. This will challenge the military to apply lessons learned during the course of their experience in government, or from the civil wars that plagued the region for nearly 50 years during the Cold War. Will they be able to conduct themselves according to the professional ethics that have been inculcated over the past 20 years without incurring violations of human rights? Belief in their potential to do good is high according to many polls as the Armed Forces still enjoy a favorable perception in most societies, despite frequent involvement in corruption. Calling them to fight DTOs, however, may bring them too close to the illegal activities they are being asked to resist, or even rekindle the view that only a “strong hand” can resolve national troubles. The challenge of governance is occurring as contrasts within the region are becoming sharper. There is an increasing gap between nations positioned to surpass their “developing nation” status and those that are practically imploding as the judicial, political and enforcement institutions fall further into the quagmire of illicit activities. Several South American nations are advancing their political and economic development. Brazil in particular has realized macro-economic stability, made impressive gains in poverty reduction, and is on track to potentially become a significant oil producer. It is also an increasingly influential power, much closer to the heralded “emerging power” category that it aspired to for most of the 20th century. In contrast, several Central American States have become so structurally deficient, and have garnered such limited legitimacy, that their countries have devolved into patches of State controlled and non-State-controlled territory, becoming increasingly vulnerable to DTO entrenchment. In the Caribbean, the drug and human trafficking business also thrives. Small and larger countries are experiencing the growing impact of illicit economies and accompanying crime and violence. Among these, Guyana and Suriname face greater uncertainty, as they juggle both their internal affairs and their relations with Brazil and Venezuela. Cuba also faces new challenges as it continues focusing on internal rather than external affairs and attempts to ensure a stable leadership succession while simultaneously trying to reform its economy. Loosening the regime’s tight grip on the economy while continuing to curtail citizen’s civil rights will test the leadership’s ability to manage change and prevent a potential socio-economic crisis from turning into an existential threat. Cuba’s past ideological zest is now in the hands of Venezuela’s President Hugo Chavez, who continues his attempts to bring the region together under Venezuelan leadership ideologically based on a “Bolivarian” anti-U.S. banner, without much success. The environment and natural disasters will merit more attention in the coming years. Natural events will produce increasing scales of destruction as the States in the region fail to maintain and expand existing infrastructure to withstand such calamities and respond to their effects. Prospects for earthquakes, tsunamis, and hurricanes are high, particularly in the Caribbean. In addition, there are growing rates of deforestation in nearly every country, along with a potential increase in cross-sector competition for resources. The losers might be small farmers, due to their inability to produce quantities commensurate to larger conglomerates. Regulations that could mitigate these types of situations are lacking or openly violated with near impunity. Indigenous and other vulnerable populations, including African descendants, in several Andean countries, are particularly affected by the increasing extraction of natural resources taking place amongst their terrain. This has led to protests against extraction activities that negatively affect their livelihoods, and in the process, these historically underprivileged groups have transitioned from agenda-based organization to one that is bringing its claims and grievances to the national political agenda, becoming more politically engaged. Symptomatic of these social issues is the region’s chronically poor quality of education that has consistently failed to reduce inequality and prepare new generations for jobs in the competitive global economy, particularly the more vulnerable populations. Simultaneously, the educational deficit is also exacerbated by the erosion of access to information and freedom of the press. The international panorama is also in flux. New security entities are challenging the old establishment. The Union of South American Nations, The South American Defense Council, the socialist Bolivarian Alliance, and other entities seem to be defying the Organization of American States and its own defense mechanisms, and excluding the U.S. And the U.S.’s attention to areas in conflict, namely Iraq, Afghanistan, and Pakistan – rather than to the more stable Latin America and Caribbean – has left ample room for other actors to elbow in. China is now the top trading partner for Brazil. Russian and Iran are also finding new partnerships in the region, yet their links appear more politically inclined than those of China. Finally, the aforementioned increasing commercial ties by LAC States with China have accelerated a return to the preponderance of commodities as sources of income for their economies. The increased extraction of raw material for export will produce greater concern over the environmental impact that is created by the exploitation of natural resources. These expanded trade opportunities may prove counterproductive economically for countries in the region, particularly for Brazil and Chile, two countries whose economic policies have long sought diversification from dependence on commodities to the development of service and technology based industries.

Role of carbon nanotube dispersion in fracture toughening of plasma sprayed aluminum oxide - carbon nanotube nanocomposite coating

Aluminum oxide (A1203, or alumina) is a conventional ceramic known for applications such as wear resistant coatings, thermal liners, heaters, crucibles, dielectric systems, etc. However applications of A1203 are limited owing to its inherent brittleness. Due to its excellent mechanical properties and bending strength, carbon nanotubes (CNT) is an ideal reinforcement for A1203 matrix to improve its fracture toughness. The role of CNT dispersion in the fracture toughening of the plasma sprayed A1203-CNT nanocomposite coating is discussed in the current work. Pretreatment of powder feedstock is required for dispersing CNTs in the matrix. Four coatings namely spray dried A1203 (A-SD), A1203 blended with 4wt.% CNT (A4C-B), composite spray dried A1203-4wt.% CNT (A4C-SD) and composite spray dried A1203-8wt.% CNT (A8CSD), are synthesized by plasma spraying. Owing to extreme temperatures and velocities involved in the plasma spraying of ceramics, retention of CNTs in the resulting coatings necessitates optimizing plasma processing parameters using an inflight particle diagnostic sensor. A bimodal microstructure was obtained in the matrix that consists of fully melted and resolidified structure and solid state sintered structure. CNTs are retained both in the fully melted region and solid-state sintered regions of processed coatings. Fracture toughness of A-SD, A4C-B, A4C-SD and A8C-SD coatings was 3.22, 3.86, 4.60 and 5.04 MPa m1/2 respectively. This affirms the improvement of fracture toughness from 20 % (in A4C-B coating) to 43% (in A4C-SD coating) when compared to the A-SD coating because of the CNT dispersion. Fracture toughness improvement from 43 % (in A4C-SD) to 57% (in A8C-SD) coating is evinced because of the CNT content. Reinforcement by CNTs is described by its bridging, anchoring, hook formation, impact alignment, fusion with splat, and mesh formation. The A1203/CNT interface is critical in assisting the stress transfer and utilizing excellent mechanical properties of CNTs. Mathematical and computational modeling using ab-initio principle is applied to understand the wetting behavior at the A1203/CNTinterface. Contrasting storage modulus was obtained by nanoindentation (~ 210, 250, 250-350 and 325-420 GPa in A-SD, A4C-B, A4C-SD, and A8C-SD coatings respectively) depicting the toughening associated with CNT content and dispersion.

Ice observations in the Southern Ocean between 1878 and 1928

During the period in question, large ice drifts transported incalculable numbers of icebergs, ice fields and ice floes from the Antarctica into the South Atlantic, confronting long-journeying sailing ships on the Cape Horn route with considerable danger. As is still the case today, the ice drifts generally tended in a northeasterly direction. Thus it can be assumed that the ice masses occuring near Cape Horn and in the South Atlantic originated in Graham Land and the South Shetland Islands, while those found in the Pacific will have come from Victoria Land. The masses drifting to Cape Horn, Isla de los Estados, the Falkland Islands and occasionally as far as the Tristan da Cunha Group are transported by the West Wind Drift and Falkland Current, diverted by the Brazil Current. The Bouvet and Agulhas Currents have little influence here. The great ice masses repeatedly reached points beyond the "outermost drift ice boundery" calculated in the course of the years, to continue on in the direction of the equator. The number of sailing ships which fell victim to the ice drifts while rounding Cape Horn can only be surmised; they simply disappeared without a trace in the expanses of the South Atlantic. Until the end of the 1900s the dangers presented by ice were less serious for westward-bound ships than for the "homeward-bounders" travelling from West to East. Following the turn of the century, however, the risk for "onwardbounders" increased significantly. Whether the ice drifts actually grew in might or whether the more frequent and more detailed reports led to this impression, could never be ascertained by the German Hydrographie Office. In the forty-one years between 1868 and 1908, ten light, ten medium and nine heavy ice years were counted, and only twelve years in which no reports of ice were submitted to the German Hydrographie Office. "One of the most terrible dangers threatening ships on their return from the Pacific Ocean," the pilot book for the Atlantic Ocean warns, "is the encounter with ice, to be expected south of the 50th parallel (approx.) in the Pacific and south of the 40th parallel (approx.) in the South Atlantic." Following the ice drift of 1854-55, thought to be the first ever recorded, the increasing numbers of sailing ships rounding Cape Horn were frequently confronted with drifts of varying sizes or with single icebergs. Then from 1892-94, a colossal ice drift crossed the path of the sailships in three stages. Several sailing ships collided with the icebergs and could be counted lucky if they survived with heavy damage to the bow and the fo regear. The reports on those which vanished for ever in the ice masses are hardly of investigative value. The English suffered particularly badly in the ice-plagued waters; their captains apparently sailed courses that led more freqently through drifts than did the sailing instructions of the German Hydrographic Office. Thus, among others, Capt. Jarvis' DUNTRUNE, also the STANMORE, ARTHURSTONE and LORD RANOCH as well as the French GALATHEE and CASHMERE all collided with icebergs. The crew of the AETHELBERTH panicked after a collision and took to their lifeboats. It was only after the ship detached itself from the iceberg it had rammed that the men returned to it and continued their journey. The TEMPLEMORE, on the other hand, had to be abandoned for good. Of the German sailing ships, the FLOTOW is to be mentioned here, and in the third phase of the drift the American SAN JOAQUIN lost a large proportion of its rigging. In the 20th century ice drifts continued to cross the courses of the Cape Horn ships. 1906 and 1908 were recorded as particularly heavy ice years. In 1908-09 both the FALKLANDBANK and the TOXTETH fell prey to ice, or so it was assumed during the subsequent Maritime Board proceedings. For the most part the German sailing ships were spared greater damages by sea. Their captains sent detailed ice reports to the German Hydrographic Office, which gratefully welcomed the information and partially incorporated it in the third and final edition of the "Pilot Book for the Atlantic Ocean." From the end of 1926 until the beginning of 1928, the last of the large sailing ships were once again confronted with "tremendous masses of icebergs and ice drifts." Reports of this period originated above all on the P-Liners PADUA, PAMIR, PASSAT, PEKING, PINNAS, PRIWALL and the ships of Gustav Erikson's fleet. The fate of the training sailship ADMIRAL KARPFANGER in connection with the ice in early 1938 was never clearly determined by the Maritime Board proceedings. Collision with an iceberg, however, is thought to be the most likely cause of accident. Today freight sailing ships no longer cross the oceans. The Cape Horn route is relatively insignificant for engine-powered ships and icebergs can be spotted in plenty of time by modern navigation technology ... The large ice drifts are no longer a menace, but only a marginal note in the final chapter of the history of transoceanic sailing.

Performance and Assessment of Rehabilitated Steel Culverts

This thesis explores the effects of rehabilitation on the structural performance of corrugated steel culverts. A full-scale laboratory experiment investigated the effects of grouted slip-liners on the performance of two buried circular corrugated steel culverts. One culvert was slip-lined and grouted using low strength grout, while the other was slip-lined and grouted using high strength grout. The performances of the culverts were measured before and after rehabilitation under service loads using single wheel pair loading at 0.45m of cover. Then, the rehabilitated culverts were loaded to their ultimate limit states. Results showed that the low and high strength grouted slip-liners provided strength well beyond requirements, with the low strength specimen failing at a load 2.4 times the fully factored service load, while the high strength specimen did not reach an ultimate limit state before bearing failure of the soil stopped testing. Results also showed that the low strength specimen behaved rigidly under service loads and flexibly under higher loads, while the high strength specimen behaved rigidly under all loads. A second full-scale experiment investigated the effect of a paved invert rehabilitation procedure on the performance of a deteriorated horizontal ellipse culvert. The performance of the culvert before and after rehabilitation was examined under service loads using tandem axle loading at 0.45m of cover. The rehabilitated culvert was then loaded up to its ultimate limit state. The culvert failed due to the formation of a plastic hinge at the West shoulder, while the paved invert cracked at the invert. Results showed that the rehabilitation increased the structural performance of the culvert, increasing the system stiffness and reducing average strains and local bending at critical locations in the culvert under service loads. A sustainability rating tool specifically for the evaluation of deteriorated culvert replacement or rehabilitation projects was also developed. A module for an existing tool, called GoldSET, was created and tested using two case studies, each comparing the replacement of a culvert using a traditional open-cut method with two trenchless rehabilitation techniques. In each case, the analyses showed that the trenchless techniques were the better alternatives in terms of sustainability.