Investigation of Video Crack and Patch Surveying for Pavement Management, MLR-92-01, 1992

The Iowa DOT has been using the AASHTO Present Serviceability Index (PSI) rating procedure since 1968 to rate the condition of pavement sections. A ride factor and a cracking and patching factor make up the PSI value. Crack and patch surveys have been done by sending crews out to measure and record the distress. Advances in video equipment and computers make it practical to videotape roads and do the crack and patch measurements in the office. The objective of the study was to determine the feasibility of converting the crack and patch survey operation to a video recording system with manual post processing. The summary and conclusions are as follows: Video crack and patch surveying is a feasible alternative to the current crack and patch procedure. The cost per mile should be about 25 percent less than the current procedure. More importantly, the risk of accidents is reduced by getting the people and vehicles off the roadway and shoulder. Another benefit is the elimination of the negative public perceptions of the survey crew on the shoulder.

Thin Maintenance Surfaces for Municipalities, TR-507, 2007

As streets age, officials must deal with rehabilitating and reconstructing these pavements to maintain a safe and comfortable ride. In light of nationwide budget shortfalls, cost-effective methods of extending pavement service life must be developed or the overall condition of street systems will continue to fall. Thin maintenance surfaces (TMSs) are a set of cost-effective preventive maintenance surfacing techniques that can be used to extend the life of bituminous pavement—pavement built with hot mix asphalt, hot mix asphalt overlays of portland cement concrete pavements, built-up seal coat (chip seal), stabilized materials, or a combination of these. While previous phases of TMS research have provided information about the uses of thin maintenance surfaces in rural settings, urban areas have different road maintenance challenges that should be considered separately. This research provides city street officials with suggestions for TMS techniques that street departments can easily test and include into their current programs. This research project facilitated the construction of TMS test sections in Cedar Rapids, Council Bluffs, and West Des Moines (all urban settings in Iowa). Test section sites and surfaces were selected to suit the needs of municipalities and were applied to roads with an array of various distresses and maintenance needs. Condition surveys of each test section were performed before construction, after construction, and after the first winter to record the amount and severity of existing distress and calculate the pavement condition index. Because conditions of the test sections varied greatly, determining which surface was most successful by comparing case studies was not feasible. However, some general conclusions can be made from this research. TMSs are suitable preventive maintenance techniques for a municipal street department’s program for preserving existing pavements. Careful attention should be paid to proper planning, quality control during construction, aggregate and binder selection, and aggregate embedment in order to support successful TMS application.

Evaluation of Dowel Bar Retrofits for Local Road Pavements, TR-520, 2008

As truck traffic on Iowa secondary roads has increased, engineers have moved to concrete pavements of greater depths. Early designs included thickened edge pavements and depths of seven inches or greater. The designs typically did not have load transfer devices installed in the transverse joints and relied on aggregate interlock for this purpose. In some cases, aggregate interlock was not adequate to deal with the soils and traffic conditions and faulting of the joints has begun to appear. Engineers are now faced with the need to install or retrofit load transfer in the joints to preserve the pavements. Questions associated with this decision range from the type of dowel material to dowel diameter, spacing, number of bars, placement method, and construction techniques to be used to assure reduction or elimination of faulting. Buena Vista County constructed a dowel bar retrofit project on one mile of road. The plan called for addition of the dowels (2, 3, or 4) in the outer wheel path only and surface grinding in lieu of asphalt overlay. The project included the application of elliptical- and round-shaped dowels in a rehabilitation project. Dowel material types included conventional epoxy-coated steel and fiber-reinforced polymer (FRP). This work involved the determination of relative costs in materials to be used in this type of work and performance of FRP and elliptical-shaped steel dowels in the retrofit work. The results indicate good performance from each of the bar configurations and use the results of ride and deflection testing over the research period to project the benefits that can be gained from each configuration vs. the anticipated construction costs. The reader is cautioned that this project could not relate the number of dowels required to the level of anticipated truck traffic for other roads that might be considered.

Low-Cost Rural Surface Alternatives: Demonstration Project, TR-664, 2015

The goals of this project were to implement several stabilization methods for preventing or mitigating freeze-thaw damage to granular surfaced roads and identify the most effective and economical methods for the soil and climate conditions of Iowa. Several methods and technologies identified as potentially suitable for Iowa were selected from an extensive analysis of existing literature provided with Iowa Highway Research Board (IHRB) Project TR-632. Using the selected methods, demonstration sections were constructed in Hamilton County on a heavily traveled two-mile section of granular surfaced road that required frequent maintenance during previous thawing periods. Construction procedures and costs of the demonstration sections were documented, and subsequent maintenance requirements were tabulated through two seasonal freeze-thaw periods. Extensive laboratory and field tests were performed prior to construction, as well as before and after the two seasonal freeze-thaw periods, to monitor the performance of the demonstration sections. A weather station was installed at the project site and temperature sensors were embedded in the subgrade to monitor ground temperatures up to a depth of 5 ft and determine the duration and depths of ground freezing and thawing. An economic analysis was performed using the documented construction and maintenance costs, and the estimated cumulative costs per square yard were projected over a 20-year timeframe to determine break-even periods relative to the cost of continuing current maintenance practices. Overall, the sections with biaxial geogrid or macadam base courses had the best observed freeze-thaw performance in this study. These two stabilization methods have larger initial costs and longer break-even periods than aggregate columns, but counties should also weigh the benefits of improved ride quality and savings that these solutions can provide as excellent foundations for future paving or surface upgrades.

A Comparative Policy Analysis of Seat Belt Laws, RB37-013, 2014

This analysis examined data from a variety of sources to estimate the benefit of enhancing Iowa’s current law to require all passengers to use seat belts. In addition to assessing Iowans’ opinions about changing the law, a literature review, a legislative policy review, and analysis of Iowa crash data were completed. Currently 28 states enforce seat belt laws for all passengers. Belted passengers riding with an unbelted passenger are 2 to 5 times more likely to suffer fatal injuries in a crash relative to when all occupants are using seat belts. Iowans are highly compliant (90%-94%) with the current seat belt law for front seat occupants. Of more than 1000 Iowans surveyed, 85% said they always use a seat belt when riding in the front seat, but only 36% always do so when they ride in the back seat. The most common reasons given for not using seat belts in the back seat are forgetting to buckle up and because it is not the law. Iowans widely support strengthening Iowa’s seat belt law — 62% said Iowa law should require all rear seat passengers to use seat belts. Four out of five respondents said they would use seat belts more often when sitting in the rear seat if it was the law. It is estimated rear seat fatalities would decrease about 48%, from 13 to 7 fatalities annually, if an all-passenger law was implemented in Iowa.

Market entry order and competitive advantage of the firm

A firm that wishes to launch a new product to the market is faced with a difficult task of deciding what the best moment for the launch is. Timing may also be critical when a firm plans to adopt new processes or intends to head for new markets. The critical question the firm needs to tackle is whether it will try to reach the so-called first-mover advantage by acting earlier than its rivals. The first-mover position may reward the entrant with various opportunities to gain competitive advantage over later movers. However, there are also great risks involved in the early market entry, and sometimes the very first entrant fails even before the followers enter the market. The follower, on the other hand, may be able to free-ride on the earlier entrants' investments and gain from the languished uncertainties that characterize the new markets. According to the current understanding the occurrence of entry order advantages depends not only on the mechanism and attributes in the firm's environment that provide the initial opportunities but also on the firm's ability to capitalize on these advantage opportunities. This study contributes to this discussion by analyzing the linkages between the asset base of the firm, characteristics of the operating environment and the firm's entry timing orientation. To shed light on the relationship between the entry timing strategy and competitive advantage, this study utilizes the concept of entry timing orientation. The rationale for choosing this type of approach arises from the inability of previously employed research tools to reach the underlying factors that result in entry timing advantage. The work consists of an introductory theoretical discussion on entry timing advantages and of four research publication. The empirical findings support the understanding that entry timing advantage is related to the characteristics of the firm's operating environment but may also be related to firm-specific factors. This in turn suggests that some of the traditional ways of detecting and measuring first-mover advantage - which to some extent ignore these dimensions - may be outdated.

Late mesozoic to neogene radiolarian biostratigraphy and palaeoceanography in the Caribbean and East pacific region

^Raduolarians constitute a good tool for contributing to the biostratigraphy of accreted terranes and in deep-sea sediment sequences. The use of radiolarians is also proven to be valuable as a palaeoceanographic indicator. The present study evaluates radiolarians in three different geological settings, in order to better constrain the age of the sites and to try to understand their palaeoenvironmental situation at different periods, particularly in the Caribbean-Central America area. On the Jarabacoa Block, in Central Dominican Republic, a hundred meters of siliceous mudstones (Pedro Brand section in the Tireo Group) was dated as Turonian- Coniancian in age using radiolarians. A 40Ar-39Ar whole rock age of 75.1±1.1 Ma (Campanian), obtained in a basalt dyke crosscutting the radiolarian bearing rocks, a consistent minimum age for the pelagic-hemipelagic Pedro Brand section. The Jarabacoa Block is considered as the most complete outcrop section of Pacific ocean crust overlain by a first Aptian-Albian phase of Caribbean Large Igneous Province-type activity (CLIP), followed by the development of a Cenomanian-Santonian intraoceanic arc, which is in turn overlain by a late Campanian-Maastrichtian CLIP-phase. The Tireo Group records an episode of pelagic to hemi-pelagic and intermediate to acidic arc-derived sedimentation, previous to the youngest magmatic phase of the CLIP. Thus, the section of Pedro Brand has been interpreted in this study as being part of the intraoceanic arc. In northern Venezuela, a greenish radiolarite section from Siquisique Ophiolite (basalts, gabbros and some associated cherts) in Guaparo Creek has been studied. In previous studies, the Ophiolite unit (Petacas Creek section) has been dated as Bajocian-Bathonian, based on ammonites present in interpillow sediments from basalt blocks. New dating of the present study concluded in an Aptian?-Albian-Cenomanian age for the Guaparo creek section (middle Cretaceous), based on radiolarian assemblage associated to basalts-gabbros rocks of the unit. Previous plagioclase 40Ar-39Ar ages from the Siquisuique Ophiolite may be slightly younger (94-90 Ma.) and may, therefore, represent younger dykes that intruded onto a well-developed sheeted dyke complex of the Siquisique. The geochemistry of these rocks and the palaeotectonic reconstruction of the Caribbean area during this period suggest that these rocks were derived from a mid-ocean ridge with an influence of deep mantle plume. The Siquisique Ophiolite most probably represents a fragment of the proto-Caribbean basin. The Integrated Ocean Drilling Program Expedition 344 drilled a transect across the convergent margin off Costa Rica. Two sites of this expedition were chosen for radiolarian biostratigraphy and palaeoceanographic studies. Both sites (U1381C and U1414A) are located in the incoming Cocos plate, in the eastern Equatorial Pacific. The succession of U1381C yields a Middle Miocene to Pleistocene age, and presents an important hiatus of approximately 10 Ma. The core of U1414A exposes a continuous sequence that deposited during Late Miocene to Pleistocene (radiolarian zones RN6-RN16). The ages were assigned based on radiolarians and correlated with nannofossil zonation and tephra 40Ar-39Ar datation. With those results, and considering the northward movement of the Cocos plate motion (about 7 cm/year), deduction is made that the sites U1381C and U1414A were initially deposited during the Miocene, several hundreds of kilometres from the current location, slightly south of the Equator. This suggests that the faunas of these sites have been subjected to different currents, first influenced by the cold tongue of the South Equatorial Current and followed by the warm Equatorial Countercurrent. At last, coastal upwelling influenced faunas of the Pleistocene. -- Les radiolaires sont considérés comme un outil utile à la biostratigraphie des terrains accrétés et des sédiments profonds. Leur utilité est aussi prouvée comme étant remarquable au niveau des reconstructions paléocéanographiques. La présente étude évalue l'importance et la présence des radiolaires de trois localités géologiquement différentes d'Amérique Centrale-Caraïbes, dans le but d'améliorer les model d'âges et de mieux comprendre la situation paléoenvironnementale à travers le temps. Dans le Bloque de Jarabacoa, au centre de la République Dominicaine, une section de cent mètres (section de Pedro Brand, Groupe de Tireo) a été datée comme faisant partie du Turonien-Santonien, en utilisant les radiolaires. Une datation 40Ar-39Ar sur roche totale de 75±1.1 Ma (Campanien) a été obtenu pour vin dyke traversant les sédiments riches en radiolaires, en cohérence avec l'âge minimum accordé à la section de Pedro Brand. Aux Caraïbes, le Bloque de Jarabacoa est considéré comme l'affleurement le plus complet présentant une succession de croûte océanique d'origine Pacifique recouverte d'une première phase d'activité volcanique de type CLIP (Caribbean Large Igneous Province) d'âge Aptien- Albien, de dépôts d'arc volcanique intra-océanique d'âge Cénomanien-Santonien, puis d'une seconde phase de type CLIP d'âge Campanien-Maastrichtien. Le Groupe de Tireo enregistre un épisode de dépôt pélagiques-hémipélagiques et d'arc volcanique, antérieur à la plus jeune phase de type CLIP. Cette étude place donc la formation de la section de Pedro Brand au moment du développement de l'arc intra-océanique. A Guaparo Creek (nord du Vénézuela), une section de radiolarite verdâtre faisant partie des ophiolites de Siquisique (basaltes, gabbros, cherts) a été étudiée. Dans des études précédentes, sur la localité de Petacas Creek, l'unité ophiolitique a été daté d'âge Bajocien- Bathonien (Jurassique) sur la base d'ammonites trouvées dans des sédiments intercalés entre des laves en coussins. Les nouvelles datations de notre étude, basées sur des assemblages à radiolaires de l'unité à basaltes-gabbros, donnent un âge Aptien?-Albien-Cénomanien (Crétacé moyen). Les âges de l'Ophiolite de Siquisique, précédement calculés par la méthode sur plagioclases, pourraient être légèrement plus jeune (94-90 Ma) et donc représenter des intrusions plus récentes de dykes dans le complexe filonien déjà bien dévelopé. La géochimie de ces roches magmatiques, ainsi que les reconstructions paléotectoniques de la zone Caraïbes durant cette période, suggèrent que ces formations sont dérivées d'une ride médio-océanique associée à l'influence d'un panache mantellique. L'ophiolite de Siquisique représente très probablement un fragment du bassin de proto¬Caraïbe. L'expédition 344 du programme IODP (Integrated Ocean Drilling Program) a eu lieu dans l'optique de forer et dresser une coupe de la marge convergente au large du Costa Rica. Deux sites de cette expédition ont été choisis pour les besoins des études de biostratigraphie et de reconstruction paléocéanographique. Ces deux sites (U1381C et U1414A) sont situés sur la plaque subductante de Cocos, dans la zone Pacifique est-équatoriale. La carotte U1381C expose une séquence s'étalant du Miocène moyen au Pléistocène, et présente un important hiatus d'environ 10 Ma. La carotte U1414A expose une séquence continue s'étalant du Miocène tardif au Pléistocène (zone à radiolaires RN6-RN16). Les âges ont été assignés sur la base des radiolaires et corrélés avec les zones à nanofossiles et les datations 40Ar-39Ar sur téphras. Avec ces résultats, et en considérant le mouvement nord de la plaque de Cocos (environ 7 cm/an), déduction est faite que les deux sites étaient initialement situés, au cours du Miocène, à plusieurs centaines de kilomètres de leur location actuelle, au sud de l'équateur. Cela suggère que les faunes de ces sites ont été sujettes à différents courants; premièrement influencées par la langue froide du SEC (South Equatorial Current), puis par les eaux chaudes du ECC (Equatorial Countercurrent). Pour terminer, les remontées d'eau côtières ont influencées les faunes Pléistocène.

La compensation écologique : marché ou marchandage ?

Les "banques de conservation" sont fréquemment présentées comme de nouveaux instruments de marché au service de la conservation de la biodiversité. Il s'agit d'une modalité de mise en oeuvre de la compensation écologique d'abord développée aux Etats-Unis au début des années 2000 avant d'être plus globalement diffusée. Ce dispositif est perçu par ses promoteurs comme un marché en devenir, tandis que ses détracteurs y voient le dernier avatar du projet de marchandisation de la nature au coeur des politiques environnementales depuis deux décennies. Au-delà des discours, les arrangements institutionnels en jeu dans les banques de conservation sont mal connus. Cet article se propose de revenir sur leur statut économique en analysant le dispositif tel que décrit dans la réglementation fédérale qui lui est consacrée aux Etats-Unis et en évaluant sa mise en place à l'aune de critères et attributs constitutifs d'un marché, qui auront été préalablement définis.

Helsingin seudun liikenteenhallinnan kärkihankkeiden päivitys 2011

Työn tavoitteena oli kokonaisnäkemyksen luominen Helsingin seudun liikenteenhallinnan tilasta ja kehitysnäkymistä sekä seuraavien tärkeimpien kehittämispolkujen tunnistaminen ja konkretisointi toimenpiteiksi. Työssä keskityttiin seuraaviin painopistealueisiin 1. Liityntäpysäköinnin informaation ja maksujärjestelmien kehittäminen 2. Liikenteenhallintakeskuksen toiminnan kehittäminen ja laajentaminen 3. Liikennejärjestelmän reaaliaikainen tilannekuva ja lyhyen aikavälin ennusteet 4. Pääkaupunkiseudun pääväylien ruuhkien ja häiriöiden hallinta 5. Joukkoliikenteen ajantasaisen matkustajainformaation kehittäminen. Työssä laadittiin katsaus kullakin painopistealueella jo tapahtuneeseen sekä käynnissä olevaan kehitystyöhön, kuvattiin esiin nousseita ongelmia ja laadittiin esitys vuoteen 2020 ulottuvasta toiminnallisesta tavoitetilasta sekä konkreettisista kehittämistoimista. Työssä järjestettiin myös tulevaisuustyöpaja, johon pyydettiin alustuksia valikoiduilta viranomaistahoilta, tutkijoilta ja palveluntuottajilta. Näiden keskustelujen kautta kirkastettiin seudun toimijoiden näkemystä älyliikenteen toimialan kehitysnäkymistä ja –tarpeista. Työn lopputuloksena syntyneeseen toimenpideohjelmaan kirjattiin yhteensä 30 hanketta. Näistä viisi hanketta valittiin työpajatyöskentelyn kautta varsinaisiksi kärkihankkeiksi, joiden toteutus on kriittistä liikkujien ja viranomaistyön palvelutason kannalta ja joka edellyttää usean toimijan yhteistyötä. Lisäksi tunnistettiin joukko seurattavia hankkeita. Valitut kärkihankkeet, käynnistämisen vastuutaho sekä tavoitteellinen käynnistysvuosi ovat seuraavat: 1. Liityntäpysäköinnin dynaamisen informaatiojärjestelmän pilotointi Hämeenlinnanväylän käytävässä Kehäradan asemilla (HSL 2012) 2. HSL:n alueen joukkoliikenteen häiriönhallinnan uudelleenorganisointi (HSL, Liikennevirasto 2012) 3. Seudullisen liikenteenhallintasuunnitelman laadinta verkollisen operoinnin kehittämiseksi häiriötilanteissa (ELY-keskus, Liikennevirasto 2013) 4. Reaaliaikaisen sujuvuustiedon tuottaminen ruuhkautuvalta pääkatu- ja alempiasteiselta maantieverkolta (Liikennevirasto, kunnat 2012) 5. Liikenteen vaihtuvan ohjauksen ja tiedottamisen hyödyntäminen pääväylien ruuhkautumisen ja häiriöiden hallinnassa. (ELY-keskus 2012) Kärkihankkeisiin ei liity sellaisia riippuvuuksia, että niitä ei voitaisi käynnistää ennen päätöksentekoa jostakin muusta investoinnista. Merkittävimmät riippuvuudet liittyvät LIJ2014-järjestelmän ajoneuvojen paikannuksen ja muiden työkalujen valmistumiseen. Johtoryhmän linjauksen mukaan kärkihankkeissa ja muissakin toimijoiden omissa hankkeissa syntyvien tietojärjestelmien rajapinnat avataan soveltuvasti kaupallisten toimijoiden käyttöön, jolloin syntyvien kaupallisten loppukäyttäjäpalveluiden kautta voidaan parantaa tietopalvelujen tavoittavuutta. Kärkihankkeiden valinta ja sisältö on rakennettu pitkälti sen lähtökohdan varaan, että liikenteen tietopalveluissa julkistoimijoiden roolina on pääasiassa lähtötietojen tuottaminen ja jakaminen varsinaisille palveluntuottajille. Vuoteen 2016 mennessä uusien rajapintojen kautta jaettavien tietojen määrä on nykyiseen verrattuna huomattavasti laajempi, ja odotukset uusien ja innovatiivisten palvelujen syntymiselle ovat korkeat. HLH-johtoryhmä nimeää jokaisen kärkihankkeen läpiviennistä vastaavan työryhmän, joiden työskentelyä ohjataan nykyisen kaltaisessa johtoryhmätyössä. Johtoryhmätyön organisointi on todettu toimivaksi, sillä ryhmä koostuu seudun 14 kunnan alueen keskeisistä julkisista toimijoista ja sen kautta on olemassa vahvat kytkennät sekä seudun liikennejärjestelmätyöhön (HLJ) että valtakunnalliseen älyliikenteen kehitystyöhön.

Uraaniheksafluoridin faasimuutoksen CFD-mallinnus

Diplomityön tarkoituksena on luoda uraaniheksafluoridista käyttäjän määrittelemä aine kaupallisen virtauslaskentaohjelmiston (FLUENT) ainekirjastoon ja simuloida aineen käyttäytymistä sulaessa ja kiinteyttäessä. Työn kirjallisuusosassa on esitelty aiempia tutkimuksia uraaniheksafluoridin termodynaamisista ominaisuuksista, joita käytetään aineen määrittelyssä. Kokeellisessa osassa on käytetty virtauslaskentaohjelmiston Eulerilaista monifaasimallia sulamisen ja kiinteytymisen tarkasteluun kaksidimensionaalisessa sylinterissä.

Relay protection in active distribution networks

Increasingly growing share of distributed generation in the whole electrical power system’s generating system is currently a worldwide tendency, driven by several factors, encircling mainly difficulties in refinement of megalopolises’ distribution networks and its maintenance; widening environmental concerns adding to both energy efficiency approaches and installation of renewable sources based generation, inherently distributed; increased power quality and reliability needs; progress in IT field, making implementable harmonization of needs and interests of different-energy-type generators and consumers. At this stage, the volume, formed by system-interconnected distributed generation facilities, have reached the level of causing broad impact toward system operation under emergency and post-emergency conditions in several EU countries, thus previously implementable approach of their preliminary tripping in case of a fault, preventing generating equipment damage and disoperation of relay protection and automation, is not applicable any more. Adding to the preceding, withstand capability and transient electromechanical stability of generating technologies, interconnecting in proximity of load nodes, enhanced significantly since the moment Low Voltage Ride-Through regulations, followed by techniques, were introduced in Grid Codes. Both aspects leads to relay protection and auto-reclosing operation in presence of distributed generation generally connected after grid planning and construction phases. This paper proposes solutions to the emerging need to ensure correct operation of the equipment in question with least possible grid refinements, distinctively for every type of distributed generation technology achieved its technical maturity to date and network’s protection. New generating technologies are equivalented from the perspective of representation in calculation of initial steady-state short-circuit current used to dimension current-sensing relay protection, and widely adopted short-circuit calculation practices, as IEC 60909 and VDE 0102. The phenomenon of unintentional islanding, influencing auto-reclosing, is addressed, and protection schemes used to eliminate an sustained island are listed and characterized by reliability and implementation related factors, whereas also forming a crucial aspect of realization of the proposed protection operation relieving measures.

Image of Niagara Falls n.d.

In 1818 Parkhurst Whitney built stairs leading to the river’s edge at Prospect Point. In 1825 Porter Brother replaced that staircase with a spiral one. In 1844 Whitney started a water powered incline railway there although the staircase was also used until 1890. In 1906 the water wheel was replaced by an electric power plant. There were lower buildings which included Shadow of the Rock which was a concession stand and also rented raincoats to the tourists. This was destroyed by fire and ice in 1892 and replaced by a chalet-style building in 1894-95. On July 6th, 1907 a cable on the incline railway broke. One person was killed and several sustained injuries. An elevator was constructed and it opened in January of 1910. It was condemned in 1954 when water entered the shaft, this was at the time of the collapse of Prospect Point which occurred at 4:50 pm. on July 28, 1954. This photograph was taken prior to 1954. Today the New York State Observation Tower stands at Prospect Point and The Maid of the Mist boat ride is available from the base of the tower. with information from: Niagara Falls Canada: a History by the Kiwanis Club of Stamford, Ontario

Double Rail Restrainer for Handling Beef Cattle

The summary of the article reads "A new double rail conveyor restrainer for handling cattle at the slaughter plant is described. It has improved safety and ergonomics compared to the V restrainer conveyor it replaces. Cattle ride astride a moving conveyor. This design could also be adapted for veterinary work."

Évaluation des jeux Kinect à l’aide du suivi physiologique, du suivi oculaire et des réactions faciales du joueur.

Les données sont analysées par le logiciel conçu par François Courtemanche et Féthi Guerdelli. L'expérimentation des jeux a eu lieu au Laboratoire de recherche en communication multimédia de l'Université de Montréal.

La croisade tardive : des plans du début du XIVe siècle à la défaite de Nicopolis

L’idée de la croisade reste présente toute au long du XIVe siècle comme bien le prouvent les projets écrits durant le siècle. Les théoriciens de la croisade décrivent minutieusement les mesures à suivre pour récupérer la Terre sainte. Deux éléments sont nécessaires pour pouvoir entreprendre une nouvelle expédition : la paix entre les princes chrétiens et l’union de l’Église. Au XIVe siècle, un transfert s’opère naturellement, et le mouvement de recuperatio de la Terre sainte se projette contre les ennemis les plus proches de la chrétienté, faisant de toute guerre contre le Turc une guerre sainte. À partir de la deuxième moitié du XIVe siècle, la diplomatie joue un rôle crucial dans la prédication de la croisade. Dans ce contexte idéologique, à l’appel du roi de Hongrie, Sigismond de Luxembourg, les puissances chrétiennes tentent de se coaliser pour arrêter l’avancée ottomane en Europe, mais elles sont défaites à Nicopolis, en 1396. Pour la chevalerie française, la campagne était une opportunité de montrer sa vaillance, mais pour elle la croisade prend une allure de chevauchée plutôt que de guerre sainte.