Estudio teórico-experimental sobre el deterioro en tableros de puentes de hormigón producido por la acción del hielo-deshielo con sales de fundentes

El deterioro del hormigón por ciclos de hielo-deshielo en presencia de sales fundentes es causa frecuente de problemas en los puentes e infraestructuras existentes en los países europeos. Los daños producidos por los ciclos de hielo-deshielo en el hormigón pueden ser internos, fundamentalmente la fisuración y/o externos como el descascarillamiento (desgaste superficial). La España peninsular presenta unas características geográficas y climáticas particulares. El 18% de la superficie tiene una altura superior a 1000mts y, además, la altura media geográfica con respecto al nivel del mar es de 660mts (siendo el segundo país más montañoso de toda Europa).Esto hace que la Red de Carreteras del Estado se vea afectada, durante determinados periodos, por fenómenos meteorológicos adversos, en particular por nevadas y heladas, que pueden comprometer las condiciones de vialidad para la circulación de vehículos. Por este motivo la Dirección General de Carreteras realiza trabajos anualmente (campañas de vialidad invernal, de 6 meses de duración) para el mantenimiento de la vialidad de las carreteras cuando éstas se ven afectadas por estos fenómenos. Existen protocolos y planes operativos que permiten sistematizar estos trabajos de mantenimiento que, además, se han intensificado en los últimos 10 años, y que se fundamentan en el empleo de sales fundentes, principalmente NaCl, con la misión de que no haya placas de hielo, ni nieve, en las carreteras. En zonas de fuerte oscilación térmica, que con frecuencia en España se localizan en la zona central del Pirineo, parte de la cornisa Cantábrica y Sistema Central, se producen importantes deterioros en las estructuras y paramentos de hormigón producidos por los ciclos de hielo- deshielo. Pero además el uso de fundentes de vialidad invernal acelera en gran medida la evolución de estos daños. Los tableros de hormigón de puentes de carretera de unos 40-50 años de antigüedad carecen, en general, de un sistema de impermeabilización, y están formados frecuentemente por un firme de mezcla asfáltica, una emulsión adherente y el hormigón de la losa. En la presente tesis se realiza una investigación que pretende reproducir en laboratorio los procesos que tienen lugar en el hormigón de tableros de puentes existentes de carreteras, de unos 40-50 años de antigüedad, que están expuestos durante largos periodos a sales fundentes, con objeto de facilitar la vialidad invernal, y a cambios drásticos de temperatura (hielo y deshielo). Por ello se realizaron cuatro campañas de investigación, teniendo en cuenta que, si bien nos basamos en la norma europea UNE-CEN/TS 12390-9 “Ensayos de hormigón endurecido. Resistencia al hielo-deshielo. Pérdida de masa”, se fabricaron probetas no estandarizadas para este ensayo, pensado en realidad para determinar la afección de los ciclos únicamente a la pérdida de masa. Las dimensiones de las probetas en nuestro caso fueron 150x300 mm, 75 x 150mm (cilíndricas normalizadas para roturas a compresión según la norma UNE-EN 12390-3) y 286x76x76 (prismáticas normalizadas para estudiar cambio de volumen según la norma ASTM C157), lo cual nos permitió realizar sobre las mismas probetas más ensayos, según se presentan en la tesis y, sobre todo, poder comparar los resultados con probetas extraídas de dimensiones similares en puentes existentes. En la primera campaña, por aplicación de la citada norma, se realizaron ciclos de H/D, con y sin contacto con sales de deshielo (NaCl en disolución del 3% según establece dicha norma). El hormigón fabricado en laboratorio, tratando de simular el de losas de tableros de puentes antiguos, presentó una fc de 22,6 MPa y relación agua/cemento de 0,65. Las probetas de hormigón fabricadas se sometieron a ciclos agresivos de hielo/deshielo (H/D), empleando una temperatura máxima de +20ºC y una temperatura mínima de -20ºC al objeto de poder determinar la sensibilidad de este ensayo tanto al tipo de hormigón elaborado como al tipo de probeta fabricado (cilíndrica y prismática). Esta campaña tuvo una segunda fase para profundizar más en el comportamiento de las probetas sometidas a ciclos H/D en presencia de sales. En la segunda campaña, realizada sobre probetas de hormigón fabricadas en laboratorio iguales a las anteriores, la temperaturas mínima del ensayo se subió a -14ºC, lo que nos permitió analizar el proceso de deterioro con más detalle. (Realizando una serie de ensayos de caracterización no destructivos y otros destructivos, y validando su aplicación a la detección de los deterioros causados tras los ensayos acelerados de hielodeshielo. También mediante aplicación de técnicas de microscopía electrónica.) La tercera campaña, se realizó sobre probetas de hormigón de laboratorio similares a las anteriores, fc de 29,3Mpa y relación a/c de 0,65, en las que se aplicó en una cara un revestimiento asfáltico de 2-4cms, según fueran prismáticas y cilíndricas respectivamente, compuesto por una mezcla asfáltica real (AC16), sobre una imprimación bituminosa. (Para simular el nivel de impermeabilización que produce un firme sobre el tablero de un puente) La cuarta campaña, se desarrolló tras una cuidadosa selección de dos puentes de hormigón de 40-50 años de antigüedad, expuestos y sensibles a deterioros de hielodeshielo, y en carreteras con aportación de fundentes. Una vez esto se extrajeron testigos de hormigón de zonas sanas (nervios del tablero), para realizar en laboratorio los mismos ensayos acelerados de hielo-deshielo y de caracterización, de la segunda campaña, basados en la misma norma. De los resultados obtenidos se concluye que cuando se emplean sales fundentes se acelera de forma significativa el deterioro, aumentando tanto el contenido de agua en los poros como el gradiente generado (mecanismo de deterioro físico). Las sales de deshielo aceleran claramente la aparición del daño, que se incrementa incluso en un factor de 5 según se constata en esta investigación para los hormigones ensayados. Pero además se produce un gradiente de cloruros que se ha detectado tanto en los hormigones diseñados en laboratorio como en los extraídos de puentes existentes. En casi todos los casos han aparecido cambios en la microestructura de la pasta de cemento (mecanismo de deterioro químico), confirmándose la formación de un compuesto en el gel CSH de la pasta de cemento, del tipo Ca2SiO3Cl2, que posiblemente está contribuyendo a la alteración de la pasta y a la aceleración de los daños en presencia de sales fundentes. Existe un periodo entre la aparición de fisuración y la pérdida de masa. Las fisuras progresan rápidamente desde la interfase de los áridos más pequeños y angulosos, facilitando así el deterioro del hormigón. Se puede deducir así que el tipo de árido afecta al deterioro. En el caso de los testigos con recubrimiento asfáltico, parece haberse demostrado que la precipitación de sales genera tensiones en las zonas de hormigón cercanas al recubrimiento, que terminan por fisurar el material. Y se constata que el mecanimo de deterioro químico, probablemente tenga más repercusión que el físico, por cuanto el recubrimiento asfáltico es capaz de retener suficiente agua, como para que el gradiente de contenido de agua en el hormigón sea mucho menor que sin el recubrimiento. Se constató, sin embargo, la importancia del gradiente de cloruros en el hormigon. Por lo que se deduce que si bien el recubrimiento asfáltico es ciertamente protector frente a los ciclos H/D, su protección disminuye en presencia de sales; es decir, los cloruros acabarán afectando al hormigón del tablero del puente. Finalmente, entre los hormigones recientes y los antiguos extraídos de puentes reales, se observa que existen diferencias significativas en cuanto a la resistencia a los ciclos H/D entre ellos. Los hormigones más recientes resultan, a igualdad de propiedades, más resistentes tanto a ciclos de H/D en agua como en sales. Posiblemente el hecho de que los hormigones de los puentes hayan estado expuestos a condiciones de temperaturas extremas durante largos periodos de tiempo les ha sensibilizado. La tesis realizada, junto con nuevos contrastes que se realicen en el futuro, nos permitirá implementar una metodología basada en la extracción de testigos de tableros de puente reales para someterlos a ensayos de hielo-deshielo, basados en la norma europea UNECEN/ TS 12390-9 aunque con probetas no normalizadas para el mismo, y, a su vez, realizar sobre estas probetas otros ensayos de caracterización destructivos, que posibilitarán evaluar los daños ocasionados por este fenómeno y su evolución temporal, para actuar consecuentemente priorizando intervenciones de impermeabilización y reparación en el parque de puentes de la RCE. Incluso será posible la elaboración de mapas de riesgo, en función de las zonas de climatología más desfavorable y de los tratamientos de vialidad invernal que se lleven a cabo. Concrete damage by freeze-thaw cycles in the presence of melting salts frequently causes problems on bridges and infrastructures in European countries. Damage caused by freeze-thaw cycles in the concrete can be internal, essentially cracking and / or external as flaking (surface weathering due to environmental action). The peninsular Spain presents specific climatic and geographical characteristics. 18% of the surface has a height greater than 1,000 m and the geographical average height from the sea level is 660 m (being the second most mountainous country in Europe). This makes the National Road Network affected during certain periods due to adverse weather, particularly snow and ice, which can compromise road conditions for vehicular traffic. For this reason the National Road Authority performs works annually (Winter Road Campaign, along 6 months) to maintain the viability of the roads when they are affected by these phenomena. There are protocols and operational plans that allow systematize these maintenance jobs, that also have intensified in the last 10 years, and which are based on the use of deicing salts, mainly NaCl, with the mission that no ice sheets, or snow appear on the roads. In areas of strong thermal cycling, which in Spain are located in the central area of the Pyrenees, part of the Cantabrian coast and Central System, significant deterioration take place in the structures and wall surfaces of concrete due to freeze-thaw. But also the use of deicing salts for winter maintenance greatly accelerated the development of such damages. The concrete decks for road bridges about 40-50 years old, lack generally a waterproofing system, and are often formed by a pavement of asphalt, an adhesive emulsion and concrete slab. In this thesis the research going on aims to reproduce in the laboratory the processes taking place in the concrete of an existing deck at road bridges, about 40-50 years old, they are exposed for long periods to icing salt, to be performed in order to facilitate winter maintenance, and drastic temperature changes (freezing and thawing). Therefore four campaigns of research were conducted, considering that while we rely on the European standard UNE-CEN/TS 12390-9 "Testing hardened concrete. Freezethaw resistance. Mass loss", nonstandard specimens were fabricated for this test, actually conceived to determine the affection of the cycles only to the mass loss. Dimensions of the samples were in our case 150x300 mm, 75 x 150mm (standard cylindrical specimens for compression fractures UNE-EN 12390-3) and 286x76x76 (standard prismatic specimens to study volume change ASTM C157), which allowed us to carry on same samples more trials, as presented in the thesis, and especially to compare the results with similar sized samples taken from real bridges. In the first campaign, by application of that European standard, freeze-thaw cycles, with and without contact with deicing salt (NaCl 3% solution in compliance with such standard) were performed. Concrete made in the laboratory, trying to simulate the old bridges, provided a compressive strength of 22.6 MPa and water/cement ratio of 0.65. In this activity, the concrete specimens produced were subjected to aggressive freeze/thaw using a maximum temperature of +20ºC and a minimum temperature of - 20°C in order to be able to determine the sensitivity of this test to the concrete and specimens fabricated. This campaign had a second phase to go deeper into the behavior of the specimens subjected to cycled freeze/thaw in the presence of salts. In the second campaign, conducted on similar concrete specimens manufactured in laboratory, temperatures of +20ºC and -14ºC were used in the tests, which allowed us to analyze the deterioration process in more detail (performing a series of non-destructive testing and other destructive characterization, validating its application to the detection of the damage caused after the accelerated freeze-thaw tests, and also by applying electron microscopy techniques). The third campaign was conducted on concrete specimens similar to the above manufactured in laboratory, both cylindrical and prismatic, which was applied on one side a 4 cm asphalt coating, consisting of a real asphalt mixture, on a bituminous primer (for simulate the level of waterproofing that produces a pavement on the bridge deck). The fourth campaign was developed after careful selection of two concrete bridges 40- 50 years old, exposed and sensitive to freeze-thaw damage, in roads with input of melting salts. Concrete cores were extracted from healthy areas, for the same accelerated laboratory freeze-thaw testing and characterization made for the second campaign, based on the same standard. From the results obtained it is concluded that when melting salts are employed deterioration accelerates significantly, thus increasing the water content in the pores, as the gradient. Besides, chloride gradient was detected both in the concrete designed in the laboratory and in the extracted in existing bridges. In all cases there have been changes in the microstructure of the cement paste, confirming the formation of a compound gel CSH of the cement paste, Ca2SiO3Cl2 type, which is possibly contributing to impair the cement paste and accelerating the damage in the presence of melting salts. The detailed study has demonstrated that the formation of new compounds can cause porosity at certain times of the cycles may decrease, paradoxically, as the new compound fills the pores, although this phenomenon does not stop the deterioration mechanism and impairments increase with the number of cycles. There is a period between the occurrence of cracking and mass loss. Cracks progress rapidly from the interface of the smallest and angular aggregate, thus facilitating the deterioration of concrete. It can be deduced so the aggregate type affects the deterioration. The presence of melting salts in the system clearly accelerates the onset of damage, which increases even by a factor of 5 as can be seen in this investigation for concrete tested. In the case of specimens with asphalt coating, it seems to have demonstrated that the precipitation of salts generate tensions in the areas close to the concrete coating that end up cracking the material. It follows that while the asphalt coating is certainly a protection against the freeze/thaw cycles, this protection decreases in the presence of salts; so the chlorides will finally affect the concrete bridge deck. Finally, among the recent concrete specimens and the old ones extracted from real bridges, it is observed that the mechanical strengths are very similar to each other, as well as the porosity values and the accumulation capacity after pore water saturation. However, there are significant differences in resistance to freeze/thaw cycles between them. More recent concrete are at equal properties more resistant both cycles freeze/thaw in water with or without salts. Possibly the fact that concrete bridges have been exposed to extreme temperatures for long periods of time has sensitized them. The study, along with new contrasts that occur in the future, allow us to implement a methodology based on the extraction of cores from the deck of real bridges for submission to freeze-thaw tests based on the European standard UNE-CEN/TS 12390-9 even with non-standard specimens for it, and in turn, performed on these samples other destructive characterization tests, which will enable to assess the damage caused by this phenomenon and its evolution, to act rightly prioritizing interventions improving the waterproofing and other repairs in the bridge stock of the National Road Network. It will even be possible to develop risk maps, depending on the worst weather areas and winter road treatments to be carried out.

Cell surface expression of the epithelial Na channel and a mutant causing Liddle syndrome: A quantitative approach

The epithelial amiloride-sensitive sodium channel (ENaC) controls transepithelial Na+ movement in Na+-transporting epithelia and is associated with Liddle syndrome, an autosomal dominant form of salt-sensitive hypertension. Detailed analysis of ENaC channel properties and the functional consequences of mutations causing Liddle syndrome has been, so far, limited by lack of a method allowing specific and quantitative detection of cell-surface-expressed ENaC. We have developed a quantitative assay based on the binding of 125I-labeled M2 anti-FLAG monoclonal antibody (M2Ab*) directed against a FLAG reporter epitope introduced in the extracellular loop of each of the α, β, and γ ENaC subunits. Insertion of the FLAG epitope into ENaC sequences did not change its functional and pharmacological properties. The binding specificity and affinity (Kd = 3 nM) allowed us to correlate in individual Xenopus oocytes the macroscopic amiloride-sensitive sodium current (INa) with the number of ENaC wild-type and mutant subunits expressed at the cell surface. These experiments demonstrate that: (i) only heteromultimeric channels made of α, β, and γ ENaC subunits are maximally and efficiently expressed at the cell surface; (ii) the overall ENaC open probability is one order of magnitude lower than previously observed in single-channel recordings; (iii) the mutation causing Liddle syndrome (β R564stop) enhances channel activity by two mechanisms, i.e., by increasing ENaC cell surface expression and by changing channel open probability. This quantitative approach provides new insights on the molecular mechanisms underlying one form of salt-sensitive hypertension.

Surface wind-stress threshold for glacial Atlantic overturning

Using a coupled model of intermediate complexity the sensitivity of the last glacial maximum (LGM) Atlantic meridional overturning circulation (AMOC) to the strength of surface wind-stress is investigated. A threshold is found below which North Atlantic deep water formation (DWF) takes place south of Greenland and the AMOC is relatively weak. Above this threshold, DWF occurs north of the Greenland-Scotland ridge, leading to a vigorous AMOC. This nonlinear behavior is explained through enhanced salt transport by the wind-driven gyre circulation and the overturning itself. Both pattern and magnitude of the Nordic Sea's temperature difference between strong and weak AMOC states are consistent with those reconstructed for abrupt climate changes of the last glacial period. Our results thus point to a potentially relevant role of surface winds in these phenomena.

The structure of a PII signaling protein from a halophilic archaeon reveals novel traits and high-salt adaptations

To obtain insights into archaeal nitrogen signaling and haloadaptation of the nitrogen/carbon/energy-signaling protein PII, we determined crystal structures of recombinantly produced GlnK2 from the extreme halophilic archaeon Haloferax mediterranei, complexed with AMP or with the PII effectors ADP or ATP, at respective resolutions of 1.49 Å, 1.45 Å, and 2.60 Å. A unique trait of these structures was a three-tongued crown protruding from the trimer body convex side, formed by an 11-residue, N-terminal, highly acidic extension that is absent from structurally studied PII proteins. This extension substantially contributed to the very low pI value, which is a haloadaptive trait of H. mediterranei GlnK2, and participated in hexamer-forming contacts in one crystal. Similar acidic N-extensions are shown here to be common among PII proteins from halophilic organisms. Additional haloadaptive traits prominently represented in H. mediterranei GlnK2 are a very high ratio of small residues to large hydrophobic aliphatic residues, and the highest ratio of polar to nonpolar exposed surface for any structurally characterized PII protein. The presence of a dense hydration layer in the region between the three T-loops might also be a haloadaptation. Other unique findings revealed by the GlnK2 structure that might have functional relevance are: the adoption by its T-loop of a three-turn α-helical conformation, perhaps related to the ability of GlnK2 to directly interact with glutamine synthetase; and the firm binding of AMP, confirmed by biochemical binding studies with ATP, ADP, and AMP, raising the possibility that AMP could be an important PII effector, at least in archaea.

Wilmington and Topsail Sound Region, North Carolina, 1865 (Raster Image)

This layer is a georeferenced raster image of the historic, paper manuscript map entitled: Map of country between the N.E. Cape-Fear River and Topsail sound, made under the direction of Capt. Wm. H. James, Chf. Engineer, by B.L. Blackford, Top. Engrs. It was drawn in 1865. Scale 1:40,000. The image inside the map neatline is georeferenced to the surface of the earth and fit to the North Carolina State Plane NAD 1983 coordinate system (in Meters) (Fipszone 3200). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, railroads, bridges, drainage, troop camps, lines of defense, selected buildings with names of landowners, mills and salt works, ground cover, swamps, and more. Relief shown by hachures. Includes also ill. of Confederate soldier with a plane table and Confederate flag, at left within margin. This layer is part of a selection of digitally scanned and georeferenced historic maps of the Civil War from the Harvard Map Collection. Many items from this selection are from a collection of maps deposited by the Military Order of the Loyal Legion of the United States Commandery of the State of Massachusetts (MOLLUS) in the Harvard Map Collection in 1938. These maps typically portray both natural and manmade features, in particular showing places of military importance. The selection represents a range of regions, originators, ground condition dates, scales, and purposes.

Geochemistry and sedimentation rates of ODP Leg 199 sites and of surface sediments in the eastern Pacific ocean

We present the first high-resolution organic carbon mass accumulation rate (MAR) data set for the Eocene equatorial Pacific upwelling region, from Sites 1218 and 1219 of the Ocean Drilling Program. A maximum Corg MAR anomaly appears at 41 Ma and corresponds to a high carbonate accumulation event (CAE). Independent evidence suggests that this event (CAE-3) was a time of rapid cooling. Throughout the Eocene, organic carbon burial fluxes were an order of magnitude lower than fluxes recorded for the Holocene. In contrast, the expected organic carbon flux, calculated from the biogenic barium concentrations for these sites, is roughly equal to modern. A sedimentation anomaly appears at 41 Ma, when both the measured and the expected organic carbon MAR increases by a factor of two-three relative to the background Eocene fluxes. The rain of estimated Corg and barium from the euphotic zone to the sediments increased by factors of three and six, respectively. We suggest that the discrepancy between the expected and measured Corg in the sediments is a direct consequence of the increased metabolic rates of all organisms throughout the Eocene oceans and sediments. This hypothesis is supported by recent work in ecology and biochemical kinetics that recognizes the fundamental basis of ecology as following from the laws of thermodynamics. This dependence is now elucidated as the Universal Temperature Dependence (UTD) "law" of metabolism and can be applied to all organisms over their biologically relevant temperature range. The general pattern of organic carbon and barium deposition throughout the Eocene is consistent with the UTD theory. In particular, the anomaly at 41 Ma (CAE-3) is associated with rapid cooling, an event that triggered slower metabolic rates for all organisms, slower recycling of organic carbon in the water and sediment column, and, consequently, higher deposition of organic carbon in the sediments. This "metabolism-based" scenario is consistent with the sedimentation patterns we observe for both Sites 1218 and 1219.

Tab.1: Composition of salt crusts and host rocks

Gypsum and calcite crusts were found on many outcrops of the metamorphic basement and on moraines in Dronning Maud Land. For the first time the copper mineral connellite was found in such crusts. Salt crust and efflorescences indicate an important role of chemical weathering even in a cold and arid climate such as the Antarctic interior. Findings of salt efflorescenees few centimetres beneath the rock surface suggest the contribution of salt crystallization to the formation of the typical Antarctic cavernous or honeycomb weathering features.

A Guide to Surface Features Related to Underground Coal Mining

The purpose of this guide is to assist investigators conducting geologic hazard assessments with the understanding, detection, and characterization of surface features related to subsidence from underground coal mining. Subsidence related to underground coal mining can present serious problems to new and/or existing infrastructure, utilities, and facilities. For example, heavy equipment driving over the ground surface during construction processes may punch into voids created by sinkholes or cracks, resulting in injury to persons and property. Abandoned underground mines also may be full of water, and if punctured, can flood nearby areas. Furthermore, the integrity of rigid structures such as buildings, dams and bridges may be compromised if mining subsidence results in differential movement at the ground surface. Subsidence of the ground surface is a phenomenon associated with the removal of material at depth, and may occur coincident with mining, gradually over time, or sometimes suddenly, long after mining operations have ceased (Gray and Bruhn, 1984). The spatial limits of underground coal mines may extend for great distances beyond the surface operations of a mine, in some cases more than 10 miles for an individual mine. When conducting geologic hazard assessments, several remote investigation methods can be used to observe surface features related to underground mining subsidence. LiDAR-derived DEMs are generally the most useful method available for identifying these features because the bare earth surface can be viewed. However, due to limitations in the availability of LiDAR data, other methods often need to be considered when investigating surface features related to underground coal mining subsidence, such as Google Earth and aerial imagery. Mine maps, when available, can be viewed in tandem with these datasets, potentially improving the confidence of any possible mining subsidence-related features observed remotely. However, maps for both active and abandoned mines may be incomplete or unavailable. Therefore, it is important to be able to recognize possible surface features related to underground mining subsidence. This guide provides examples of surface subsidence features related to the two principal underground coal mining methods used in the United States: longwall mining and room and pillar mining. The depth and type of mining, geologic conditions, hydrologic conditions, and time are all factors that may influence the type of features that manifest at the surface. This guide provides investigators a basic understanding about the size, character and conditions of various surface features that occur as a result of underground mining subsidence.

Improving constraints on the sources and distribution of sea salt aerosols in polar regions

Thesis (Master's)--University of Washington, 2016-06

Preservation of York Minster historic limestone by hydrophobic surface coatings

Magnesian limestone is a key construction component of many historic buildings that is under constant attack from environmental pollutants notably by oxides of sulfur via acid rain, particulate matter sulfate and gaseous SO 2 emissions. Hydrophobic surface coatings offer a potential route to protect existing stonework in cultural heritage sites, however, many available coatings act by blocking the stone microstructure, preventing it from 'breathing' and promoting mould growth and salt efflorescence. Here we report on a conformal surface modification method using self-assembled monolayers of naturally sourced free fatty acids combined with sub-monolayer fluorinated alkyl silanes to generate hydrophobic (HP) and super hydrophobic (SHP) coatings on calcite. We demonstrate the efficacy of these HP and SHP surface coatings for increasing limestone resistance to sulfation, and thus retarding gypsum formation under SO/H O and model acid rain environments. SHP treatment of 19th century stone from York Minster suppresses sulfuric acid permeation.

Selection of surface finish for engineering components

DUE TO COPYRIGHT RESTRICTIONS ONLY AVAILABLE FOR CONSULTATION AT ASTON UNIVERSITY LIBRARY AND INFORMATION SERVICES WITH PRIOR ARRANGEMENT

Molecular mechanisms of salt effects on carbon nanotube dispersions in an organic solvent (N-methyl-2-pyrrolidone)

We consider the effects of salt (sodium iodide) on pristine carbon nanotube (CNT) dispersions in an organic solvent, N-methyl-2-pyrrolidone (NMP). We investigate the molecular-scale mechanisms of ion interactions with the nanotube surface and we show how the microscopic ion-surface interactions affect the stability of CNT dispersions in NMP. In our study we use a combination of fully atomistic Molecular Dynamics simulations of sodium and iodide ions at the CNT-NMP interface with direct experiments on the CNT dispersions. In the experiments we analyze the effects of salt on the stability of the dispersions by photoluminescence (PL) and optical absorption spectroscopy of the samples as well as by visual inspection. By fully atomistic Molecular Dynamics simulations we investigate the molecular-scale mechanisms of sodium and iodide ion interactions with the nanotube surface. Our simulations reveal that both ions are depleted from the CNT surface in the CNT-NMP dispersions mainly due to the two reasons: (1) there is a high energy penalty for the ion partial desolvation at the CNT surface; (2) NMP molecules form a dense solvation layer at the CNT surface that prevents ions to come close to the CNT surface. As a result, an increase of the salt concentration increases the "osmotic" stress in the CNT-NMP system and, thus, decreases the stability of the CNT dispersions in NMP. Direct experiments confirm the simulation results: addition of NaI salt into the NMP dispersions of pristine CNTs leads to precipitation of CNTs (bundle formation) even at very small salt concentration (∼10 -3 mol L -1). In line with the simulation predictions, the effect increases with the increase of the salt concentration. Overall, our results show that dissolved salt ions have strong effects on the stability of CNT dispersions. Therefore, it is possible to stimulate the bundle formation in the CNT-NMP dispersions and regulate the overall concentration of nanotubes in the dispersions by changing the NaI concentration in the solvent. © 2012 The Royal Society of Chemistry.

Performance of FRP-concrete bridges under blast loading

Catastrophic failure from intentional terrorist attacks on surface transportation infrastructure could he detrimental to the society. In order to minimize the vulnerabilities and to ensure a safe transportation system, the issue of security for transportation structures, primarily bridges, which are subjected to man-made hazards is investigated in this study. A procedure for identifying and prioritizing "critical bridges" using a screening and prioritization processes is established. For each of the "critical" bridges, a systematic risk-based assessment approach is proposed that takes into account the combination of threat occurrence likelihood, its consequences, and the socioeconomic importance of the bridge. A series of effective security countermeasures are compiled in the four categories of deterrence, detection, defense and mitigation to help reduce the vulnerability of critical bridges. The concepts of simplified equivalent I-shape cross section and virtual materials are proposed for integration into a nonlinear finite element model, which helps assess the performance of reinforced concrete structures with and without composite retrofit or hardening measures under blast loading. A series of parametric studies are conducted for single column and two-column pier frame systems as well as for an entire bridge. The parameters considered include column height, column type, concrete strength, longitudinal steel reinforcement ratio, thickness, fiber angle and tensile strength of the fiber reinforced polymer (FRP) tube, shape of the cross section, damping ratio and different bomb sizes. The study shows the benefits of hardening with composites against blast loading. The effect of steel reinforcement on blast resistance of the structure is more significant than the effect of concrete compressive strength. Moreover, multiple blasts do not necessarily lead to a more severe destruction than a single detonation at a strategically vulnerable location on the bridges.

Tracking the Effects of Salt Water Encroachment on South Florida Coastal Ecotones Using Mollusks

Many coastal wetland communities of south Florida have been cut off from freshwater sheet flow for decades and are migrating landward due to salt-water encroachment. A paleoecological study using mollusks was conducted to assess the rates and effects of salt-water encroachment due to freshwater diversion and sea level rise on coastal wetland basins in Biscayne National Park. Modem mollusk distributions taken from 226 surface sites were used to determine local habitat affinities which were applied to infer past environments from mollusk distributions found in soil cores. Mollusks species compositions were found to be strongly correlated to habitat and salinity, providing reliable predictions. Wetland soils were cored to bedrock at 36locations. Mollusks were abundant throughout the cores and 15 of the 20 most abundant taxa served as bioindicators of salinity and habitat. Historic accounts coupled with mollusk based inference models indicate (1) increasing salinity levels along the coast and encroaching into the interior with mangroves communities currently migrating westward, (2) replacement of a mixed graminoid-mangrove zone by a dense monoculture of dwarf mangroves, and (3) a confinement of freshwater and freshwater graminoid marsh to landward areas between urban developments and drainage canals.

Dynamic Behavior and Fatigue Life of Highway Bridges Due to Doubling Heavy Vehicles

An increase in the demand for the freight shipping in the United States has been predicted for the near future and Longer Combination Vehicles (LCVs), which can carry more loads in each trip, seem like a good solution for the problem. Currently, utilizing LCVs is not permitted in most states of the US and little research has been conducted on the effects of these heavy vehicles on the roads and bridges. In this research, efforts are made to study these effects by comparing the dynamic and fatigue effects of LCVs with more common trucks. Ten Steel and prestressed concrete bridges with span lengths ranging from 30’ to 140’ are designed and modeled using the grid system in MATLAB. Additionally, three more real bridges including two single span simply supported steel bridges and a three span continuous steel bridge are modeled using the same MATLAB code. The equations of motion of three LCVs as well as eight other trucks are derived and these vehicles are subjected to different road surface conditions and bumps on the roads and the designed and real bridges. By forming the bridge equations of motion using the mass, stiffness and damping matrices and considering the interaction between the truck and the bridge, the differential equations are solved using the ODE solver in MATLAB and the results of the forces in tires as well as the deflections and moments in the bridge members are obtained. The results of this study show that for most of the bridges, LCVs result in the smallest values of Dynamic Amplification Factor (DAF) whereas the Single Unit Trucks cause the highest values of DAF when traveling on the bridges. Also in most cases, the values of DAF are observed to be smaller than the 33% threshold suggested by the design code. Additionally, fatigue analysis of the bridges in this study confirms that by replacing the current truck traffic with higher capacity LCVs, in most cases, the remaining fatigue life of the bridge is only slightly decreased which means that taking advantage of these larger vehicles can be a viable option for decision makers.