Effect of architectural angularity on refugia selection by the brown spider, Loxosceles gaucho

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Characteristics of Iowa Fine Aggregate, MLR-92-6, 1996

The objective of this research was to evaluate the quality (angularity, mortar strengths and alkali-silica reactivity) of fine aggregate for Iowa portland cement concrete (PCC) pavements. Sands were obtained from 30 sources representative of fine aggregate across Iowa. The gradation, fineness modulus and mortar strengths were determined for all sands. Angularity was evaluated using a new National Aggregate Association (NAA) flow test. The NAA uncompacted void values are significantly affected by the percent of crushed particles and are a good measure of fine aggregate angularity. The alkali-silica reactivity of Iowa sands was measured by the ASTM P214 test. By P214 many Iowa sands were identified as being reactive while only two were innocuous. More research is needed on P214 because pavement performance history has shown very little alkali-silica reactivity deterioration of pavement. Six of the sands tested by P214 were evaluated using the Canadian Prism Test. None were identified as being reactive by the Canadian Prism Test.

Structural Analysis of Aggregate Blends Using the SHRP Gyratory Compactor, MLR-95-8, 1996

The Iowa Department of Transportation (IDOT) received a Strategic Highway Research Program (SHRP) gyratory compactor in December 1994. Since then IDOT has been studying the ability of the compactor to analyze fundamental properties of aggregates such as shape, texture, and gradation by studying the volumetrics of the aggregate blends under a standard load using the SHRP gyratory compactor. This method of analyzing the volumetrics of aggregate blends is similar to SHRP's fine aggregate angularity procedure, which analyzes void levels in noncompacted aggregate blends, which in turn can be used to evaluate the texture or shape of aggregates, what SHRP refers to as angularity. Research is showing that by splitting the aggregate blend on the 2.36-mm (#8) sieve and analyzing the volumetrics or angularity of the separated blend, important fundamental properties can be determined. Most important is structure (the degree and location of aggregate interlock). In addition, analysis of the volumes of the coarse and fine portions can predict the voids in the mineral aggregate and the desired asphalt content. By predicting these properties, it can be determined whether the combined aggregate blend, when mixed with asphalt cement, will produce a mix with structural adequacy to carry the designed traffic load.

Multiscale Curvature Analysis of Asphaltic Aggregate Particles

A new method for characterization and analysis of asphaltic mixtures aggregate particles is reported. By relying on multiscale representation of the particles, curvature estimation, and discriminant analysis for optimal separation of the categories of mixtures, a particularly effective and comprehensive methodology is obtained. The potential of the methodology is illustrated with respect to three important types of particles used in asphaltic mixtures, namely basalt, gabbro, and gravel. The obtained results show that gravel particles are markedly distinct from the other two types of particles, with the gabbro category resulting with intermediate geometrical properties. The importance of each considered measurement in the discrimination between the three categories of particles was also quantified in terms of the adopted discriminant analysis.

Caracteristicas de padroes de drenagem de areas com entalhes erosivos no municipio de Botucatu - SP

Descriptive and quantitative characteristics of the drainage pattern of two places very susceptible to erosive process, located in the municipality of Botucatu-SP, were studied through photo-interpretative methods. The analysis and discussion of the obtained results led to the conclusion that the geologic control in the area B, masking the effect of the relief and terrain permeability, increases the drainage density, the length of channels and the angularity of the channels of 3rd and 4th order. -from English summary

Studio numerico e sperimentale delle miscele di aggregati per i conglomerati bituminosi

I crescenti volumi di traffico che interessano le pavimentazioni stradali causano sollecitazioni tensionali di notevole entità che provocano danni permanenti alla sovrastruttura. Tali danni ne riducono la vita utile e comportano elevati costi di manutenzione. Il conglomerato bituminoso è un materiale multifase composto da inerti, bitume e vuoti d'aria. Le proprietà fisiche e le prestazioni della miscela dipendono dalle caratteristiche dell'aggregato, del legante e dalla loro interazione. L’approccio tradizionalmente utilizzato per la modellazione numerica del conglomerato bituminoso si basa su uno studio macroscopico della sua risposta meccanica attraverso modelli costitutivi al continuo che, per loro natura, non considerano la mutua interazione tra le fasi eterogenee che lo compongono ed utilizzano schematizzazioni omogenee equivalenti. Nell’ottica di un’evoluzione di tali metodologie è necessario superare questa semplificazione, considerando il carattere discreto del sistema ed adottando un approccio di tipo microscopico, che consenta di rappresentare i reali processi fisico-meccanici dai quali dipende la risposta macroscopica d’insieme. Nel presente lavoro, dopo una rassegna generale dei principali metodi numerici tradizionalmente impiegati per lo studio del conglomerato bituminoso, viene approfondita la teoria degli Elementi Discreti Particellari (DEM-P), che schematizza il materiale granulare come un insieme di particelle indipendenti che interagiscono tra loro nei punti di reciproco contatto secondo appropriate leggi costitutive. Viene valutata l’influenza della forma e delle dimensioni dell’aggregato sulle caratteristiche macroscopiche (tensione deviatorica massima) e microscopiche (forze di contatto normali e tangenziali, numero di contatti, indice dei vuoti, porosità, addensamento, angolo di attrito interno) della miscela. Ciò è reso possibile dal confronto tra risultati numerici e sperimentali di test triassiali condotti su provini costituiti da tre diverse miscele formate da sfere ed elementi di forma generica.

Testing Wisconsin asphalt mixtures for the 2002 AASHTO mechanistic design procedure

There has been a continuous evolutionary process in asphalt pavement design. In the beginning it was crude and based on past experience. Through research, empirical methods were developed based on materials response to specific loading at the AASHO Road Test. Today, pavement design has progressed to a mechanistic-empirical method. This methodology takes into account the mechanical properties of the individual layers and uses empirical relationships to relate them to performance. The mechanical tests that are used as part of this methodology include dynamic modulus and flow number, which have been shown to correlate with field pavement performance. This thesis was based on a portion of a research project being conducted at Michigan Technological University (MTU) for the Wisconsin Department of Transportation (WisDOT). The global scope of this project dealt with the development of a library of values as they pertain to the mechanical properties of the asphalt pavement mixtures paved in Wisconsin. Additionally, a comparison with the current associated pavement design to that of the new AASHTO Design Guide was conducted. This thesis describes the development of the current pavement design methodology as well as the associated tests as part of a literature review. This report also details the materials that were sampled from field operations around the state of Wisconsin and their testing preparation and procedures. Testing was conducted on available round robin and three Wisconsin mixtures and the main results of the research were: The test history of the Superpave SPT (fatigue and permanent deformation dynamic modulus) does not affect the mean response for both dynamic modulus and flow number, but does increase the variability in the test results of the flow number. The method of specimen preparation, compacting to test geometry versus sawing/coring to test geometry, does not statistically appear to affect the intermediate and high temperature dynamic modulus and flow number test results. The 2002 AASHTO Design Guide simulations support the findings of the statistical analyses that the method of specimen preparation did not impact the performance of the HMA as a structural layer as predicted by the Design Guide software. The methodologies for determining the temperature-viscosity relationship as stipulated by Witczak are sensitive to the viscosity test temperatures employed. The increase in asphalt binder content by 0.3% was found to actually increase the dynamic modulus at the intermediate and high test temperature as well as flow number. This result was based the testing that was conducted and was contradictory to previous research and the hypothesis that was put forth for this thesis. This result should be used with caution and requires further review. Based on the limited results presented herein, the asphalt binder grade appears to have a greater impact on performance in the Superpave SPT than aggregate angularity. Dynamic modulus and flow number was shown to increase with traffic level (requiring an increase in aggregate angularity) and with a decrease in air voids and confirm the hypotheses regarding these two factors. Accumulated micro-strain at flow number as opposed to the use of flow number appeared to be a promising measure for comparing the quality of specimens within a specific mixture. At the current time the Design Guide and its associate software needs to be further improved prior to implementation by owner/agencies.

Discrete element methods for asphalt concrete : development and application of user-defined microstructural models and a viscoelastic micromechanical model

As an important Civil Engineering material, asphalt concrete (AC) is commonly used to build road surfaces, airports, and parking lots. With traditional laboratory tests and theoretical equations, it is a challenge to fully understand such a random composite material. Based on the discrete element method (DEM), this research seeks to develop and implement computer models as research approaches for improving understandings of AC microstructure-based mechanics. In this research, three categories of approaches were developed or employed to simulate microstructures of AC materials, namely the randomly-generated models, the idealized models, and image-based models. The image-based models were recommended for accurately predicting AC performance, while the other models were recommended as research tools to obtain deep insight into the AC microstructure-based mechanics. A viscoelastic micromechanical model was developed to capture viscoelastic interactions within the AC microstructure. Four types of constitutive models were built to address the four categories of interactions within an AC specimen. Each of the constitutive models consists of three parts which represent three different interaction behaviors: a stiffness model (force-displace relation), a bonding model (shear and tensile strengths), and a slip model (frictional property). Three techniques were developed to reduce the computational time for AC viscoelastic simulations. It was found that the computational time was significantly reduced to days or hours from years or months for typical three-dimensional models. Dynamic modulus and creep stiffness tests were simulated and methodologies were developed to determine the viscoelastic parameters. It was found that the DE models could successfully predict dynamic modulus, phase angles, and creep stiffness in a wide range of frequencies, temperatures, and time spans. Mineral aggregate morphology characteristics (sphericity, orientation, and angularity) were studied to investigate their impacts on AC creep stiffness. It was found that aggregate characteristics significantly impact creep stiffness. Pavement responses and pavement-vehicle interactions were investigated by simulating pavement sections under a rolling wheel. It was found that wheel acceleration, steadily moving, and deceleration significantly impact contact forces. Additionally, summary and recommendations were provided in the last chapter and part of computer programming codes wree provided in the appendixes.

Clay mineralogy on five NBP cores

During 2006, the SHALDRIL program recovered cores of Eocene through Pliocene material at four locations in the northwestern Weddell Sea, each representing a key period in the evolution of the Antarctic Peninsula ice cap. The recovered cores are not continuous, yet they provide a record of climate change with samples from the late Eocene, late Oligocene, middle Miocene, and early Pliocene and represent the only series of samples recovered from the northwestern Weddell Sea and spanning the Cenozoic and the initial growth of the peninsula ice cap. Late Eocene sediments sampled in the James Ross Basin are typically characterized by very dark greenish-gray muddy fine sand with some preserved burrowing and are interpreted to represent a shallow water continental shelf setting. Rare dropstones, primarily of well-cemented sandstones and minor ice-rafted material consisting of angular grains with glacially influenced surface features record the onset of mountain glaciation, the earliest such evidence in the region. The remaining cores were collected on the Joinville Plateau to the north of the James Ross Basin. The late Oligocene sediments consist of dark gray sandy mud with some clay lenses and many burrows, likely representing a distal delta or shelf setting. This core contains only very few and small dropstones, and the individual grains show decreased angularity and fewer glacial surface features relative to late Eocene deposits. The middle Miocene strata are composed of pebbly gray diamicton, representing proximal glacimarine sediments. The lower Pliocene section also contains many ice-rafted pebbles but is dominated by sandy units rather than diamicton and is interpreted to represent a current-winnowed deposit, similar to the modern contour current-influenced sediments of the region.

Grain shape and mineralogy of loess on New Zealands South Island

Infilled fissures are described from the interface between two loess deposits on Banks Peninsula, South Island, New Zealand. Both loesses differ from the other loesses by having a solifluction deposit at their base consisting of angular basalt fragments of the same angularity as fresh frost shattered basalt mixed with the loess. Typically, the fissures are narrow and up to 160 cm deep while the infilling of the overlying loess shows no obvious structure. They occur mainly at higher elevations on south (poleward) facing slopes, and the host loess forms a fragipan of high density. They are most readily explained as being seasonal frost fissures or more probably ice-wedge casts, which would have required either permafrost or deep seasonal frost for their formation. If permafrost had existed, this would imply a cooling of the mean annual temperatures by at least 16 to 18°C.

Grain shape of sediment from the Weddell Sea

Very fine quartz sand was examined from Paleogene and Neogene sediments of ODP Sites 693, 694, 695, 696, and 697 to determine their grain roundness using Fourier analysis and SEM surface texture characteristics. The objective of this study was to identify grain roundness and surface texture characteristics unique to East (Site 693) and West (Sites 695, 696, and 697) Antarctica and to glacial regimes. Once identified, these distinguishing features could then be used to determine changes in source area and glacial conditions in the central Weddell Sea Basin (Site 694). Three end members of very fine quartz sand are recognized in the Oligocene to Pleistocene sediments of the Weddell Sea: angular, rounded, and intermediate. End member 1 (angular) consists of extremely angular grains with numerous fracture textures. Previous investigations suggested that these sands are derived from crystalline rocks that fractured during formation or deformation and/or were exposed to weathering by ice. In this study, however, the correlation of angularity with ice activity is problematical as the most angular sands were recovered in the lower Oligocene sediments of the South Orkney Microcontinent, a period of temperate climatic conditions. End member 3 (rounded) consists of rounded grains with chemically and mechanically produced surface textures. These sands are presumed to be derived from the Beacon-type rocks in East Antarctica and the sedimentary deposits of the Northern Antarctic Peninsula. End member 2 (intermediate) grains display crystalline nodes and grain embayments. They are thought to be derived from felsic intrusives, East Antarctic quartzites, basement metamorphics of the South Orkney Microcontinent, and/or the Andean intrusive series of West Antarctica. Unfortunately, no features unique to either the East or West Antarctic sediment sources or to glacial conditions could be isolated. Therefore, the objective of determining provenance changes and sediment erosion and transport mechanisms could not be achieved using this approach.

Latitudinal variation in the planktic foraminifer Contusotruncana contusa in the terminal Cretaceous ocean

The morphological variability (coiling properties, size and shape) of the planktic foraminifer Contusortuncana contusa (Cushman) in the terminal Cretaceous ocean was examined at eight deep-sea sites and two continental sections from low (16°) to middle (42°) paleolatitudes in both hemispheres. The material used in this study includes samples from the South Atlantic (DSDP Sites 356, 527 and 525A), North Atlantic (Sites 384 and 548A), Indian and Pacific Oceans (DSDP Site 465A and ODP Sites 761C and 762C) and Tethyan Ocean (outcrop sections from El-Kef and Caravaca). On average 45 specimens from two samples per location were analysed, from an interval corresponding approximately to the last 60 kyr of the Cretaceous. No differences in coiling direction (dextral proportions were > 90% in all samples), percentage of kummerform specimens (usually > 50%) and number of chambers in the last whorl (4-5) were observed between the sites. Both test size (expressed as spiral outline area and test volume) and total number of chambers increase significantly towards lower latitudes. Similarly, test conicity, examined by shape coordinate and eigenshape methods, and angularity of the spiral outline show a rather continuous, slight increase towards lower latitudes. Kummerform specimens of C. contusa were slightly larger and more conical than normalforms and possessed substantially more chambers (both totally and in the last whorl). A principal components analysis of the sample means of five variables describing size and shape clearly distinguished high-latitude sites (525A, 527, 548A, 761C and 762C) from low-latitude sites (384, 465A, Caravaca and El-Kef). Specimens from Site 356 are transitional with respect to those two groups. The results indicate: (1) considerable morphological variation in C. contusa during the terminal Cretaceous comparable to that known in many Recent planktic foraminiferal species and (2) a geographical distribution of this variation corresponding to previously suggested biogeographic schemes based on quantitative analysis of planktic foraminiferal assemblages. Despite the differences in sample means, the overall morphology of C. contusa overlaps among the sites studied, supporting the classification of all C. contusa morphotypes as a single species. Similarly, no discrete morphologic groups could be distinguished within any of the samples.

Critical bed shear stress and threshold of motion of maërl biogenic gravel

Critical bed shear stress for incipient motion has been determined for biogenic free-living coralline algae known as maërl. Maërl from three different sedimentary environments (beach, intertidal, and open marine) in Galway Bay, west of Ireland have been analysed in a rotating annular flume and linear flume. Velocity profile measurements of the benthic boundary layer, using an Acoustic Doppler Velocimeter, have been obtained in four different velocity experiments. The bed shear stress has been determined using three methods: Law of the Wall, Turbulent Kinetic Energy and Reynolds Stress. The critical Shields parameter has been estimated as a non-dimensional mobility number and the results have been compared with the Shields curve for natural sand. Maërl particles fall below this curve because its greater angularity allows grains to be mobilised easier than hydraulically equivalent particles. From previous work, the relationship between grain shape and the settling velocity of maërl suggests that the roughness is greatest for intertidal maërl particles. During critical shear stress determinations, beds of such rough particles exhibited the greatest critical shear stress probably because the particle thalli interlocked and resisted entrainment. The Turbulent Kinetic Energy methodology gives the most consistent results, agreeing with previous comparative studies. Rarely-documented maërl megaripples were observed in the rotating annular flume and are hypothesised to form at velocities ~10 cm s-1 higher than the critical threshold velocity, where tidal currents, oscillatory flow or combined-wave current interaction results in the preferential transport of maërl. A determination of the critical bed shear stress of maërl allows its mobility and rate of erosion and deposition to be evaluated spatially in subsequent applications to biological conservation management.