Engineering Study for Reducing Sign Vandalism Final Report Highway Research Advisory Board Projec HR 246, June 1992

Sign vandalism has traditionally been a vexing problem for Iowa counties. The extent of the cost and incidence of these acts have never been fully ascertained, but a 1990 survey indicated that they cost Iowa counties more than 1.5 million dollars annually. In 1990, the Iowa Legislature recognized the seriousness of the problem and strengthened the existing sign vandalism law by increasing the penalty for illegal possession of a traffic control device from a simple to a serious misdemeanor. However, the courts must be willing to prosecute vandals to the magnitude provided in the Iowa Code. An educational campaign begun in 1987 involving over 200 Iowa school districts to educate students on the seriousness of the problem evidently did not have the effect of dramatically reducing the overall cost of sign vandalism in Iowa. This study sought to define the scope of the problem and possibly offer some effective countermeasures to combat sign vandalism and theft in Iowa.

Automação e controlo de um sistema de armazenamento de bicicletas

A crescente procura da bicicleta como meio de transporte alternativo torna relevante a criação e desenvolvimento de infra-estruturas de apoio, tais como ciclovias e parques para bicicletas. Os sistemas tradicionais de parqueamento de bicicletas com recurso a correntes e cadeados não fornecem segurança nem comodidade. No entanto, começam a surgir, em várias cidades do mundo, parque automáticos onde é possível guardar uma bicicleta em segurança, protegendo-a quer das intempéries quer de actos de vandalismo. Este trabalho apresenta uma proposta para um parque automático de armazenamento de bicicletas, com recurso a caixas individualizadas que garantem a sua segurança, e também de outros bens que podem ser guardados junto da mesma, como por exemplo um capacete ou uma mochila. O sistema proposto no âmbito deste trabalho é um complemento às alternativas existentes. As vantagens apresentadas pelo sistema proposto são: a sua construção modular e personalizada; e a possibilidade de instalação num terreno plano, sem recurso a obras de construção civil. O objectivo foi criar um projecto de automação e controlo de um protótipo, com base na proposta apresentada. O projecto de automação e controlo engloba a escolha dos sensores e dos actuadores. Para o dimensionamento dos motores foi necessário recorrer a um cálculo simplificado da estrutura do robô manipulador. Foi feita a escolha dos sensores, actuadores e do controlador com base nos requisitos funcionais. A programação foi desenvolvida numa linguagem normalizada. O modelo desenvolvido poderá servir de base para um projecto multidisciplinar entre vários departamentos do Instituto e dessa cooperação poderá surgir um novo projecto optimizado para produção e de menor custo.

Graffiti nas edificações: identificação e resolução do problema

Trabalho final de Mestrado para obtenção do grau de Mestre em Engenharia Civil na Área de Especialização em Edificações

Proposta de solução de videovigilância para locais remotos

Desde tempos remotos que homens faziam a vigilância de bens e mercadorias e mais recentemente também de pessoas com o intuito de dissuadir roubos, atos de vandalismo e de violência. Nos últimos anos, com a evolução das novas tecnologias verificou-se a sua adoção para auxílio da vigilância. Os atos de terrorismo que têm acontecido um pouco por todo o mundo trouxeram um clima de insegurança à população mundial. Este fenómeno, juntamente com o elevado número de roubos e atos de violência levou à expansão de utilização dos meios de videovigilância de forma a dissuadir estes tipos de crime podendo mesmo, nalguns casos servir como prova para punir os autores dos mesmos. Em Portugal tem-se verificado uma escalada de crimes nas zonas mais rurais não só de bens como as alfaias agrícolas mas também de frutos e mesmo de animais. Estes crimes predominam em locais rurais, relativamente distantes das povoações e em locais onde não existem (ou são praticamente inexistentes) infraestruturas necessárias para implementar meios de videovigilância como a falta de rede elétrica e internet o que torna quase inviável a existência de sistemas de videovigilância nesses locais. Dotar esses locais das infra estruturas necessárias poderia tornar-se demasiado dispendioso e os vigilantes humanos poderiam correr riscos no meio dos montes ou noutros locais remotos para além dos seus elevados custos. Para além do problema dos roubos, existe um outro flagelo relacionado com os incêndios na floresta portuguesa, que todos os anos é dizimada pelo fogo devido a incêndios que surgem na sua maioria causados pelo homem sendo uma parte significativa os de origem criminosa. Para dar resposta a estes problemas e no sentido de vigiar e dissuadir estes tipos de crimes, iniciamos um estudo que pretende propor um protótipo de um sistema de videovigilância para locais remotos (SVR - Sistema de Videovigilância Remota) de baixo custo de forma a diminuir o número de crimes e assim minimizar os prejuízos económico e sociais causados pelos mesmos. Pretendemos estudar o problema e analisar tecnologias com potencial para propor uma solução que possa auxiliar a vigilância nesse tipo de locais com o pressuposto de poder vir a contribuir para a diminuição deste tipo de crimes devido ao seu efeito dissuasor pelo facto de se poder divulgar que estes locais já têm uma solução de vigilância oculta. A solução proposta contempla um sistema de videovigilância com uma camara construída com base num Raspberry Pi onde o vídeo é transmitido em streaming via Web através de comunicações móveis. A alimentação do sistema nestes espaços sem energia elétrica é feita através de um painel fotovoltaico. É proporcionado ao utilizador uma interface para visualizar o vídeo transmitido e um mecanismo de notificações por email. É ainda possível a visualização de imagens gravadas num cartão de memória relativas a ocorrências de deteção de movimentos. Foram realizados inúmeros testes ao protótipo SVR sendo os resultados obtidos aqui descritos.

Flexural strengthening of RC beams using hybrid composite plate (HCP): experimental and analytical study

Hybrid Composite Plate (HCP) is a reliable recently proposed retrofitting solution for concrete structures, which is composed of a strain hardening cementitious composite (SHCC) plate reinforced with Carbon Fibre Reinforced Polymer (CFRP). This system benefits from the synergetic advantages of these two composites, namely the high ductility of SHCC and the high tensile strength of CFRPs. In the materialstructural of HCP, the ultra-ductile SHCC plate acts as a suitable medium for stress transfer between CFRP laminates (bonded into the pre-sawn grooves executed on the SHCC plate) and the concrete substrate by means of a connection system made by either chemical anchors, adhesive, or a combination thereof. In comparison with traditional applications of FRP systems, HCP is a retrofitting solution that (i) is less susceptible to the detrimental effect of the lack of strength and soundness of the concrete cover in the strengthening effectiveness; (ii) assures higher durability for the strengthened elements and higher protection to the FRP component in terms of high temperatures and vandalism; and (iii) delays, or even, prevents detachment of concrete substrate. This paper describes the experimental program carried out, and presents and discusses the relevant results obtained on the assessment of the performance of HCP strengthened reinforced concrete (RC) beams subjected to flexural loading. Moreover, an analytical approach to estimate the ultimate flexural capacity of these beams is presented, which was complemented with a numerical strategy for predicting their load-deflection behaviour. By attaching HCP to the beams’ soffit, a significant increase in the flexural capacity at service, at yield initiation of the tension steel bars and at failure of the beams can be achieved, while satisfactory deflection ductility is assured and a high tensile capacity of the CFRP laminates is mobilized. Both analytical and numerical approaches have predicted with satisfactory agreement, the load-deflection response of the reference beam and the strengthened ones tested experimentally.

Prendre des risques, ça rapporte ? Conduites à risques et perception des risques chez des adolescents tout-venant

Risk taking and its association with substance use by adolescents are often studied among clinical populations. The behavior of non-clinical adolescent samples is less well-known. According to some scholars, the adoption of risk behaviors can be predicted by a function of perceptions of both benefits and risks of such behaviors. However, the literature is still controversial about their respective significance. In this study, a non-clinical sample of 221 adolescents, aged 14 to 20, completed two questionnaires: the RIPS-R to estimate risk taking behaviors as well as perception of the risks and benefits of such behaviors, and the DEP-ADO to measure substance use. Our results show a high annual prevalence of socially accepted risk behaviors (drinking alcohol, not studying for exams, smoking tobacco). However, socially repressed behaviors (brawling, vandalism) are very occasional and are associated with problematic substance use. Globally, engagement in risk behaviors is more closely linked with the perceptions of its benefits than the perception of its risks. Finally, limitations and implications of these results for research and prevention are provided. Les prises de risques et leur association avec la consommation de substances chez les adolescents ont souvent été étudiées auprès de populations cliniques. Le comportement des jeunes tout-venant est en revanche moins bien connu. Selon certains théoriciens, la participation à des conduites à risques peut être déterminée en fonction des perceptions de leurs bénéfices et dangers potentiels. Toutefois, la littérature ne s'accorde pas sur l'importance respective que ces perceptions revêtent. Dans cette étude, 221 adolescents tout-venant, âgés de 14 à 20 ans, ont complété deux questionnaires : le RIPS-R pour évaluer la prise de risques et leur perception en termes de risques et de bénéfices, et la DEP-ADO pour mesurer la consommation de substances. Les résultats mettent en évidence une prévalence annuelle élevée des comportements à risques socialement acceptables (boire de l'alcool, fumer du tabac). En revanche, les comportements réprimés socialement (bagarres, actes de vandalisme) s'avèrent très occasionnels et sont associés à la consommation problématique de substances. Globalement, c'est la perception des bénéfices qui est le plus fortement liée au fait d'adopter un comportement à risque. Finalement, les limites et les implications pratiques de ces résultats sont discutées. © 2010 Elsevier Masson SAS. Tous droits réservés.

Les délits commis par les employés dans les secteurs commercial et financier : certaines formes de la criminalité économique à la lumière d'une étude de victimisation et de prévention dans les entreprises du canton de Genève

Summary: Victims of crime are not only physical persons. Firms also experience some different forms of victimization either from outsiders or front employees. Crimes committed inside the firm are various: theft, embezzlement, fraud, fraudulent management, money laundering, vandalism etc. Assessed damage could be considerable. But in general, most of the criminological studies relating to victimization have been interested in individuals as victims. In Switzerland, to date, research on firms'victimization is simply rare and traditional research methods such as victimization survey, self-reported delinquency or controlled experiments are not very much utilized in Swiss white-collar crime studies. Thus, in order to improve the situation, we have decided to start a victimization study on white-collar crime committed in firms of the canton of Geneva. To narrow the field of research, our project seeks to apprehend white-collar crime as a series of offences committed by employees inside the firm, by fraud or deceit, aiming at an illegitimate enrichment. The phenomenon of white-collar crime perpetrated has been evaluated by examining the presence of risk factors and prevention strategies. Furthermore, the correlation between the victimization rate and some aspects of vulnerability has also been investigated. Using data collected from the victimization survey carried out in 2005, some of the key research questions are the following: - which are the types of offences committed? - Which types of measure of prevention are the most efficient to prevent such offences ? - Which type of business is more vulnerable? - Which are the risk factors? - Which is the profile of the authors? - Which are the motivations?, etc. Findings show that companies which valorize their employees and pursue a transparent management style suffer a lower victimization rate. Further, the retail sector seems to be more affected than the financial sector and big firms are more vulnerable.

Safer Construction and Maintenance Safer Construction and Maintenance Practices to Minimize Potential Liability by Counties from Accidents, September 1979

Tort claims resulting from alleged highway defects have introduced an additional element in the planning, design, construction, and maintenance of highways. A survey of county governments in Iowa was undertaken in order to quantify the magnitude and determine the nature of this problem. This survey included the use of mailed questionnaires and personal interviews with County Engineers. Highway-related claims filed against counties in Iowa amounted to about $52,000,000 during the period 1973 through 1978. Over $30,000,000 in claims was pending at the end of 1978. Settlements of judgments were made at a cost of 12.2% of the amount claimed for those claims that had been disposed of, not including costs for handling claims, attorney fees, or court costs. There was no clear time trend in the amount of claims for the six-year period surveyed, although the amount claimed in 1978 was about double the average for the preceding five years. Problems that resulted in claims for damages from counties have generally related to alleged omissions in the use of traffic control devices or defects, often temporary, resulting from alleged inadequacies in highway maintenance. The absence of stop signs or warning signs often has been the central issue in a highway-related tort claim. Maintenance problems most frequently alleged have included inadequate shoulders, surface roughness, ice o? snow conditions, and loose gravel. The variation in the occurrence of tort claims among 85 counties in Iowa could not be related to any of the explanatory variables that were tested. Claims appeared to have occurred randomly. However, using data from a sub sample of 11 counties, a significant relationship was shown probably to exist between the amount of tort claims and the extensiveness of use of warning signs on the respective county road systems. Although there was no indication in any county that their use of warning signs did not conform with provisions of the Manual on Uniform Traffic Control Devices (Federal Highway Administration, Government Printing Office, Washington, D.C., 1978), many more warning signs were used in some counties than would be required to satisfy this minimum requirement. Sign vandalism reportedly is a problem in all counties. The threat of vandalism and the added costs incurred thereby have tended to inhibit more extensive use of traffic control devices. It also should be noted that there is no indication from this research of a correlation between the intensiveness of sign usage and highway safety. All highway maintenance activities introduce some extraordinary hazard for motorists. Generally effective methodologies have evolved for use on county road systems for routine maintenance activities, procedures that tend to reduce the hazard to practical and reasonably acceptable levels. Blading of loose-surfaced roads is an example of such a routine maintenance activity. Alternative patterns for blading that were investigated as part of this research offered no improvements in safety when compared with the method in current use and introduced a significant additional cost that was unacceptable, given the existing limitations in resources available for county roads.

Safer Constrauction and Maintenance Practices to Minimize Potential Liabiliy by Counties from Accidents, Septemeber 1979

Tort claims resulting from alleged highway defects have introduced an additional element in the planning, design, construction, and maintenance of highways. A survey of county governments in Iowa was undertaken in order to quantify the magnitude and determine the nature of this problem. This survey included the use of mailed questionnaires and personal interviews with County Engineers. Highway-related claims filed against counties in Iowa amounted to about $52,000,000 during the period 1973 through 1978. Over $30,000,000 in claims was pending at the end of 1978. Settlements of judgments were made at a cost of 12.2% of the amount claimed for those claims that had been disposed of, not including costs for handling claims, attorney fees, or court costs. There was no clear time trend in the amount of claims for the six-year period surveyed, although the anount claimed in 1978 was about double the average for the preceding five years. Problems that resulted in claims for damages from counties have generally related to alleged omissions in the use of traffic control devices or defects, often temporary, resulting from alleged inadequacies in highway maintenance. The absence of stop signs or warning signs often has been the central issue in a highway-related tort claim. Maintenance problems most frequently alleged have included inadequate shoulders, surface roughness, ice o? snow conditions, and loose gravel. The variation in the occurrence of tort claims among 85 counties in Iowa could not be related to any of the explanatory variables that were tested. Claims hppeared to have occurred randomly. However, using data from a subsample of 11 counties, a significant relationship was shown probably to exist between the amount of tort claims and the extensiveness of use of wcirning signs on the respective county road systems. Although there was no indication in any county that their use of warning signs did not conform with provisions of the Manual on Uniform Traffic Control Devices (Federal Highway Administration, Government Printing Office, Washington, D.C., 1978), many more warning signs were used in some counties than would be required to satisfy this minimum requirement. Sign vandalism reportedly is a problem in all counties. The threat of vandalism and the added costs incurred thereby have tended to inhibit more extensive use of traffic control devices. It also should be noted that there is no indication from this research of a correlation between the intensiveness of sign usage and highway safety. All highway maintenance activities introduce some extraordinary hazard for motorists. Generally effective methodologies have evolved for use on county road systems for routine maintenance activities, procedures that tend to reduce the hazard to practical and reasonably acceptable levels. Blading of loose-surfaced roads is an examples such a routine maintenance activity. Alternative patterns for blading that were investigated as part of this research offered no improvements in safety when compared with the method in current use and introduced a significant additional cost that was unacceptable, given the existing limitations in resources available for county roads.

Solar Powered Highway Delineator System, HR-367, 1993

Currently, many drivers experience some difficulty in viewing the road ahead of them during times of reduced visibility, such as rain, snow, fog, or the darkness of night- Recent studies done by the National Safety Council provide a detailed contrast between fatal accidents occurring during the day and night. Revealed was that the motor vehicle night death rate (4.41 deaths per 100 million miles driven) was sharply higher than the corresponding death rate during daylight hours (1.21). By providing a delineating system powered by the natural resource of solar power, a constant source of visibility may be maintained throughout the evening. Along with providing enough light to trace the outline of the road, other major goals defined in producing this delineator system are as follows: 1. A strong and durable design that would protect the internal components and survive extreme weather conditions. 2. A low maintenance system where components need few repairs or replacements. 3. A design which makes all components accessible in the event that maintenance is needed, but also prevents vandalism. 4. A design that provides greater visibility to drivers and will not harm a vehicle or its passengers in the event of a collision. This solar powered highway delineator consists of an adjustable solar array, a light fixture, and a standard delineator pole. The solar array houses and protects the solar panels, and can be easily adjusted to obtain a maximum amount of sunlight. The light fixture primarily houses the battery, the circuit and the light assembly. Both components allow for easy accessibility and reduce vandalism using internal connections for bolts and wires. The delineator mounting pole is designed to extensively deform in the event of a collision, therefore reducing any harm caused to the vehicle and/or the passengers. The cost of a single prototype to be produced is approximately $70.00 excluding labor costs. However, these material and labor costs will be greatly reduced if a large number of delineators are produced. It is recommended that the Iowa Department of Transportation take full advantage of the research and development put into this delineator design. The principles used in creating this delineator can be used to provide an outline for drivers to follow, or on a larger scale, provide actual roadway lighting in areas where it was never before possible or economically feasible. In either event, the number of fatal accidents will be decreased due to the improved driver visibility in the evening.

Le graffiti à Montréal : pratique machiste et stratégies féminines

Le graffiti est depuis longtemps associé au vandalisme dans les métropoles où il prolifère. Il s’intègre au paysage urbain à un point tel que, même s’il procède d’une logique de visibilité et de promotion, nous parvenons à ne plus le remarquer. Pourtant, sa présence suscite toujours la colère des citoyens propriétaires de murs vandalisés et des autorités municipales qui, chaque année, dépensent de grosses sommes d’argent pour l’effacer. Malgré les restrictions et les amendes, le graffiti est néanmoins devenu un véritable phénomène d’art urbain : des artistes graffiteurs ont atteint la notoriété en dehors de leur sous-culture et ont pu exposer légalement leur travail, du fait d’un intérêt croissant du milieu officiel de l’art. Celui-ci contribue à faire grandir l’engouement et l’enthousiasme pour une pratique d’art urbaine. Le graffiti illustre l’expression d’une identité qui s’approprie et subvertit les surfaces urbaines de la ville, au moyen d’un nom propre fictif qui n’a aucune légitimation juridique et légale. De plus, l’application et la diffusion de la signature graffitique communiquent des valeurs qui guident et définissent toute la sous-culture du graffiti. Ces valeurs sont culturellement considérées comme masculines : le risque, le défi et la dissidence. La figure de l’artiste graffiteur apparaît ainsi comme une figure marginale et rebelle. Un tel portrait laisse alors entrevoir une culture fortement machiste, d’autant plus que les garçons qui exercent le graffiti sont beaucoup plus nombreux. Or, si les femmes artistes de la communauté graffitique représentent une minorité, c’est notamment parce que leur attrait pour une pratique illicite, nocturne et dangereuse est moindre. À partir d’une approche qui touche aux gender studies et à certains concepts traditionnels de l’histoire de l’art, nous cherchons à expliquer l’intérêt généralement plus faible des femmes pour le graffiti. Nous désirons également démontrer comment l’exercice des artistes féminines du graffiti se distingue de celui de leurs homologues masculins. De quelle manière se détermine leur expérience? Leur iconographie sert-elle à les définir? Quelles sont leurs opinions et leurs perceptions sur leur propre culture? Finalement, comment caractérisent-elles leur statut de femme artiste au sein d’une communauté "machiste"?