Thesis (M. Phil.)--University of Hong Kong, 1994. / Includes bibliographical references (leaves 170-182).

Thesis--Wisconsin. / Vita. Includes bibliographical references (leaves 68-69).

Thesis (Ph. D.)--Lehigh University, 2006. / Includes vita. Includes bibliographical references (leaf 92).

Assessments of structures with postulated or existing defects are generally carried out using standards and engineering assessment procedures. Assessments of this type involve comparing an applied force, in this case the crack driving force, with a material property, which in this case is the material's resistance to fracture, its fracture toughness. The crack driving force J can be calculated directly or implicitly by using a failure assessment diagram. Assessments can be based on either the initiation of the growth of a crack or, when dealing with ductile fracture, on an amount, e.g. 2 mm, of ductile tearing. Material fracture toughness values are obtained by testing high constraint specimens such as deeply cracked compact tension specimens and single edge notched bend specimens under uniaxial loading conditions. The high constraint of the test specimens provides conservative measurements of the fracture toughness for most applications. However, this assumption of conservatism is not necessarily applicable where there are biaxial loading conditions. The literature concerning assessments of such components mainly discusses whether uniaxial loading conditions provide conservative estimates of fracture toughness. Crack driving forces under biaxial loading can be overestimated, leading to a loss of conservatism. Conversely, biaxial loading could be beneficial and thus an approach that is consistently conservative has implications for the cost and time involved in the consequences of prematurely assessing or predicting the failure of a structure or component. This research considers the effects of biaxial loading on all the parameters involved in the integrity assessment of structures, components and specimens with defects. These parameters include the crack driving force, material fracture toughness, internal stresses and limit loads. It will address their relative effects on the determination of failure when compared with the assumption of uniaxial loading. The methods used will be analytical, using the equations and theories of standard solid mechanics, fracture mechanics and existing advice in R6 and the literature, and numerical using finite element analyses. Experimental, analytical and numerical work in the literature will be assessed and discussed and their outcomes compared with the findings of this research. The overall aim is to provide more explicit advice on the assessment of defects in components under biaxial loading in the R6 procedure.

Empathy is the ability to understand another person's subjective condition, including emotions. Depending on culture, emotions are expressed differently, hence there might occur difficulties for one person to understand emotions in another if they belong to different cultures. This study explores how depression is described in western psychiatry, compared to alternative cultural forms of similar conditions. Building on how the understanding of the client's emotions is shaped in the psychiatric meeting, the limit of empathy is discussed as well as what might influence the understanding of another person's emotions. Two limits of empathy are revealed, both depending on differences in the individuals relation to the surrounding world. The first limit is found in differences between emotions, the second limit is related to differences in experience due to when they are based in either emotional or cognitive conceptions. The conclusion of this study is that the scientific thinking and the cognitively based understanding of emotions changes the comprehension of them – from being interpreted as a way to relate to the world to being interpreted more as characteristics within the individual. Consequently, the possibility to empathetically understand the other's emotions diminishes.

In this research, extensive use has been made of limit equilibrium methods of analysis for studying the stability of slopes. For the determination of the factor of safety (FOS) of slopes, the usual two-step process has been adopted; (a) assuming a slip surface for the soil mass, and (b) using the appropriate limit equilibrium equation(s). Eight wellknown limit equilibrium methods have been programmed to calculate different FOS values. The comparative performance of the various analyses has been carried out successfully using case studies. The innovative use of Gauss quadrature to calculate the FOS values has been shown to reducet he iterative sequencesd ramatically with no loss of accuracy. A visco-plastic flow model has been proposed to estimate lateral forces on piles used for slope stabilisation. The present research data occupies an "in-between" position to the previously reported values, with the variation trend being confirmed satisfactorily in all cases. Slope stabilisation due to the presence of a row of piles has been investigated using two distinct lateral load estimations. These include theories of plastic deformation and the proposed visco-plastic flow which are modelled and implemented in a computer program. Eight well-known methods of slope stability analyses have been adopted and computer coded to re-calculate FOS values for a slope reinforced by a row of piles. A Finite Element computer program has been developed to evaluate the displacement, bending moment and shear force along the pile axis. The pile is analysed at two levels above and below the slip failure surface.

Master of Science / Department of Civil Engineering / Sunanda Dissanayake / In the United States, the mileage of unpaved roads is about 1.6 million miles. Total length of unpaved roads in Kansas is about 98,000 miles, of which about 78,000 miles are gravel roads. Most of the gravel roads are not posted with speed limit signs but regulated with a 55 mph blanket speed limit established by the Kansas Statutes. Surface conditions of gravel roads are very likely to change with time, space, and quality of maintenance work, making it even more necessary to have proper control of speeds on gravel roads. Normally used speed regulations and rules for freeways or other types of paved roadways might not be appropriate for gravel roads, especially for those local gravel roads which usually carry very low traffic in rural areas. Based on an extensive literature search, there was no specific rule or references to provide guidelines on how speed limits on gravel roads could be set. Therefore, an effort was made in this study to evaluate the effects of currently posted lower speed limits in some counties in Kansas, based on traffic characteristics and safety on gravel roads, with the intention of providing proper guidelines for setting speed limits on gravel roads in Kansas. In order to study traffic characteristics on gravel roads, field speed studies were conducted with automatic traffic counters on more than forty gravel road sections in seven counties in Kansas. Important speed measures, such as 85th-percentile speed and mean speed, were obtained from the raw data. A group of other related road characteristics were also recorded at the time of field data collection. Crash data on gravel roads were extracted from the Kansas Accident Recording System (KARS) database. Speed analysis on a number of gravel roads where the statutory imposed, unposted speed limit of 55 mph was utilized indicated that they are functioning at a reasonably acceptable level in terms of actual speeds. In order to evaluate whether there were differences in traffic speeds between two counties or groups which have different speed limit settings on gravel roads, t-test was used. The analysis found that there was no significant difference between the mean speeds in two counties, one of which has 35 mph posted speed limit on gravel roads while the other does not post any speed limits. Moreover, the mean speed on the sections with 35 mph posted speed was a little higher than that on gravel roads without any speed limits. Linear models to predict 85th-percentile speed and mean speed on gravel roads were developed based on speed data. Both models indicated that traffic speeds are not significantly affected by the speed limit, but are related with 90% confidence to road width, surface classification and percentage of large vehicles in traffic. Chi-square tests were conducted with the crash data, and the results indicated that the posted 35 mph speed limit on gravel roads had not resulted in either smaller total number of crashes or decreased proportion of severe crashes, compared to gravel roads where no speed limits were posted. Logistic regression models were also developed on four levels of crash severity, which indicated that gravel roads with higher speed limits are likely to experience higher probability of having injury crashes. Two mail-back surveys were also conducted to gather the opinions of county engineers and road users on the subject of suitable speed limits on gravel roads. The majority of county engineers believed that blanket speed limit should be used for gravel roads and does not need to be posted. Three restrictions: changeful road conditions, unpractical law enforcement, and limited funds, are basic reasons why they do not think that gravel roads should be posted. Besides that, a few respondents said 55 mph is too high for gravel roads and needs to be lowered. Majority of the road users suggested that all gravel roads be posted with lower speed limit signs. However, they were more concerned about law enforcement since they believe that posted speeds won't bring any benefits if no law enforcement patrol gravel roads. Based on all aspects looked into in this study, it does not appear that reducing the speed limits and posting it with signs, is going to improve either traffic operational or safety characteristics on gravel roads in Kansas, and therefore is not recommended for new situations.

No description available.

We analyse the steady-state behaviour of two different models with collaborating queues: that is, models in which 'customers' can be served by many types of 'servers', and 'servers' can process many types of 'customers'. The first example is a large-scale service system, such as a call centre. Collaboration is the result of cross-trained staff attending to several different types of incoming calls. We first examine a load-balancing policy, which aims to keep servers in different pools equally busy. Although the policy behaves order-optimally over fixed time horizons, we show that the steady-state distribution may fail to be tight on the diffusion scale. That is, in a family of ever-larger networks whose arrival rates grow as O(r) (where r is a scaling parameter growing to infinity), the sequence of steady-state deviations from equilibrium scaled down by sqrt(r) is not tight. We then propose a different policy, for which we show that the sequence of invariant distributions is tight on the r (1/2+epsilon) scale, for any epsilon > 0. For this policy we conjecture that tightness holds on the diffusion scale as well. The second example models a limit order book, a pricing mechanism for a single-commodity market in which buyers (respectively sellers) are prepared to wait for the price to drop (respectively rise). We analyse the behaviour of a simplified model, in which the arrival events are independent of each other and the state of the limit order book. The system can be represented by a queueing model, with 'customers' and 'servers' corresponding to bids and asks; the roles of customers and servers are symmetric. We show that, with probability 1, the price interval breaks up into three regions. At small (respectively large) prices, only finitely many bid (respectively ask) orders ever get fulfilled, while in the middle region all orders eventually clear. We derive equations which define the boundaries between these regions, and solve them explicitly in the case of iid uniform arrivals to obtain numeric values of the thresholds. We derive a heuristic for the distribution of the highest bid (respectively lowest ask), and present simulation data confirming it.

No description available.