Η εργασία αυτή έχει ως αντικείμενο τη διερεύνηση των τεχνικογεωλογικών συνθηκών με σκοπό την αναζήτηση βραχωδών υλικών ,έπειτα τα από εργαστηριακές δοκιμές ,για ταξινόμησή τους και καταλληλόλητας τους ή μη, ώστε να μπορούν να χρησιμοποιηθούν ως αδρανή υλικά για διάφορες χρήσεις / This work is intended to investigate the geotechnical conditions in pursuit of rocky material, after laboratory tests for classification and Suitability or not, so they can be used as aggregates for various uses.

Η συγκεκριμένη εργασία επικεντρώνεται στην εκτίμηση της καταλληλότητας κάποιων μαγματικών πετρωμάτων ως αδρανή υλικά για συγκεκριμένες χρήσεις και κυρίως για την κατασκευή βάσεων – υποβάσεων σε έργα οδοποιίας. Η έρευνα αφορούσε διαβασικά και δακιτικά πετρώματα από γεωϋλικά της περιοχής Μεθάνων καθώς και από την περιοχή Αγίων Θεοδώρων. Στα δείγματα αυτά αξιολογήθηκε η καταλληλότητά τους με βάση τα αποτελέσματα ποιοτικού ελέγχου που περιλάμβανε όλες τις σχετικές εργαστηριακές δοκιμές και απαιτήσεις που ορίζονται στα αντίστοιχα Ευρωπαϊκά Πρότυπα (ΕΝ), συγκεκριμένα:  Γεωμετρικές ιδιότητες (κοκκομετρική ανάλυση, δείκτης πλακοειδούς και ισοδύναμο άμμου)  Φυσικές ιδιότητες (φαινόμενη πυκνότητα και υγρασία απορρόφησης)  Μηχανικές ιδιότητες (δείκτης Micro-Deval, δείκτης LAΑV, δείκτης AIV)  Παράμετροι αντοχής βραχώδους υλικού Από τα αποτελέσματα της εργαστηριακής έρευνας διαπιστώνεται ότι τα συγκεκριμένα μαγματικά πετρώματα κρίνονται γενικά σαν «ακατάλληλα» για την κατασκευή βάσεων αλλά και υποβάσεων για οδοποιία, σύμφωνα με τις Ελληνικές και διεθνείς απαιτήσεις ποιότητας. Αυτό οφείλεται κυρίως στις αυξημένες τιμές του δείκτη LAAV που εκφράζει την αντοχή του γεωϋλικού σε μηχανική φθορά και κρούση. Εξαίρεση αποτελεί δείγμα από συγκεκριμένη θέση που χαρακτηρίζεται σαν «υψηλής ποιότητας». Επιπρόσθετα, από τις συσχετίσεις που δοκιμάστηκαν μεταξύ των επιμέρους ιδιοτήτων των γεωϋλικών διατυπώνονται εμπειρικές σχέσεις τόσο μεταξύ των μηχανικών όσο και των γεωμετρικών ιδιοτήτων. / This thesis focuses on the evaluation of the suitability of specific igneous rocks used as aggregates for uses as bases and subbases in road construction. Our research was carried out on diabasic and dacitic rocks obtained from the areas of Methana and Saint Theodore. The quality control of the tested samples were conducted under the specific guidelines of EN <European Standards>, while the procedure was refered to estimation of the following parameters:  Geometrical properties (grain size analysis, flakiness index and sand equivalent)  Physical properties (apparent density and water absorption)  Mechanical properties (Micro - Deval index, LAAV index, AIV index)  Rock material strength parameters. The laboratory testing results led to the conclusion that the samples of the geomaterial examined can be classified as "not suitable" as bases and subbases in road construction according to Greek and international specifications. The high values of the LAAV index which represent the strength of geomaterials in mechanical corrosion and crush mainly contribute to the low quality of the geomaterials. The only exception was a sample from a specific area that characterized as "high quality". Furthermore, correlations between the properties of the geomaterials were evaluated and empirical equations regarding the mechanical as well as the geometrical properties of the geomaterials were established.

Pavements are a major part of the infrastructure in the United States. Moisture damage of these pavements is a significant problem. To predict and prevent this kind of moisture damage a great deal of research has been performed on this issue in past. This study validates an analytical approach based on surface energy aimed at assessing moisture damage. Two types of bitumen and three aggregates are evaluated in the study. The two types of bitumen represent very different chemical extremes and the three aggregates (a limestone, siliceous gravel, and granite) represent a considerable range in mineralogy. Moisture damage was monitered as a change in dynamic modulus with load cycles. The analysis demonstrates the need to consider mixture compliance as well as bond energy in order to predict moisture damage. Mixtures with the two types of bitumen and each aggregate with and without hydrated lime were evaluated. The hydrated lime substantially improved the resistance of the mixture to moisture damage.

Baigiamajame magistro darbe atlikta Lietuvos ir užsienio šalių mokslininkų darbų apžvalga. Išanalizuota pramoninių betoninių grindų ant sutankinto grunto pagrindinė konstrukcijos dalis – betonas, jo sudėtis bei jo armavimo plaušais galimybės. Išnagrinėti grindų įrengimo technologiniai procesai (pagrindo įrengimas, betono klojimas, siūlių išdėstymas, apdirbimas, priežiūra), nustatyta jų įtaka galutinei grindų kokybei. Racionalaus grindų įrengimo varianto paieškai sukurtas modelis. Pateikti jo praktinio pritaikymo pavyzdžiai. Darbą sudaro įvadas, 5 skyriai, išvados, 58 bibliografiniai šaltiniai. Darbo apimtis – 99 puslapiai teksto be priedų, 42 paveikslai, 23 lentelės. Atskirai pridedami 18 priedų. / The current master’s thesis provides an overview of works by Lithuanian and foreign scientists. It analyses the key construction component of industrial concrete floors on consolidated soil – concrete, as well as its composition and options for reinforcing it with fibres. The thesis also analyses the technological processes of floor installation (laying of the base, placing of concrete, positioning of joints, treatment and maintenance) as well as their influence on the final quality of the floor. A model has been created to search for a sound option for floor installation and examples of its practical application are provided. The thesis consists of the introduction, 5 chapters, conclusions and 58 bibliography sources. The length of the thesis is 99 pages without annexes, 42 pictures, 23 tables. 18 annexes are attached separately.

It has been well proven that as the skid resistance of a road surfacing decreases, the number of loss of control type crashes increases, causing road death and injuries. However, the management of skid resistance of road surfacings continues to be difficult due to the inherent and sometimes random variation in skid resistance levels over time. This study is an investigation and analysis of seasonal and short term variation of measured skid resistance in two phases. Phase 1: Regular field monitoring was undertaken using the GripTester and the Dynamic Friction Tester measurement devices on seven sites in the Auckland and Northland Regions of New Zealand was undertaken over a three year period. The effects of temperature, rainfall, contaminants, new surfacings, geometric elements and aggregate properties were analysed to investigate factors that initiate changes in the measured skid resistance of pavement surfacings. Phase 2: Laboratory prepared samples were constructed for accelerated polishing and skid resistance testing of four different aggregates (two greywackes, a basalt and an artificial iron-making melter slag aggregate). The samples were polished in an accelerated polishing machine to an ‘equilibrium skid resistance’ level (Stage 1 polishing). Contaminants were then added to the accelerated polishing process to determine the effect of varying additive, particle size and hardness in an attempt to simulate seasonal and/or short-term variations that occur in the field. The results have demonstrated that significant and previously unpredictable variations (greater than 30%) in measured skid resistance can occur over short time periods. These variations cannot be explained by any one factor. They are the result of a number of inter-related factors, including the geological properties of the aggregates and the contaminants themselves, the previous rainfall history, the road geometry, the calendar month of the year and (depending upon the measurement device), the temperature during testing. The laboratory tests demonstrate that accelerated polishing tests of aggregate samples could be prepared for testing by the Dynamic Friction Tester and that significant variations in measured skid resistance could be simulated on various aggregates in the laboratory by the addition of contaminants. The results of the testing and addition of contaminants on various aggregates resulted in significant behavioural differences which were related to the geological properties of the aggregates themselves, as well as the contaminants used in the accelerated polishing process. The findings of the research have specific relevance to three areas of industry; Road Controlling Authorities who are primarily interested in skid resistance policy, standards and management, Road Asset Managers who operate, maintain and manage condition level and the safety aspects of the road network and Crash Investigators who collect and analyse crash data primarily for legal proceedings. All three of these industry organisations need to clearly understand the inherent variability of skid resistance, the factors involved and the effects that geological and environmental variations have on skid resistance measurement. / Specific appreciation (as outlined below) is given to the significant industry partners/supporters that have helped support the research in many different ways. Firstly, I must give special thanks to Works Infrastructure Limited who have supported the research both financially and with resources almost from the outset of the research programme. The field testing data collection in the Northland Region of New Zealand would not have been possible without the support of the Whangarei Works Infrastructure team which included Peter Houba, Peter King, Matthew Findlay, Glen Kirk and the temporary traffic control team headed by Derek Phillips. Thanks also go to the Auckland Works Infrastructure testing laboratory which supplied aggregate supplies for laboratory sampling and testing and whose technicians also undertook Polished Stone Value tests on the aggregate samples. Special thanks are also given to Michael Haydon and David Hutchison from the technical management team of Works Infrastructure who have always been willing to listen to my requests and the many discussions that we have had on aspects of skid resistance, policy and technical matters. Pavement Management Services and especially Dr John Yeaman and Daniel Rich for their support for the research programme from the beginning, and secondly for financially contributing to the purchase of the Dynamic Friction Tester for the static field testing and the laboratory tests. Achnowledgement is also given to The Ports of Auckland and especially Jo Campbell of the AXIS Intermodal group that allowed access to the rail grid site as a field-testing site outside of normal port operation hours. Transit New Zealand head office staff (Mark Owen, David Cook and Chris Parkman) are also thanked for their support of the research and in enabling access to historic SCRIM and RAMM data on the Transit New Zealand state Highway network. Land Transport New Zealand (formerly Transfund New Zealand) are acknowledged for their significant financial support of the research, in terms of the Land Transport New Zealand Research project that allowed the field research data collection and analysis programme to continue for a further year and for the extension to the controlled laboratory testing.

It has been well proven that as the skid resistance of a road surfacing decreases, the number of loss of control type crashes increases, causing road death and injuries. However, the management of skid resistance of road surfacings continues to be difficult due to the inherent and sometimes random variation in skid resistance levels over time. This study is an investigation and analysis of seasonal and short term variation of measured skid resistance in two phases. Phase 1: Regular field monitoring was undertaken using the GripTester and the Dynamic Friction Tester measurement devices on seven sites in the Auckland and Northland Regions of New Zealand was undertaken over a three year period. The effects of temperature, rainfall, contaminants, new surfacings, geometric elements and aggregate properties were analysed to investigate factors that initiate changes in the measured skid resistance of pavement surfacings. Phase 2: Laboratory prepared samples were constructed for accelerated polishing and skid resistance testing of four different aggregates (two greywackes, a basalt and an artificial iron-making melter slag aggregate). The samples were polished in an accelerated polishing machine to an ‘equilibrium skid resistance’ level (Stage 1 polishing). Contaminants were then added to the accelerated polishing process to determine the effect of varying additive, particle size and hardness in an attempt to simulate seasonal and/or short-term variations that occur in the field. The results have demonstrated that significant and previously unpredictable variations (greater than 30%) in measured skid resistance can occur over short time periods. These variations cannot be explained by any one factor. They are the result of a number of inter-related factors, including the geological properties of the aggregates and the contaminants themselves, the previous rainfall history, the road geometry, the calendar month of the year and (depending upon the measurement device), the temperature during testing. The laboratory tests demonstrate that accelerated polishing tests of aggregate samples could be prepared for testing by the Dynamic Friction Tester and that significant variations in measured skid resistance could be simulated on various aggregates in the laboratory by the addition of contaminants. The results of the testing and addition of contaminants on various aggregates resulted in significant behavioural differences which were related to the geological properties of the aggregates themselves, as well as the contaminants used in the accelerated polishing process. The findings of the research have specific relevance to three areas of industry; Road Controlling Authorities who are primarily interested in skid resistance policy, standards and management, Road Asset Managers who operate, maintain and manage condition level and the safety aspects of the road network and Crash Investigators who collect and analyse crash data primarily for legal proceedings. All three of these industry organisations need to clearly understand the inherent variability of skid resistance, the factors involved and the effects that geological and environmental variations have on skid resistance measurement. / Specific appreciation (as outlined below) is given to the significant industry partners/supporters that have helped support the research in many different ways. Firstly, I must give special thanks to Works Infrastructure Limited who have supported the research both financially and with resources almost from the outset of the research programme. The field testing data collection in the Northland Region of New Zealand would not have been possible without the support of the Whangarei Works Infrastructure team which included Peter Houba, Peter King, Matthew Findlay, Glen Kirk and the temporary traffic control team headed by Derek Phillips. Thanks also go to the Auckland Works Infrastructure testing laboratory which supplied aggregate supplies for laboratory sampling and testing and whose technicians also undertook Polished Stone Value tests on the aggregate samples. Special thanks are also given to Michael Haydon and David Hutchison from the technical management team of Works Infrastructure who have always been willing to listen to my requests and the many discussions that we have had on aspects of skid resistance, policy and technical matters. Pavement Management Services and especially Dr John Yeaman and Daniel Rich for their support for the research programme from the beginning, and secondly for financially contributing to the purchase of the Dynamic Friction Tester for the static field testing and the laboratory tests. Achnowledgement is also given to The Ports of Auckland and especially Jo Campbell of the AXIS Intermodal group that allowed access to the rail grid site as a field-testing site outside of normal port operation hours. Transit New Zealand head office staff (Mark Owen, David Cook and Chris Parkman) are also thanked for their support of the research and in enabling access to historic SCRIM and RAMM data on the Transit New Zealand state Highway network. Land Transport New Zealand (formerly Transfund New Zealand) are acknowledged for their significant financial support of the research, in terms of the Land Transport New Zealand Research project that allowed the field research data collection and analysis programme to continue for a further year and for the extension to the controlled laboratory testing.

The thermal processing of milk changes the composition and surface properties of the colloidal particles present and alters the physical properties of the milk. Whilst some changes such as those used to improve the texture of products such as yoghurt and are desirable, others such as gel formation during the manufacture of Ultra-High Temperature milk are highly undesirable. This work aims to characterize the effects of milk composition and pH on the chemical and physical changes that occur when milk is heated in order to understand and control the effect of thermal processing on the functional properties of the milk. Particularly important are: (i) the changes to the integrity of the casein micelles and the extent to which they are reversible on cooling of the heated milk, (ii) the changes to the speciation of the components of the serum as they re-equilibrate in response to the changed environment during heating and on cooling, (iii) the heat-induced denaturation of the whey proteins, (iv) the interaction between the components of the micelles and those in the milk serum, particularly those interactions that lead to aggregation or other changes that affect the functional properties of the milk on heating. This project includes thermal treatment (90&deg;C/10 min) of control skim milk solutions (9% Milk Solids Non Fat) with or without addition of calcium chelating agents (orthophosphate (Pin) & Ethylenediaminetetraacetic acid (EDTA)) and concentrated skim milk solutions (up to 21% MSNF). The pH range chosen was 6.2 to 7.2. Almost all of the studies on heat stability to date have been carried out by heating the milk and determining the changes that have occurred after the milk is cooled. This project is focussed on the direct measurements in real time of the changes that occur at the exact temperature. The experimental techniques included pH, calcium activity and 31P NMR measurements at high temperatures to investigate the consequences to the change in mineral speciation, Size Exclusion Chromatography in combination with SDS-PAGE analysis for protein speciation during heating and Diffusing Wave Spectroscopy and viscosity measurements to determine the heat stability of milk systems. pH and calcium activity decreased with increase in temperature for all the milk systems studied. These changes were largely reversible as enough time was given for equilibration. pH and calcium activity changes during heating are a function of milk composition. The quantity, size and the composition of the protein aggregates present in the serum phase after mild centrifugation (~33,000g) of heated (90&deg;C/10min) milk solutions were found to be a function of pH and milk composition (including the consequent differences in speciation of the components of milk). DWS and the viscosity measurements showed that pH at the temperature of heating is one of the primary determinants in influencing the aggregation of the proteins, which led to thermal stability of milk systems. Hence, changing the milk composition resulted in differences in pH at the temperature of heating, which led to different behaviours of heat stability of milk systems. Careful control of the composition of milk and thereby the pH at the temperature of heating allows a greater control of thermal stability of milk systems.

It has been well proven that as the skid resistance of a road surfacing decreases, the number of loss of control type crashes increases, causing road death and injuries. However, the management of skid resistance of road surfacings continues to be difficult due to the inherent and sometimes random variation in skid resistance levels over time. This study is an investigation and analysis of seasonal and short term variation of measured skid resistance in two phases. Phase 1: Regular field monitoring was undertaken using the GripTester and the Dynamic Friction Tester measurement devices on seven sites in the Auckland and Northland Regions of New Zealand was undertaken over a three year period. The effects of temperature, rainfall, contaminants, new surfacings, geometric elements and aggregate properties were analysed to investigate factors that initiate changes in the measured skid resistance of pavement surfacings. Phase 2: Laboratory prepared samples were constructed for accelerated polishing and skid resistance testing of four different aggregates (two greywackes, a basalt and an artificial iron-making melter slag aggregate). The samples were polished in an accelerated polishing machine to an ‘equilibrium skid resistance’ level (Stage 1 polishing). Contaminants were then added to the accelerated polishing process to determine the effect of varying additive, particle size and hardness in an attempt to simulate seasonal and/or short-term variations that occur in the field. The results have demonstrated that significant and previously unpredictable variations (greater than 30%) in measured skid resistance can occur over short time periods. These variations cannot be explained by any one factor. They are the result of a number of inter-related factors, including the geological properties of the aggregates and the contaminants themselves, the previous rainfall history, the road geometry, the calendar month of the year and (depending upon the measurement device), the temperature during testing. The laboratory tests demonstrate that accelerated polishing tests of aggregate samples could be prepared for testing by the Dynamic Friction Tester and that significant variations in measured skid resistance could be simulated on various aggregates in the laboratory by the addition of contaminants. The results of the testing and addition of contaminants on various aggregates resulted in significant behavioural differences which were related to the geological properties of the aggregates themselves, as well as the contaminants used in the accelerated polishing process. The findings of the research have specific relevance to three areas of industry; Road Controlling Authorities who are primarily interested in skid resistance policy, standards and management, Road Asset Managers who operate, maintain and manage condition level and the safety aspects of the road network and Crash Investigators who collect and analyse crash data primarily for legal proceedings. All three of these industry organisations need to clearly understand the inherent variability of skid resistance, the factors involved and the effects that geological and environmental variations have on skid resistance measurement. / Specific appreciation (as outlined below) is given to the significant industry partners/supporters that have helped support the research in many different ways. Firstly, I must give special thanks to Works Infrastructure Limited who have supported the research both financially and with resources almost from the outset of the research programme. The field testing data collection in the Northland Region of New Zealand would not have been possible without the support of the Whangarei Works Infrastructure team which included Peter Houba, Peter King, Matthew Findlay, Glen Kirk and the temporary traffic control team headed by Derek Phillips. Thanks also go to the Auckland Works Infrastructure testing laboratory which supplied aggregate supplies for laboratory sampling and testing and whose technicians also undertook Polished Stone Value tests on the aggregate samples. Special thanks are also given to Michael Haydon and David Hutchison from the technical management team of Works Infrastructure who have always been willing to listen to my requests and the many discussions that we have had on aspects of skid resistance, policy and technical matters. Pavement Management Services and especially Dr John Yeaman and Daniel Rich for their support for the research programme from the beginning, and secondly for financially contributing to the purchase of the Dynamic Friction Tester for the static field testing and the laboratory tests. Achnowledgement is also given to The Ports of Auckland and especially Jo Campbell of the AXIS Intermodal group that allowed access to the rail grid site as a field-testing site outside of normal port operation hours. Transit New Zealand head office staff (Mark Owen, David Cook and Chris Parkman) are also thanked for their support of the research and in enabling access to historic SCRIM and RAMM data on the Transit New Zealand state Highway network. Land Transport New Zealand (formerly Transfund New Zealand) are acknowledged for their significant financial support of the research, in terms of the Land Transport New Zealand Research project that allowed the field research data collection and analysis programme to continue for a further year and for the extension to the controlled laboratory testing.

It has been well proven that as the skid resistance of a road surfacing decreases, the number of loss of control type crashes increases, causing road death and injuries. However, the management of skid resistance of road surfacings continues to be difficult due to the inherent and sometimes random variation in skid resistance levels over time. This study is an investigation and analysis of seasonal and short term variation of measured skid resistance in two phases. Phase 1: Regular field monitoring was undertaken using the GripTester and the Dynamic Friction Tester measurement devices on seven sites in the Auckland and Northland Regions of New Zealand was undertaken over a three year period. The effects of temperature, rainfall, contaminants, new surfacings, geometric elements and aggregate properties were analysed to investigate factors that initiate changes in the measured skid resistance of pavement surfacings. Phase 2: Laboratory prepared samples were constructed for accelerated polishing and skid resistance testing of four different aggregates (two greywackes, a basalt and an artificial iron-making melter slag aggregate). The samples were polished in an accelerated polishing machine to an ‘equilibrium skid resistance’ level (Stage 1 polishing). Contaminants were then added to the accelerated polishing process to determine the effect of varying additive, particle size and hardness in an attempt to simulate seasonal and/or short-term variations that occur in the field. The results have demonstrated that significant and previously unpredictable variations (greater than 30%) in measured skid resistance can occur over short time periods. These variations cannot be explained by any one factor. They are the result of a number of inter-related factors, including the geological properties of the aggregates and the contaminants themselves, the previous rainfall history, the road geometry, the calendar month of the year and (depending upon the measurement device), the temperature during testing. The laboratory tests demonstrate that accelerated polishing tests of aggregate samples could be prepared for testing by the Dynamic Friction Tester and that significant variations in measured skid resistance could be simulated on various aggregates in the laboratory by the addition of contaminants. The results of the testing and addition of contaminants on various aggregates resulted in significant behavioural differences which were related to the geological properties of the aggregates themselves, as well as the contaminants used in the accelerated polishing process. The findings of the research have specific relevance to three areas of industry; Road Controlling Authorities who are primarily interested in skid resistance policy, standards and management, Road Asset Managers who operate, maintain and manage condition level and the safety aspects of the road network and Crash Investigators who collect and analyse crash data primarily for legal proceedings. All three of these industry organisations need to clearly understand the inherent variability of skid resistance, the factors involved and the effects that geological and environmental variations have on skid resistance measurement. / Specific appreciation (as outlined below) is given to the significant industry partners/supporters that have helped support the research in many different ways. Firstly, I must give special thanks to Works Infrastructure Limited who have supported the research both financially and with resources almost from the outset of the research programme. The field testing data collection in the Northland Region of New Zealand would not have been possible without the support of the Whangarei Works Infrastructure team which included Peter Houba, Peter King, Matthew Findlay, Glen Kirk and the temporary traffic control team headed by Derek Phillips. Thanks also go to the Auckland Works Infrastructure testing laboratory which supplied aggregate supplies for laboratory sampling and testing and whose technicians also undertook Polished Stone Value tests on the aggregate samples. Special thanks are also given to Michael Haydon and David Hutchison from the technical management team of Works Infrastructure who have always been willing to listen to my requests and the many discussions that we have had on aspects of skid resistance, policy and technical matters. Pavement Management Services and especially Dr John Yeaman and Daniel Rich for their support for the research programme from the beginning, and secondly for financially contributing to the purchase of the Dynamic Friction Tester for the static field testing and the laboratory tests. Achnowledgement is also given to The Ports of Auckland and especially Jo Campbell of the AXIS Intermodal group that allowed access to the rail grid site as a field-testing site outside of normal port operation hours. Transit New Zealand head office staff (Mark Owen, David Cook and Chris Parkman) are also thanked for their support of the research and in enabling access to historic SCRIM and RAMM data on the Transit New Zealand state Highway network. Land Transport New Zealand (formerly Transfund New Zealand) are acknowledged for their significant financial support of the research, in terms of the Land Transport New Zealand Research project that allowed the field research data collection and analysis programme to continue for a further year and for the extension to the controlled laboratory testing.

Thesis (Ph. D.)--University of Nevada, Reno, 2006. / "May, 2006." Includes bibliographical references (leaves 183-187). Online version available on the World Wide Web.