This thesis presents (a) results of a field evaluation of the Traffic Speed Deflectometer (TSD) in the United States (b) deflection thresholds to classify the pavement structural condition obtained from the TSD for a small subset of the Pennsylvania secondary road network. The results of the field evaluation included: (1) repeatability of the TSD, (2) ability of the TSD to identify pavement sections with varying structural conditions, and (3) consistency between the structural number (SNeff) calculated from the TSD and SNeff calculated by the Pennsylvania Department of Transportation (PennDOT). The results showed consistent error standard deviation in the TSD measurements and that the TSD was able to identify pavement sections that varied in structural condition. Comparison of the SNeff calculated with TSD measurements, using an empirically developed equation by Rohde, with the SNeff calculated by PennDOT’s Pavement Management System based on construction history showed similar trends, although the TSD-calculated SNeff was higher. In order to develop deflection thresholds, a model that related the pavement surface condition to pavement surface age and structural condition was developed. Structural condition thresholds were then selected so that the pavement surface condition predicted from the model for a 10-year-old pavement surface fell within one of the three condition categories (Good, Fair, and Poor), to identify pavements in good, fair and poor condition. With Overall Pavement Index(OPI) characterizing the surface condition and Deflection Slope Index(DSI) characterizing the structural condition, the DSI threshold that separates structurally good from structurally fair pavements was determined as follows: (1) the OPI threshold that separates pavements with good surface condition from those with fair surface condition was obtained from the Pennsylvania Pavement Management System (PMS) and (2) the DSI thresholds were calculated using the determined OPI value and the model equation. / Master of Science / This thesis presents (a) some of the results of a field evaluation of the Traffic Speed Deflectometer (TSD) in the United States (b) deflection thresholds to classify the pavement structural condition obtained from the TSD for a small subset of the Pennsylvania secondary road network. The results of the field evaluation included: (1) repeatability of the TSD: which is the variation in repeated TSD measurements on the same section of the road, (2) ability of the TSD to identify pavement sections with varying structural conditions, and (3) consistency between the structural number (SNeff) calculated from the TSD and SNeff calculated by the Pennsylvania Department of Transportation (PennDOT). The pavement structural number is an abstract number expressing the structural strength of the pavement. The results showed that the TSD measurements were repeatable and that the TSD was able to identify pavement sections that varied in structural condition. Comparison of the SNeff calculated with TSD measurements, using an empirically developed equation by Rohde, with the SNeff calculated by PennDOT Pavement Management System based on construction history showed similar trends, although the TSD-calculated SNeff was higher. In order to develop deflection thresholds to categorize pavements in different condition: good, fair and poor, a model that related the pavement surface condition to pavement surface age and structural condition was developed. Structural condition thresholds were then selected so that the pavement surface condition predicted from the model for a 10-year-old pavement surface fell within one of the three condition categories (Good, Fair, and Poor), to identify pavements in good, fair and poor condition. With Overall Pavement Index(OPI) characterizing the surface condition and Deflection Slope Index(DSI) characterizing the structural condition, the DSI threshold that separates structurally good from structurally fair pavements was determined as follows: (1) the OPI threshold that separates pavements with good surface condition from those with fair surface condition was obtained from the Pennsylvania Pavement Management System (PMS) and (2) the DSI thresholds were calculated using the determined OPI value and the model equation.

Agricultural research is susceptible to research deterioration due to biological, climatic, and economic forces. Research deteriorates as the base conditions it addresses change which leaves the resulting information or technology less effective, efficient, productive, and/or relevant. Maintenance research targets deterioration in an attempt to prevent any loss of previous gains. Maintenance research is in contrast to productivity enhancing research which attempts to increase efficiency or productivity beyond previously attained thresholds. In 1986, Adusei and Norton conducted a survey of agricultural scientists across the United States to measure the amount of commodity based agricultural research devoted to maintenance research (1990). They discovered roughly 35% of all agricultural research related to commodities was spent on maintenance research. A follow-up survey was conducted in 2008 to see if the proportion of maintenance research engaged in agricultural research had risen. In this survey, the amount of maintenance research in non-commodity based agricultural research was also measured. The percentage of agricultural commodity research engaged in maintenance research was found to have risen to roughly 41%. In contrast, the percentage of maintenance research in agricultural non-commodity research was found to be roughly 29%. An empirical model was developed to explain maintenance research expenditures. Agricultural research funding, climatic conditions, land degradation, pest and pathogen control, and agricultural production were thought to influence maintenance research expenditures. From these five categories, seven representative variables were included in the model. The model found each category except land degradation to have a statistically significant impact on maintenance research expenditures. / Master of Science

Performance prediction modeling is a crucial step in assessing the remaining service life of pipelines. Sound infrastructure deterioration models are essential for accurately predicting future performance that, in turn, are critical tools for efficient maintenance, repair and rehabilitation decision making. The objective of this research is to develop a gravity and force main pipe performance deterioration model for predicting the remaining economic life of wastewater pipe for infrastructure asset management. For condition assessment of gravity pipes, the defect indices currently in practice, use CCTV inspection and a defect coding scale to assess the internal condition of the wastewater pipes. Unfortunately, in practice, the distress indices are unable to capture all the deterioration mechanisms and distresses on pipes to provide a comprehensive and accurate evaluation of the pipe performance. Force main pipes present a particular challenge in performance prediction modeling. The consequence of failure can be higher for the force mains relative to the gravity pipes which increases the risk associated with these assets. However, unlike gravity pipes, there are no industry standards for inspection and condition assessment for force mains. Furthermore, accessibility issues for inspections add to this challenge. Under Water Environmental and Reuse Foundation (WEandRF)'s Strategic Asset Management (SAM) Challenge, there was a planned three-phase development of this performance prediction model. Only Phases 1 and 2 were completed for gravity pipes under the SAM Challenge. Currently, 37 utilities nationally distributed have provided data and support for this research. Data standards are developed to capture the physical, operational, structural, environmental, financial, and other factors affecting the performance. These data standards were reviewed by various participating utilities and service providers for completeness and accuracy. The performance of the gravity and force main pipes are assessed with incorporating the single and combined effects of these parameters on performance. These indices assess the performance regarding; integrity, corrosion, surface wear, joint, lining, blockage, IandI, root intrusion, and capacity. These performance indices are used for the long-term prediction of performance. However, due to limitations in historical performance data, an advanced integrated method for probabilistic performance modeling to construct workable transition probabilities for predicting long-term performance has been developed. A selection process within this method chooses a suitable prediction model for a given situation in terms of available historical data. Prediction models using time and state-dependent data were developed for this prediction model for reliable long-term performance prediction. Reliability of performance assessments and long-term predictions are tested with the developed verification and validation (VeandVa) framework. VeandVa framework incorporates piloting the performance index and prediction models with artificial, field, and forensic data collected from participating utilities. The deterioration model and the supporting data was integrated with the PIPEiD (Pipeline Infrastructure Database) for effective dissemination and outreach. / PHD / Utilities are operating under tight budgets with competing demands across every part of their operations not least of which understands and planning wastewater pipeline rehabilitation and replacement requirements. Wastewater systems in U.S. still face enormous infrastructure funding needs in the next 20 years to replace pipes and other constructed facilities that have exceeded their design life. With billions being spent yearly for water infrastructure, the systems face a shortfall of at least $21 billion annually to replace aging facilities and comply with federal water regulations. With the utilization of proper asset management practices, the problem the inability to sustain the performance levels as well as meeting the requirements of the federal standards and regulations can be resolved. Performance prediction modeling is a crucial step in assessing the remaining service life of pipelines. Sound infrastructure deterioration models are essential for accurately predicting future performance that, in turn, are critical tools for effective maintenance, repair and rehabilitation decision making. The objective of this research is to develop a gravity and force main pipe performance deterioration model for predicting the remaining economic life of wastewater pipe for infrastructure asset management.

As construction of the nation’s interstate highway system nears completion, the emphasis must now be focussed on the rehabilitation of many of the older sections of the system which have undergone damage or deterioration. The efficiency and effectiveness of the concrete removal operation will profoundly affect the outcome of the bridge rehabilitation. Pneumatic breakers, milling machines, and hydro-demolition are three concrete removal technologies utilized to remove concrete that has experienced various levels of damage or deterioration. A general examination of the three technologies is presented in the following five areas: the equipment, the work, production, cost, and quality. The information was primarily obtained through interviews and discussions with persons involved in bridge rehabilitation: contractors, State Highway Agency personnel, and equipment manufacturers and distributors. It is anticipated that the information presented will enable persons involved in the bridge rehabilitation industry to more effectively utilize the technologies discussed. / Master of Science

京都大学 / 新制・課程博士 / 博士(地球環境学) / 甲第25469号 / 地環博第255号 / 新制||地環||51(附属図書館) / 京都大学大学院地球環境学舎地球環境学専攻 / (主査)教授 勝見 武, 准教授 高井 敦史, 教授 安原 英明 / 学位規則第4条第1項該当 / Doctor of Global Environmental Studies / Kyoto University / DGAM

The collapse of the I-35W Bridge in Minneapolis, MN on August 1, 2007 brought into question the design and inspection of gusset plates in steel truss bridges. The experimental tests performed in this research study the sway-buckling strength and behavior of large-scale steel gusset plates in an isolated truss connection. Parameters studied include plate thickness,combination member loading, initial out-of-plane imperfection, diagonal compression member out-of-plane flexural stiffness, corrosion, and alternative retrofits to increase lateral stiffness. The flexural stiffness of the diagonal compression member and retrofit designs were unique to the testing program. The variables monitored during testing include gusset plate surface stresses and strains, member axial strains, out-of-plane displacement of the gusset plate free edge, and buckling capacity. The results were compared with previously established design models for predicting buckling capacity of gusset plates which include the Whitmore effective width, the Modified-Thornton method, and the FHWA Load Rating Guidelines. A parametric finite element model was developed to determine the lateral stiffness of the gusset plate connection and the additional stiffness provided by the alternative retrofit options. The results showed interaction between the diagonal compression member and gusset plate occurs, which affects sway-buckling capacity. Combination of member loads showed evidence of detrimental effects on sway-buckling capacity. Corrosion of the gusset plates along the top edge of the bottom chord did not lead to significant reduction in sway-buckling capacity. The two retrofit designs showed increases in both lateral stiffness and buckling capacity as well as economic benefits over traditional retrofit methods. Comparison of the results to the current design guidelines showed that the current methods are conservative and do not accurately represent the true behavior of gusset plate connections. The research concludes with two proposed models for future use in design and retrofit of gusset plates. The first is a member-gusset plate interaction model based on a stepped column analogy that takes into account the effects of member flexural stiffness and gusset plate stiffness. The second is a general design guideline developed for retrofit of gusset plate connections dominated by sway-buckling behavior which uses a stiffness based approach to increase the capacity of gusset plate connections. / Graduation date: 2012

The rate at which a railway track deteriorates depends on the response of the track under different static and repeated dynamic forces. These wheel/rail forces lead to imperfections in the rail surface and deviation in track geometry alignment. The wheel/rail forces are dependent upon the quality of maintenance of the characteristics of both train and track. If train components such as wheelsets and suspensions are maintained to a high standard, less dynamic forces are generated at the wheel/rail interface and less damage is caused over time. Therefore, the amount and cost of maintenance of track are reduced. However, there is little known about how the characteristics of train components affect time-dependent track degradation. Track degradation through deviation of track from its ideal position has the most effect on maintenance costs. Therefore, the present research aims to investigate this track degradation and improve understanding of the effects of train characteristics (such as train mass and speed, suspension stiffness and damping) on railway tracks. The research is conducted by looking into the relationship between wheel/rail forces and track degradation on one hand and between wheel/rail forces and train characteristics on the other hand, with the objective of assisting in managing vehicle/track interaction in order to minimise track degradation. This aim is achieved by investigating the above two relationships to attain the desired relationship between track degradation and train characteristics. The research focuses on wheel/rail vertical forces (both amplitudes and frequencies), vertical track alignment (longitudinal vertical profile), and rail head defects. The study started by collecting wheel/rail vertical forces data in addition to data on vertical track degradation under sustained traffic loads on a heavy haul railway section of track in Central Queensland. Also, five years of degradation and maintenance history data were collected on three other test sections of railway track under variety of traffic conditions and loads in Central Queensland. There were four main analyses of this data employed to probe the study. The first analysis was performed by examining the track degradation history data. The standard deviation method was used in this first analysis to acquire the rate of deterioration in terms of its relationship to track profile (roughness). The second analysis was accomplished by correlating the vertical wheel/rail forces to both vertical track profile and rail roughness using signal processing principles and a function know as coherence. The third analysis was carried out by using the computer simulation software NUCARS to obtain the link between wheel/rail forces and the deterioration of the vertical track profile. The fourth analysis was achieved by combining the results obtained from the above three analyses to acquire the rate of track deterioration in terms of its relationship to varying train characteristics. The first analysis mentioned above quantified the relationship between the level of roughness of the track and rate at which that roughness deteriorated. An important outcome of this relationship is that there is a threshold of roughness below which track deterioration is minimal. The track maintenance planners can now use that threshold for cost effective targeting of tamping activities. The correlation study between track roughness and wheel/rail forces using the coherence function found, surprisingly, that the overall deterioration of the track roughness, in the absence of frequencies of forces above 30 Hz, is due to the so-called quasi-static lower frequency oscillations of dynamic forces. This conclusion together with the relationship between vehicle characteristics and track forces, established in the analyses above, has significant implications for the design of wagon bogies and for charges track owners might levy on trains using their tracks. This research is part of a larger Rail CRC project 11/4 called 'Enhancing the Optimisation of Maintenance/Renewal' being carried out in the School of Urban Development in Queensland University of Technology.

Venous disease is a common vascular condition affecting the lower limbs and causes considerable morbidity in affected patients. National Health Service (NHS) treatment costs are substantial and there is a large demand for treatment much of which cannot be met. Roughly half a million people in the United Kingdom contact their general practitioner each year about varicose veins and associated clinical symptoms. In order to assign priorities and target interventions properly, authorities need to know which patients with venous disease will progress. Although many epidemiological studies have investigated the prevalence of venous disease, information on deterioration is scarce. The overall aim of this study is to determine the natural history of venous disease in the population and to identify lifestyle and clinical factors related to deterioration which might aid clinical decision making and health services policy. The specific objectives were to determine which risk factors were associated with deterioration of venous disease and venous reflux, and to ascertain the natural history of asymptomatic venous incompetence in terms of deteriorating to overt trunk varicose veins and chronic venous insufficiency. The study design was a population based cohort in the Edinburgh Vein Study which the survivors of the 1566 individuals aged 18 to 64 randomly sampled years from the general population at baseline underwent a 13-year follow-up examination. Details of the 1566 participants in the baseline study were sent to the Practitioner Services Division (PSD) of the NHS in Scotland who provided updated addresses and general practitioner registration details. Information collected on each subject at a follow-up clinic included lifestyle factors and medical history, height and weight measurement (by means of a questionnaire), clinical examination for classification of venous disease according to the Basle and CEAP systems, and duplex scanning to assess incompetence of venous valves in the deep and superficial systems of ten vein segments in each leg. Of the subjects from the baseline, 880 participated in the follow-up study, and 576 did not participate, providing a response rate of 60.4% of which 490 were female (55.7%) and 390 were male (44.3%). The study subjects were generally older and slightly more affluent than residents of the City of Edinburgh. For trunk varicose veins, the baseline prevalence was higher in males compared to females (p<0.01), but there was no difference in prevalence among subjects at the follow-up stage of the study (p=0.56). The overall rate of deterioration in trunk varicose veins was 3.55% per annum. More females than males deteriorated (p=0.04). Among subjects who showed deterioration in their trunk varicose veins, the commonest deterioration was from Basle Grade I (mild) at baseline to Grade II (moderate) at follow-up in both the right and left leg (28.1% and 32.9% respectively). Subjects older than 55 years of age (OR=1.59, 95% CI 1.01-2.51), who had a positive family history of varicose veins or venous ulcer (OR=1.92, 95% CI 1.20-3.07), and sat down at work for more than half the working day (OR=1.69, 95% CI 1.04-2.73) had increased risk of deteriorating trunk varicose veins. There was no significant difference between males and females in the prevalence of chronic venous insufficiency (CVI) among subjects at both the baseline and follow-up stage of the study (p=0.15 and 0.16 respectively). The rate of deterioration in CVI was 1.76% per annum. Similarly, among subjects who deteriorated, the commonest deterioration was from Grade I (mild) to Grade II (moderate) CEAP classification in both the right and left leg (42.4% and 45.5% respectively). The risk of worsening of CVI among those older than 55 was nearly three times more than those aged less than 55 (OR=2.85, 95% CI 1.18-6.87), and was still significant when adjusted for gender. The prevalence of telangiectasia was higher in females than in males in both the baseline and follow-up stages of the study (both p<0.01). The rate of deterioration in telangiectasia was 1.6% per annum. The commonest deterioration was from grade I (mild) at baseline to grade II (moderate) follow-up in the left and right leg (using the Basle Classification). Females subjects (OR=1.87, 95% CI 1.35-2.64), those older than 55 (OR=1.68, 95% CI 1.19-2.36), with a positive family history of venous disease (OR=1.60 95% CI 1.14-2.24) were associated with an increased risk of deterioration from telangiectasia compared to male subjects under 55 years of age and with no family history of the disease. The risk of telangiectasia deterioration was more than twice as high in subjects with venous reflux in the greater saphenous vein (origin) (OR=2.34, 95% CI 1.53-3.57), the greater saphenous vein (lower third of the thigh) (OR=2.28, 95% CI 1.59-3.27) and in the small saphenous vein (1.89, 95% CI 1.06-3.36) compared to those with no segments affected. The age and gender adjusted risk was also more than twice as high in subjects with venous reflux in two segments of the superficial system compared to subjects with no venous reflux in any segment (OR=2.06, 95% CI 1.23-3.44), and almost four times as high in subjects with reflux in more than three segments of the superficial system (OR=3.97, 95% CI 2.16-7.31) compared to subjects with no segments affected. On duplex scanning, the prevalence of reflux was higher in females than in males in the superficial system at baseline and follow-up stages of the study (p<0.01 respectively). In the deep system, the prevalence was higher in males than females at the baseline stage (p<0.01) with no significant difference at the follow-up stage (p=0.85). The rate of deterioration in venous reflux was 1.28% per annum. Most subjects deteriorated from one to two vein segments affected in the leg, the majority of which had reflux in the greater saphenous vein (thigh) at baseline and developed reflux in the greater saphenous vein (origin) at follow-up. Subjects more than 55 years of age had significantly more deterioration than those aged less than 55 (p<0.01). Obese or overweight subjects (OR=1.59, 95% CI 1.32-3.67), those aged more than 55 (OR=2.20, 95% CI 1.32-3.67), with a family history of varicose veins (among female subjects only, OR=2.55, 95% CI 1.16-5.56), and who sat down at work more than half the working time (among male subjects only) (OR=2.26, 95%CI 0.97-5.23) had increased risk of showing deterioration in reflux in any leg and in any vein segment from baseline to follow-up. Subjects with venous reflux at baseline were over two and half times more likely to show deterioration in trunk varicose veins compared to those with no reflux (OR=2.69, 95%CI 1.44-5.01), and four times more likely to deteriorate in either trunk varicose veins or chronic venous insufficiency (OR=4.20, 95% CI 2.42-7.29). Subjects with venous reflux at baseline were twice as likely to develop new trunk varicose veins (OR=2.08, 95%CI 1.25-3.46), and 1.78 times more likely to develop either trunk varicose veins or chronic venous insufficiency (OR=1.78, 95%CI 1.12-2.80). Age and gender adjusted risk of trunk varicose veins increased more than fourfold among subjects with venous reflux in the greater saphenous veins (OR=4.04, 95% CI 2.36-6.92), and more than threefold in the greater saphenous vein (lower third of the thigh) (OR=3.13, 95% CI 1.85-5.27) and the small saphenous vein (OR=3.17, 95% CI 1.55-6.48). Subjects with venous reflux in two or more than three vein segments in the superficial system were more than five times more likely to deteriorate from trunk varicose veins (OR=5.39, 95% CI 2.64-10.99 and OR=5.96, 95% CI 2.71-13.10 respectively). The Edinburgh Vein Study follow-up identified factors linked to deterioration of trunk varicose veins and CVI. The findings of this follow-up study have important implications in decision making in NHS and a prognostic tool could be produced to assist clinicians in deciding who should receive treatment or maintained under surveillance. Increasing age, and family history will likely lead to worsening of trunk varicose veins and CVI. The findings also confirm the association between asymptomatic and symptomatic venous valvular incompetence with worsening and developing new cases of venous disease. Such information will be essential for policy makers facing difficult decisions over prioritisation of services in the future. Further research might include trials of surgical and non-surgical interventions designed to limit deterioration in high risk individuals and enable surgeons to target interventions appropriately. Larger prognostic studies of many factors, including genotype, might be conducted to link progression of venous disease, and to provide further information on high risk individuals who might benefit from treatment.

Premature concrete deterioration due to alkali-silica reaction (ASR) and delayed ettringite formation (DEF) is a significant problem all over the world. In cases where these mechanisms were not initially prevented, mitigation is critical to halt expansion and cracking. The main objectives of the research presented herein were to study the effect of ambient relative humidity (RH) on rates of concrete expansion, to determine RH thresholds below which expansion due to ASR and/or DEF may be suppressed, and to evaluate coatings intended to lower the internal RH of concrete and thus minimize future potential for damage. Results from testing showed that the RH threshold for ASR was below 82%, the RH threshold for DEF was below 92%, and the RH threshold for combined ASR and DEF could be about 83% for the materials tested. Furthermore, it was shown that some coatings are effective in reducing ASR- and DEF-related expansion by lowering the internal RH of concrete. / text

Conservators have long been aware of the problems associated with the preservation of rubber objects due to inherent instability that can be attributed, in part, to the presence of additives. Inorganic additives, such as fillers, accelerators, stabilizers, and special ingredients are necessary in manufacturing to alter the properties of natural rubber. These materials all have different interactions with the rubber, and each other, and differing effects on the ageing process. To date, the most effective and accepted methods to preserve rubber are cold, dark storage of objects, or the use of low oxygen environments. While these methods are effective, they greatly limit access. The application of coatings to the surface of rubber objects can slow deterioration and greatly increase the ability of an institution to handle and display rubber objects. While numerous coatings for preventive and interventive treatment have been tested, none have been so successful to warrant routine use. The first section of this research highlighted the relationship between the inclusion of certain additives in natural rubber objects and the accelerated or slowed down overall degradation. In the second part of this research, the acrylic varnishes Golden Polymer Varnish with UVLS, Lascaux Acrylic Transparent Varnish-UV, Sennelier Matte Lacquer with UV Protection, and Liquitex Soluvar Varnish containing ultraviolet light absorbers or stabilizers were tested as a preventative coating for rubber. Through testing the visual and physical properties of the samples, as well as compound analysis the results of this research suggest that acrylic varnishes do provide protection, each to varying degrees. The results also provided insight into the behavior of rubber and these varnishes with continuing light exposure. / Thesis (Master, Art Conservation) -- Queen's University, 2013-10-04 20:14:54.597