The purpose of this investigation was to determine the relationship of relaxation training and flexibility training to running speeds of high intensity at three short distances for high school males. In addition to the main problem, the following sub-problems were established: (1) Was there a significant difference of effects between the relaxation training and the flexibility training on times at the three distances of 20, 50, and 100 yards? (2) Was the relationship of flexibility and relaxation to running speed the same as the distance increased? (3) Did a combination of flexibility and relaxation training produce different results then relaxation training of flexibility training alone?

The traditional design of printed circuit board assembly focuses on finding a set of parameter values (that characterizes the process), such that the desired circuit performance specifications are met. It is usually assumed that this set of values can be accurately realized when the circuit or the assembly is built. Unfortunately, this assumption is not realistic for assemblies produced in mass scale. Fluctuations in manufacturing processes cause defects in actual values of the parameters. This variability in design parameters, in turn, causes defects in the functionality of the assemblies. The ratio of the acceptable assemblies to total assemblies produced constitutes the yield of the assembly process. Assembly yields of area array packages are heavily dependent on design of the board as much as package and process parameters. The economics of IC technology is such that the maximization of yield rather than the optimization of performance has become the topic of prime importance. The projected value of yield has always been a factor for consideration in the advancement of Integrated Chip technology. Due to considerable reduction in the package size, minimum allowable tolerance and tight parameter variations, electronic assemblies have to be simulated, characterized and tested before translating them to a production facility. Also, since the defect levels are measured in parts per million, it is impractical to build millions of assemblies for the purpose of identifying the best parameter. A mathematical model that relates design parameters and their variability to assembly yield can help in the effective estimation of the yield. This research work led to the development of a mathematical model that can incorporate variability in the package, board and assembly related parameters and construction of an effective methodology to predict the assembly yield of area array packages. The assembly yield predictions of the model are based on the characteristics of input variables (whether they follow a normal, empirical or experimental distribution). By incorporating the tail portion of the parameter distribution (up to ±6 standard deviation on normal distribution), a higher level of accuracy in assembly yield prediction is achieved. An estimation of the interaction of parameters is obtained in terms of the expected number of defective joints and/or components and a degree of variability around this expected value. As an implementation of the mathematical model, a computer program is developed. The software is user friendly and prompts the user for information on the input variables, it predicts the yield as expected number of defective joints per million and expected number of defective components (assemblies) per million. The software can also be used to predict the number of defects for a user-specified number of components (less or more than one million assemblies). The area array assembly yield model can be used to determine the impact of process parameter variations on assembly yields. The model can also be used to assess the manufacturability of a new design, represent the capability of an assembly line for bench marking purposes, help modify designs for better yield, and to define the minimum acceptable manufacturability standards and tolerances for components, boards and designs. / Master of Science

No description available.

This study presents the effect of the stacking sequence and fiber orientation on a composite sandwich panel subjected to static in-plane bolt loading. Six plates were constructed with laminates of unidirectional carbon fiber and cross ply weaves of fiberglass. The orientations that were examined included 0, +/- 45, and 90 degrees. Half of the plates had fiberglass lamina on the outside of the laminate while the other three plates had the carbon fiber on the outside. Experimental and analytical tests were performed to determine the best orientations and stacking sequence. For the numerical analysis, plates with fibers oriented at +/- 45 degrees showed the highest strength. The experimental data also showed high strengths for the +/- 45 degree plates. However the experimental data also showed high strengths for the 90 degree laminate but with very high displacements. These high displacements would not allow the joint to maintain its relative position to the adjacent part. The discrepancy between the strength of the FEA models and the experimental data is attributed to inaccurate strength properties. The effect of in situ strength and compression strength was found to have a significant effect on the accuracy of the FEA solution. Good correlation was found between the FEA and experimental data in predicting the trend of the stiffness of the plates.

No description available.

No description available.

No description available.

The latest trends in highway pavement management aim at implementing a rational, data-driven procedure to allocate resources for pavement maintenance and rehabilitation. To this end, decision-making is based on network-wide surface condition and structural capacity data – preferably collected in a non-destructive manner such as a deflection testing device. This more holistic approach was proven to be more cost-effective than the current state of the art, in which the pavement manager grounds their maintenance and rehabilitation-related decision making on surface distress measurements. However, pavement practitioners still rely mostly on surface distress because traditional deflection measuring devices are not practical for network-level data collection. Traffic-speed deflection devices, among which the Traffic Speed Deflectometer [TSD], allow measuring pavement surface deflections at travel speeds as high as 95 km/h [60 miles per hour], and reporting the said measurements with a spatial resolution as dense as 5cm [2 inches] between consecutive measurements. Since their inception in the early 2000s, and mostly over the past 15 years, numerous research efforts and trial tests focused on the interpretation of the deflection data collected by the TSD, its validity as a field testing device, and its comparability against the staple pavement deflection testing device – the Falling Weight Deflectometer [FWD]. The research efforts have concluded that although different in nature than the FWD, the TSD does furnish valid deflection measurements, from which the pavement structural health can be assessed. Most published TSD-related literature focused on TSD surveys of flexible pavement networks and the estimation of structural health indicators for hot-mix asphalt pavement structures from the resulting data – a sensible approach given that the majority of the US paved road pavement network is asphalt. Meanwhile, concrete and composite pavements (a minority of the US pavement network that yet accounts for nearly half of the US Interstate System) have been mostly neglected in TSD-related research, even though the TSD has been deemed a suitable device for sourcing deflection data from which to infer the structural health of the pavement slabs and the load-carrying joints. Thus, this Dissertation's main objective is to fulfill this gap in knowledge, providing the pavement manager/practitioner with a streamlined, comprehensive interpretation procedure to turn dense TSD deflection measurements collected at a jointed pavement network into characterization parameters and structural health metrics for both the concrete slab system, the sub-grade material, and the load-carrying joints. The proposed TSD data analysis procedure spans over two stages: Data extraction and interpretation. The Data Extraction Stage applies a Lasso-based regularization scheme [Basis Pursuit coupled with Reweighted L1 Minimization] to simultaneously remove the white noise from the TSD deflection measurements and extract the deflection response generated as the TSD travels over the pavement's transverse joints. The examples presented demonstrate that this technique can actually pinpoint the location of structurally weak spots within the pavement network from the network-wide TSD measurements, such as deteriorated transverse joints or segments with early stages of fatigue damage, worthy of further investigation and/or structural overhaul. Meanwhile, the Interpretation Stage implements a linear-elastic jointed-slab-on-ground mathematical model to back-calculate the concrete pavement's and subgrade's stiffness and the transverse joints' load transfer efficiency index [LTE] from the denoised TSD measurements. In this Dissertation, the performance of this back-calculation technique is analyzed with actual TSD data collected at a 5-cm resolution at the MnROAD test track, for which material properties results and FWD-based deflection test results at select transverse joints are available. However, during an early exploratory analysis of the available 5-cm data, a discrepancy between the reported deflection slope and velocity data and simulated measurements was found: The simulated deflection slopes mismatch the observations for measurements collected nearby the transverse joints whereas the measured and simulated deflection velocities are in agreement. Such a finding prompted a revision of the well-known direct relationship between TSD-based deflection velocity and slope data, concluding that it only holds on very specific cases, and that a jointed pavement is a case in which deflection velocity and slope do not correlate directly. As a consequence, the back-calculation approach to the pavement properties and the joints' LTE index was implemented with the TSD's deflection velocity data as input. Validation results of the back-calculation tool using TSD data from the MnROAD low volume road showed a reasonable agreement with the comparison data available while at the same time providing an LTE estimate for all the transverse joints (including those for which FWD-based deflection data is unavailable), suggesting that the proposed data analysis technique is practical for corridor-wide screening. In summary, this Dissertation presents a streamlined TSD data extraction and interpretation technique that can (1) highlight the location of structurally deficient joints within a jointed pavement corridor worthy of further investigation with an FWD and/or localized repair, thus optimizing the time the FWD spends on the road; and 2) reasonably estimate the structural parameters of a concrete pavement structure, its sub-grade, and the transverse joints, thus providing valuable data both for inventory-keeping and rehabilitation management. / Doctor of Philosophy / When allocating funds for network-wide pavement maintenance, such as the State or Country level, the engineer relies on as much pavement condition data as possible to optimally assign the most suitable maintenance or rehabilitation treatment to each pavement segment. Currently, practitioners rely mostly on surface condition data to decide on how to maintain their roads, as this data can be collected fast and easily with automated vehicle-mounted equipment and analyzed by computer software. However, managerial decisions based solely on surface condition data do not optimally make use of the Agency resources, for they do not precisely account for the pavements' structural capacity when assigning maintenance solutions. As such, the manager may allocate a surface treatment on a structurally weak segment with a poor surface which will be prone to an early failure (thus wasting the investment) or, conversely, reconstruct a deteriorated yet strong segment that could be fixed with a surface treatment. The reason for such a sub-optimal managerial practice has been the lack of a commercially-available pavement testing device capable of producing structural health data at a similar rate as the existing surface scanning equipment – pavement engineers could only appeal to crawling-speed or stop-and-go deflection devices to gather such data, which are fit for project-level applications but totally unsuitable for routine network-wide surveying. Yet, this trend reverted in the early 2000s with the launch of the Traffic Speed Deflectometer [TSD], a device capable of getting dense pavement deflection measurements (spaced as close as 5cm [2 inches] between each other) while traveling at speeds higher than 50 mph. Following the device's release, numerous research activities studied its feasibility as a network-wide routine data collection device and developed analysis schemes to interpret the collected measurements into pavement structural condition information. This research effort is still ongoing, the Transportation Pooled Fund [TPF] Project 5(385) is aimed in that direction, and set the goal of furnishing standards on the acquisition, storage, and interpretation of TSD data for pavement management. This being said, data collection and analysis protocols should be drafted to interpret the data gathered by the TSD on flexible and rigid pavements. Concerning TSD-based evaluation of flexible asphalt pavements, abundant published literature discussing exists; whereas TSD surveying of concrete and composite (concrete + asphalt) pavements has been off the center of attention, partly because these pavements constitute only a minority of the US paved highway network – even though they account for roughly half of the Interstate system. Yet, the TSD has been found suitable to provide valuable structural health information concerning both the pavement slabs and the load-bearing joints, the weakest element of such structures. With this in mind, this Dissertation research is aimed at bridging this existing gap in knowledge: a streamlined analysis methodology is proposed to process the TSD deflection data collected while surveying a jointed rigid pavement and derive important structural health metrics for the manager to drive their decision-making. Broadly speaking, this analysis methodology is constituted by two main elements: • The Data Extraction stage, in which the TSD deflection data is mined to both clear it from measurement noise and extract meaningful features, such as the pulse responses generated as the TSD travels over the pavement joints. • The Interpretation stage, which is more pavement engineering-related. Herein, the filtered TSD measurements are utilized to fit a pavement response model so that the pavement structural parameters (its stiffness, the strength of the sub-grade soil, and the joints' structural health) can be inferred. This Dissertation spans both the mathematical grounds for these analysis techniques, validation tests on computer-generated data, and experiments done with actual TSD data to test their applicability. The ultimate intention is for these techniques to eventually be adopted in practice as routine analysis of the TSD data for a more rational and resource-wise pavement management.

No / Composite structure incorporating steel beams and precast hollowcore slabs is a recently developed composite floor system for building structures. This form of composite construction is so far limited to simple beam-column connections. Although the concept of semi-rigid composite joints has been widely research in the past, most of the researches have been carried out on composite joints with metal deck flooring and solid concrete slabs. Research on composite joints with precast hollowcore slabs is rather limited. As the construction industry demands for rapid construction with reduction in cost and environmental impacts, this form of composite floor system, which does not require major onsite concreting, has become very popular among the designers and engineers in the UK. In this paper, full-scale tests of beam-to-column semi-rigid composite joints with steel beam and precast hollowcore slabs are reported. Based on the tests data; the structural behaviour of these semi-rigid composite joints is discussed together with numerical and finite element modelling. Through parametric studies, an analytical model for the semirigid composite joints is proposed and is verified by both the experimental data and finite element model; and good agreement is obtained.

Adhesives and adhesively bonded structures are being considered as a viable alternative to conventional fastening methods. In order to gain wider acceptance, it is essential to address the issue of the mechanical characterization of adhesive materials and its implementation in the design of bonded joints. While measuring the in-situ properties of the adhesive in a joint is a difficult task, characterizing its bulk properties is a relatively simpler undertaking. The objective of this study was to propose and verify an experimental procedure that would allow the analytical prediction of the viscoelastic behaviour of a bonded joint, using bulk adhesive properties. The Arcan joint geometry was chosen because of the simple state of stress within the adhesive. / Master of Science