Perpetual pavement design philosophy provides a long-life pavement design alternative. The ability of a pavement design to perform as long-life pavement is subjected to several technical constraints. Throughout the past 10 years, perpetual asphalt pavement designs have been under investigation in several parts of the world. The Canadian climate represents an additional challenge to the success of long-life pavement performance. This project investigated the construction and performance of three pavement test sections that were constructed on Highway 401 in Southern Ontario. The construction phase of this project was completed in 2010. The test sections were equipped with various sensors to monitor the structural performance. The test section included two perpetual pavement sections and one conventional pavement section. The two perpetual pavement designs were identical with the exception of the bottom asphalt layer, which was constructed as a Rich Bottom Mix (RBM) layer in one of the perpetual sections. The three pavement sections were evaluated from a structural point of view through the analysis of the in-situ tensile strain collected from asphalt strain gauges installed at the bottom of asphalt layers under the wheel path. In addition, asphalt material laboratory characterization was undertaken by testing asphalt samples collected during construction of the three test sections. The laboratory testing was performed at the Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo. The laboratory experimental matrix in this research included dynamic modulus testing, resilient modulus testing and Thermal Stress Restrained Specimen Testing (TSRST). The correlation between various laboratory test results and the collected in-situ tensile strain was evaluated. Several linear regression models were developed to correlate the laboratory test results and the field asphalt temperature with the in-situ tensile strain. Overall, it was found that the perpetual pavement with RBM section had the lowest tensile strain at the bottom of asphalt layers. Also, various models were developed that predict tensile strain at the bottom of asphalt layers by using laboratory test data. An economic analysis was implemented to evaluate the perpetual and conventional pavement designs including a Life Cycle Cost Analysis (LCCA). Furthermore, a sustainability assessment for both design philosophies was executed to evaluate the environmental benefits of perpetual pavement designs. The perpetual pavement designs were shown to provide many benefits over the conventional asphalt pavement designs for usage on Canadian Provincial and Interstate Highways in similar climatic zones with similar traffic loading. The advantages of perpetual pavement design philosophy are not limited to structural benefits, but also extended to economic and environmental benefits in the long term.

Perpetual pavement design philosophy provides a long-life pavement design alternative. The ability of a pavement design to perform as long-life pavement is subjected to several technical constraints. Throughout the past 10 years, perpetual asphalt pavement designs have been under investigation in several parts of the world. The Canadian climate represents an additional challenge to the success of long-life pavement performance. This project investigated the construction and performance of three pavement test sections that were constructed on Highway 401 in Southern Ontario. The construction phase of this project was completed in 2010. The test sections were equipped with various sensors to monitor the structural performance. The test section included two perpetual pavement sections and one conventional pavement section. The two perpetual pavement designs were identical with the exception of the bottom asphalt layer, which was constructed as a Rich Bottom Mix (RBM) layer in one of the perpetual sections. The three pavement sections were evaluated from a structural point of view through the analysis of the in-situ tensile strain collected from asphalt strain gauges installed at the bottom of asphalt layers under the wheel path. In addition, asphalt material laboratory characterization was undertaken by testing asphalt samples collected during construction of the three test sections. The laboratory testing was performed at the Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo. The laboratory experimental matrix in this research included dynamic modulus testing, resilient modulus testing and Thermal Stress Restrained Specimen Testing (TSRST). The correlation between various laboratory test results and the collected in-situ tensile strain was evaluated. Several linear regression models were developed to correlate the laboratory test results and the field asphalt temperature with the in-situ tensile strain. Overall, it was found that the perpetual pavement with RBM section had the lowest tensile strain at the bottom of asphalt layers. Also, various models were developed that predict tensile strain at the bottom of asphalt layers by using laboratory test data. An economic analysis was implemented to evaluate the perpetual and conventional pavement designs including a Life Cycle Cost Analysis (LCCA). Furthermore, a sustainability assessment for both design philosophies was executed to evaluate the environmental benefits of perpetual pavement designs. The perpetual pavement designs were shown to provide many benefits over the conventional asphalt pavement designs for usage on Canadian Provincial and Interstate Highways in similar climatic zones with similar traffic loading. The advantages of perpetual pavement design philosophy are not limited to structural benefits, but also extended to economic and environmental benefits in the long term.

Thesis (M.S.) - U.S. Naval Postgraduate School, 1966. / Bibliography: leaf 41.

Thesis (M. S.)--Psychology, Georgia Institute of Technology, 2009. / Committee Chair: Dr. Gregory M. Corso; Committee Member: Dr. Arthur D. Fisk; Committee Member: Dr. Bruce Walker; Committee Member: Dr. Lawrence R. James; Committee Member: Dr. Paul Corballis; Committee Member: Dr. Robert Gregor

Thesis (D. Min.)--Catholic Theological Union at Chicago, 1996. / Includes abstract dn vita. Includes bibliographical references (leaves 284-292).

Thesis (M.A.)--Catholic Theological Union at Chicago, 1989. / Vita. Includes bibliographical references (leaves [175]-182).

Thesis (M.B.A.)--Boston University

No description available.

Recent advances in low-power electronics, energy harvesting, and sensor technologies are poised to revolutionize mobile and embedded computing, by enabling networks of mobile sensor devices that are long-lived and self-managing. When realized, this new generation of perpetual systems will have a far-reaching and transformative impact, improving scientists’ ability to observe natural phenomena, and enabling many ubiquitous computing applications for which regular maintenance is not feasible. In spite of these benefits, perpetual systems face many programming and deployment challenges. Conditions at runtime are unknown and highly variable. Variations in harvested energy and energy consumption, as well as mobility-induced changes in network connectivity and bandwidth require systems that are able to adapt gracefully at run-time to meet different circumstances. However, when programmers muddle adaptation details with application logic, the resulting code is often difficult to both understand and maintain. Relying on system designers to correctly reason about energy fluctuations and effectively harness opportunities for cooperation among mobile nodes, is not a viable solution. This dissertation demonstrates that perpetual systems can be designed and deployed without sacrificing programming simplicity. We address the challenges of perpetual operation and energy-aware data delivery in the context of several applications, including in situ wildlife tracking and vehicular networks. Specifically, we focus on two specific systems. Eon, the first energy-aware programming language, allows programmers to simply express application specific energy policies and then delegate the complexities of energy-aware adaptation to the underlying system. Eon automatically manages application energy in order to indefinitely extend a device’s operating lifetime, requiring only simple annotations from the programmer. The second system, Tula, is a system that automatically balances the inherently dependent activities of data collection and data delivery, while also ensuring that devices have fair access to network resources. In our experiments, Tula performs within 75% of the optimal max-min fair rate allocation.

Yes / The duration of most collar arrangements provided by governments to encourage early investment in infrastructure, renewable energy facilities, or other projects with social objectives are finite, not perpetual. We extend the previous literature on collar-style arrangements by providing an analytical solution for the idle and active values, as well as the investment triggers, for projects where collars are either finite-lived or retractable. What is the difference between these types of arrangements with their perpetual counterpart? Lots, including different vega signs, and substantially different values for different current price levels. Often, finite and retractable collars justify earlier investment timing than perpetual collars. In general, we demonstrate that the finite-lived and retractable versions have a significant impact on optimal behavior, relative to the perpetual case. An important consideration when negotiating the floors, ceilings, and duration (or signalling the expected duration) of a finite or a retractable collar is the current price level of the output and its expected volatility over the life of the contract. / Carried out within the funding with COMPETE reference n. POCI-01-0145-FEDER-006683 (Artur Rodrigues) and POCI-01-0145-FEDER-006890 (Paulo J. Pereira), FCT/MEC’s (Fundação para a Ciência e a Tecnologia, I.P.) financial support through national funding and by ERDF through the Operational Programme on Competitiveness and Internationalization - COMPETE 2020 under the PT2020 Partnership Agreement.