Modeling of Airborne Debris around Overplow Deflectors during High-Speed Snowplowing

An engineering model is presented to calculate the trajectory of airborne debris that adversely affects visibility during high-speed snow plowing. Reynolds-averaged Navier-Stokes equations are solved numerically with turbulence-modeling, particle-tracking, and cutting-edge approximations. Results suggest snow can be divided into splash and snow cloud when engineering treatments to improve visibility for snowplow drivers and following traffic. Calculated results confirm the findings of windtunnel and road tests, specifically that the trap angle of overplow deflectors should be less than 50° to eliminate snow debris blowing over the top of the plow onto the windscreen.     

Channel-Bed Scour with High versus Low Deflectors

Deflectors are recognized as one of the best devices for enhancing deep-water habitat in low-gradient channels. Modern design standards recommended the use of low-profile structures intended to function primarily at a lower stage, but research suggests that pools are typically formed by larger magnitude flows. A flume experiment was conducted in a 0.5-m wide, 6-m long recirculating flume to determine the volume of pool habitat and maximum depth of scour created by low versus high deflectors. Although the high deflectors were 1/3 the width of low deflectors, they created larger volume pools for all flows above bankfull levels. Pools were also as deep or deeper for high deflectors under the larger-flow conditions. Existing deflectors along the Blackledge River, Conn. support these two observations. Conversely, low deflectors produced deeper larger pools for discharges below bankfull levels. These results suggest that high deflectors may be better suited for creating pool habitat, especially in coarse-bedded channels.     

Truck Models for Improved Fatigue Life Predictions of Steel Bridges

A new fatigue load model has been developed based on weigh-in-motion (WIM) data collected from three different sites in Indiana. The recorded truck traffic was simulated over analytical bridge models to investigate moment range responses of bridge structures under truck traffic loadings. The bridge models included simple and two?equally continuous spans. Based on Miner’s hypothesis, fatigue damage accumulations were computed for details at various locations on the bridge models and compared with the damage predicted for the 240-kN (54-kip) American Association of State Highway and Transportation Officials (AASHTO) fatigue truck, a modified AASHTO fatigue truck with an equivalent effective gross weight, and other fatigue truck models. The results indicate that fatigue damage can be notably overestimated in short-span girders. Accordingly, two new fatigue trucks are developed in the present study. A new three-axle fatigue truck can be used to represent truck traffic on typical highways, while a four-axle fatigue truck can better represent truck traffic on heavy duty highways with a significant percentage of the fatigue damage dominated by eight- to 11-axle trucks.     

Impact Factors for Horizontally Curved Composite Box Girder Bridges

This paper presents a method for determining the dynamic impact factors for horizontally curved composite single- or multicell box girder bridges under AASHTO truck loading. The bridges are modeled as three-dimensional structures using commercially available software. The vehicle is idealized as a pair of concentrated forces, with no mass, traveling in two circumferential paths parallel to the curved centerline of bridges. An extensive parametric study is conducted, in which over 215 curved composite box girder bridge prototypes are analyzed. The key parameters considered in this study are: Number of cells, number of lanes, degree of curvature, arc span length, slope of the outer steel webs, number and area of bracing and top chord systems, and truck(s) speed and truck(s) positioning. Based on the data generated from the parametric study, expressions for dynamic impact factors for longitudinal moment, reaction, and deflection are proposed as function of the ratio of the arc span length to the radius of curvature. The results from this study would enable bridge engineers to design horizontally curved composite box girder bridges more reliably and economically. Furthermore, the results can be used to potentially increase the live-load capacity of existing bridges to prevent posting or closing of the bridge.     

Latex allergens in tire dust and airborne particles

The prevalence and severity of latex allergy has increased dramatically in the last 15 years due to exposure to natural rubber products. Although historically this health risk has been elevated in hospital personnel and patients, a recent survey has indicated a significant potential risk for the general population. To obtain a wide-spread source for latex exposure, we have considered tire debris. We have searched for the presence of latex allergens in passenger car and truck tire tread, in debris deposited from the atmosphere near a freeway, and in airborne particulate matter samples representative of the entire year 1993 at two sites in the Los Angeles basin (California). After extraction of the samples with phosphate buffered saline, a modified-ELISA inhibition assay was used to measure relative allergen potency and Western blot analyses were used to identify latex allergens. The inhibition studies with the human IgE latex assay revealed inhibition by the tire tread source samples and ambient freeway dust, as well as by control latex sap and latex glove extracts. Levels of extractable latex allergen per unit of protein extracted were about two orders of magnitude lower for tire tread as compared to latex gloves. Western blot analyses using binding of human IgE from latex-sensitive patients showed a band at 34-36 kDa in all tire and ambient samples. Long Beach and Los Angeles, California, air samples showed four additional bands between 50 and 135 kDa. Alternative Western blot analyses using rabbit IgG raised against latex proteins showed a broad band at 30-50 kDa in all samples, with additional bands in the urban air samples similar to the IgE results. A latex cross-reactive material was identified in mountain cedar. In conclusion, the latex allergens or latex cross-reactive material present in sedimented and airborne particulate material, derived from tire debris, and generated by heavy urban vehicle traffic could be important factors in producing latex allergy and asthma symptoms associated with air pollution particles.     

监测预警技术在泥石流灾害中的应用

我国幅员辽阔,地质环境多变,灾害分布范围广,常年受到地质灾害侵袭,给灾害多发区居民的生命财产安全带来极大危害,泥石流灾害的防治工作至关重要,研发泥石流灾害预警系统成为重中之重.针对目前泥石流灾害数据获取困难、数据量不足且预警准确率不高的问题,设计了用于泥石流影响因子数据采集和灾害预警的泥石流灾害监测预警系统.在系统中引...     

Predicting Equilibrium Scour-Hole Geometry near Angled Stream Deflectors Using a Three-Dimensional Numerical Flow Model

Stream rehabilitation projects often involve the installation of instream structures such as flow deflectors. The objective of this study is to use the output of a three-dimensional numerically simulated flow field over a flat, predeformation bed to predict the planform extent of the equilibrium scour hole near stream deflectors of varying angles. It is shown that the upstream extent of the simulated flow separation zone determines the upstream limit of scour, whereas the lateral scour extent at the nose of the deflector is determined by the width of the separation zone. Further, scour depths are greatest in regions where strong downwelling (negative vertical velocity) exists, and the position of the local minimum dynamic pressure point in the simulated flow field defines the downstream limit of scouring. The results have implications for future design of habitat improvement structures where different angles and lengths of structures could potentially be tested prior to their implementation to determine the resultant scour geometry.     

铁牛传动及定位控制系统

翻车机中的铁牛和重推子系统是翻车机系统全线实现自动化的关键。主要论述了焦化厂铁牛和重推子系统的３及其构成和软件系统。     

Effects of State Legal Loads on Bridge Rating Results Using the LRFR Procedure

The main objective of this research was to study the effects of different specified trucks on bridge rating with the load and resistance and factor rating (LRFR) procedure. Twelve specified trucks were selected for this study, which include one AASHTO design truck, three AASHTO legal trucks, and eight state legal trucks. These rating trucks were applied on 16 selected Tennessee Dept. of Transportation bridges to obtain the LRFR ratings. The selected bridges covered four commonly used bridge types, including prestressed I-beam bridges; prestressed box beam bridges; cast-in-place T-beam bridges; and steel I-beam bridges. The research results revealed that (1) LRFR AASHTO legal load ratings factors were enveloped by the LRFR HL-93 truck ratings factors, thereby confirming the validity of the LRFR tiered approach with regard to AASHTO legal loads; (2) the lighter state legal trucks were enveloped by the HL-93 loads, whereas the heavier state trucks with closer axle spacing typically resulted in load ratings that governed over the HL-93 loads; and (3) the bridges with both high average daily truck traffic and short spans were more likely to be governed by state legal load ratings instead of HL-93 load ratings.     

Rooster Tail Wave Hydraulics of Chutes

Supercritical flow below chute piers generates an aerated flow known as rooster tail. Their behavior varies along the spillway or chute for different Froude numbers. This paper aims to analyze the effect of various parameters including the Froude number, approach flow depth, chute pier width, and presence of a deflector ramp on the rooster tail geometry. Aerator systems, which generally include deflectors in chutes, are effective in the generation of rooster tails. The interaction between a deflector and supercritical flow of chutes causes a higher rooster tail. New equations define the rooster tail geometry in the presence of a deflector. The air concentration profile was measured and the effects of deflectors on the air entrainment were studied.     

Response of Timber Bridge to Traffic Loading

This paper summarizes results from an analytical and experimental study of the response to traffic loading of a glued-laminated timber bridge. A numerical model to simulate the passage of a vehicle over a bridge was developed. Calculated modal characteristics of an existing bridge were compared with results of ambient vibration and hammer impact testing. The analysis was used to simulate passages over the bridge of a three-axle vehicle, an empty logging truck, and results were compared with experimental data for such loading. The numerical model was then used to simulate the bridge response to a fully loaded logging truck. Results of these simulations were used to study dynamic amplification factors and to assess dynamic provisions of the new Canadian Highway Bridge Design Code.     

大型露天矿山固定坑线管路喷洒防尘的实践

随着德兴铜矿近50年采区开采,矿山已多处形成了固定坑线,为利用固定坑线管路喷洒防尘创造了条件。本文针对德兴铜矿采矿场目前采区运输道路的抑尘、防尘主要是由洒水车来完成,满足不了生产的需要,提出了利用固定坑线管路喷洒防尘和洒水车喷洒相结合的措施,提高防尘效果。     

Designing and Testing of Concrete Bridge Decks Reinforced with Glass FRP Bars

In addition to their high strength and light weight, fiber-reinforced polymer (FRP) composite reinforcing bars offer corrosion resistance, making them a promising alternative to traditional steel reinforcing bars in concrete bridge decks. FRP reinforcement has been used in several bridge decks recently constructed in North America. The Morristown Bridge, which is located in Vermont, United States, is a single span steel girder bridge with integral abutments spanning 43.90 m. The deck is a 230 mm thick concrete continuous slab over girders spaced at 2.36 m. The entire concrete deck slab was reinforced with glass FRP (GFRP) bars in two identical layers at the top and the bottom. The bridge is well instrumented at critical locations for internal temperature and strain data collection with fiber-optic sensors. The bridge was tested for service performance using standard truck loads. The construction procedure and field test results under actual service conditions revealed that GFRP rebar provides very good and promising performance.     

Preparation and characterization of wear debris of orthopedic materials for biocompatibility studies

In order to test the biocompatibility of wear debris of orthopedic materials, a method has been developed to produce artificial debris of stainless steel, cobalt-chromium alloy, and high-density polyethylene. In this process, called the accelerated rubbing process, two cylindrical blocks of the same alloy were held under normal pressure in triply distilled water. One block remained stationary while the other rotated at approximately 4000 rpm. The water with the metal debris was recirculated between the rubbing surfaces. To prepare debris from polyethylene, a stainless steel block was rubbed over a polyethylene block submersed in liquid nitrogen. The shape of the metal debris was granular, whereas the polyethylene debris had a shred-like shape. The size distributions were determined from scanning electron micrographs, and it was found that the particles of the metal debris (stainless steel or cobalt-chrome alloy) ranged in sizes from 0.1-10 mu with 75% of all particles less than 2 mu in diameter. The size of polyethylene debris, expressed as the volume of an ellipsoid, ranged from 10-20,000 mu3 with 45% of all particles in the range of 400-2500 mu3. The x-ray diffraction pattern revealed that the debris of stainless steel consisted primarily of the face-centered cubic (fcc) alloy with small amounts of body-centered cubic (bcc) alloy and Fe3O4, whereas the cobalt-chrome debris consisted of the fcc alloy with a small amount of Cr2O3. The structure of the polyethylene debris was quite similar to that of the solid sample used in its preparation. The percent crystallinity Pc and the size of the crystalline regions D were slightly smaller in the debris than in the solid sample, i.e., Pc = 52 and 55%, D = 90 and 130 A, in the debris and the solid, respectively. To test the suitability of the artificial debris for biocompatibility studies, stainless steel debris was implanted into knees of adult female New Zealand rabbits. Bacterial challenge studies indicated prolongation, but not increased susceptibility to infection.     

Deaths due to forklift truck accidents

Forklift truck accidents are a common cause of occupational injury and death. The authors review deaths resulting from forklift accidents cases in the years 1984-1992 in Cook County, Illinois (which contains the large city of Chicago). The fatal injuries, the characteristics of the victims, and the circumstances of the deaths are examined. A forklift striking a pedestrian or crushing the operator when tipping over or falling off a dock or truck were the most common causes of death in this study. The authors compare their findings with those found in the literature on the characteristics and prevention of forklift accidents. Also, they comment on the role of the medical examiner's or coroner's office in the investigation of these work-related deaths.     

Fatigue Behavior and Retrofit Investigation of Distortion-Induced Web Gap Cracking

This paper studies a Kansas Department of Transportation welded plate girder bridge that developed fatigue cracks at small web gaps close to the girder top flange. Repair had been previously performed by softening the connection plate end with a slot retrofit, but cracks were recently found to have reinitiated at some of the repaired details and are again propagating. A comprehensive finite-element method study was performed to investigate the cracking behavior observed in the bridge and to recommend appropriate measures for future bridge retrofit. The analytical results show that stresses developed at the top flange web gaps could exceed yielding under the loading of an HS15 fatigue truck. The current slot repair used in the bridge was found to have introduced higher magnitude fatigue stresses in the web gap. To achieve a permanent repair of the bridge, it is recommended that a welded connection plate to flange attachment be used during future bridge retrofit. The web gap details should be able to withstand unlimited number of load cycles once this additional repair is performed.     

Analysis of Debris Wave Development with One-Dimensional Shallow-Water Equations

The objective of this contribution is to analyze the formation of debris waves in natural channels. Numerical simulations are carried out with a 1D code, based on shallow-water equations and on the weighted averaged flux method. The numerical code represents the incised channel geometry with a power-law relation between local width and flow depth and accounts for all source terms in the momentum equation. The debris mixture is treated as a homogeneous fluid over a fixed bottom, whose rheological behavior alternatively follows Herschel-Bulkley, Bingham, or generalized viscoplastic models. The code is first validated by applying it to dam-break tests on mudflows down a laboratory chute and verifying its efficiency in the simulation of rapid transients. Then, following the analytical method developed by Trowbridge, the stability of a uniform flow for a generalized viscoplastic fluid is examined, showing that debris flows become unstable for Froude numbers well below 1. Applications of the code to real debris flow events in the Cortina d’Ampezzo area (Dolomites) are presented and compared with available measured hydrographs. A statistical analysis of debris waves shows that a good representation of wave statistics can be obtained with a proper calibration of rheological parameters. Finally, it is shown that a minimum duration of debris event and channel length are required for waves showing up, and an explanation, confirmed both by field data and numerical simulations, is provided.     

Maximum Impact Force of Woody Debris on Floodplain Structures

We collided woody debris (i.e., logs) with structures using flume and test basin laboratory facilities to investigate the maximum impact force that floodplain structures are exposed to from floating woody debris. The tests also investigated the influence of collision geometry, determined by the debris orientation on impact, on the maximum impact forces. We reviewed the three approaches that represent the existing guidance for estimating maximum impact forces. Each approach estimates the maximum impact force based on the debris velocity and mass. We show that all the existing approaches can be derived from a single-degree-of-freedom model of the collision and can be considered to be equivalent. The laboratory data show that the maximum impact force was associated with a log striking a rigid structure with its end. Oblique and eccentric collisions reduced the maximum impact load in a predictable and consistent manner. The approach we refer to as “contact stiffness,” a linear, one-degree-of-freedom model with no damping, was able to reproduce the laboratory results over the entire range of data, with an effective contact stiffness of 2.4 MN/m.     

Temporal Development of Scour Holes around Submerged Stream Deflectors

Deflector structures used in many fish habitat rehabilitation schemes are frequently overtopped, yet few studies have examined the scour patterns created around submerged models. Furthermore, laboratory studies typically test smooth-surfaced structures, whereas those installed in natural rivers are generally made of logs or boulders. This study uses rough-surfaced paired deflectors to investigate the temporal evolution of scour for three overtopping ratios in identical approach flow conditions in a flume. Results show that maintaining identical discharge and raising the deflector height, which reduces the overtopping ratio (i.e., flow depth divided by structure height), generates increased depth and volume of scour next to the structures. The location of maximum depth and the rate of scouring with time is similar for the two highest deflectors (overtopping ratios of 1.22 and 1.83), but different for the lowest deflector model (overtopping ratio of 3.67). To improve the success rate of river restoration projects using in-stream structures, the overtopping ratio should be considered in equations that predict the scour depth evolution with time.     

Field Monitoring and Repair of a Glass Fiber-Reinforced Polymer Bridge Deck

This paper reports on the monitoring and repair of a pilot field deployment of a glass fiber-reinforced polymer (GFRP) deck on a small steel girder bridge in the Washington State. Deck deflections were monitored periodically over a 10-month period and were found to increase significantly over that time. The GFRP deck is an adhesively bonded assembly of GFRP tubes and top and bottom plates. After 9 months of service, wearing surface cracking was observed, and upon closer inspection, the top GFRP plate was found to be delaminated from the tubes over a fairly large area. Deck deflections in the area of delamination were found to be considerably larger than those observed during previous monitoring in undamaged locations. A retrofit solution was employed where the top plate was reconnected to the tubes using screws coated with a two-part epoxy that mixed when they were driven. At the time of writing the retrofit was successful in reattaching the delaminated top plate.