Calibrated,Registered Images of an Extended Urban Area

We describe a dataset of several thousand calibrated, time-stamped, geo-referenced, high dynamic range color images, acquired under uncontrolled, variable illumination conditions in an outdoor region spanning several hundred meters. The image data is grouped into several regions which have little mutual inter-visibility. For each group, the calibration data is globally consistent on average to roughly five centimeters and 0 1°, or about four pixels of epipolar registration. All image, feature and calibration data is available for interactive inspection and downloading at http://city.lcs.mit.edu/data.Calibrated imagery is of fundamental interest in a variety of applications. We have made this data available in the belief that researchers in computer graphics, computer vision, photogrammetry and digital cartography will find it of value as a test set for their own image registration algorithms, as a calibrated image set for applications such as image-based rendering, metric 3D reconstruction, and appearance recovery, and as input for existing GIS applications.     

Estimation of mobilised cohesion around underground openings

Based on the field data obtained from 12 Indian and several NGI case histories, a semi-empirical relation has been proposed in this paper for determination of “mobilised” cohesion around underground openings. It has been found that mobilisation of cohesion takes place at higher values around underground openings than the valves previously suggested and the values obtained from block shear tests. A strength enhancement factor has been suggested which is to be multiplied with the cohesion parameter obtained from block shear tests for practical application. This apparent strength enhancement may be attributed to anisotropy in strength, statistical variation in strength and confining conditions around tunnels.     

Second-order non-linear optical effects in Langmuir-Blodgett films

The synthesis of a new series of amphiphilic dyes of the form R¹R²NC₆H₄CH=CHC₅H₄⁺NCH₂CH₂COO^- (R¹=R²=C₆H₁₃,C₁₀H₂₁,C₁₄H₂₉ and C₁₈H₃₇) is described. These dyes have two alkyl chains per chromophore so as to facilitate fast deposition of Langmuir-Blodgett films. We report on the fabrication of monolayer films of these materials and the measurement of optical second harmonic generation in them. We deduce information about molecular tilt orientations and hyperpolarizabilities and compare the latter with previously published values of the electro-optic coefficients.     

Determination of support reaction curve for steel-supported tunnels

Based on the analysis of instrumentation data obtained from several tunnels in India, an empirical approach has been proposed for determination of the support reaction curve for tunnels supported with the steel rib-backfill support system. Expressions have been obtained for determining the stiffness of this support system with three types of backfills—concrete, tunnel muck, and gravel. These expressions show that the steel rib-backfill support system exhibits a non-linear behaviour under pressure, unlike the normally assumed linear elastic behavlour, due to the continuously changing backfill stiffness. The backfill, though not the main load carrying element, significantly influences the behaviour of the support system under pressure. The behaviour of three types of backfills—concrete, gravel and tunnel muck—under pressure, has been studied. The concrete backfill provides a stiffer support than the other two types backfills and is, therefore, preferable for the elastic ground condition. The tunnel-muck and the gravel backfills may be more suited to the moderately squeezing and the highly squeezing ground conditions, respectively, as the latter is relatively more flexible.     

Indian experiences with Q and RMR systems

The Q-systemir of Barton et. al. (1974, 1976) and the RMR-system of Bieniawski (1973) have been evaluated on the basis of measured tunnel support pressures from 26 tunnel sections, 2 to 14 m wide, covering both squeezing and non-squeezing ground conditions. The comparison shows that the Q-system is unsafe for large tunnels under squeezing ground conditiona. A new correlation has been developed considering tunnel depth, tunnel radius, tunnel closure, and Rock Mass Number—i.e., “stress free Q”—to obtain reliable estimates of tunnel support pressures. Changes suggested by Sheorey (1991) for satisfactory application of the Q system to coal-mine roadways on the basis of 44 case histories are presented. Unal's (1983) correlation for coal-mine roadways is shown as overly safe for large tunnels under non-squeezing ground conditions, and unsafe for all sizes of tunnels under squeezing ground conditions. Correlations between tunnel support pressure, tunnel depth, tunnel closure, and Bieniawski's RMR have been developed to provide reliable tunnel support pressures for all sizes of rock tunnels under varying ground conditions. The correlations between RMR and Q proposed by Bieniawski (1976) and by Rutledge and Preston (1978) are not reliable, because RMR and Q are not truly equivalent. Therefore, an acceptable correlation between rock mass number N and RMR_mod, i.e., RMR without joint orientation and intact rock strength, has been presented for a better interrelation.     

The Fatigue and Durability Behaviour of Automotive Adhesives. Part II: Failure Mechanisms

In part I [1] a fracture mechanics approach has been successfully used to examine the cyclic fatigue behaviour of adhesively-bonded joints, which consisted of aluminium-alloy or electro-galvanised (EG) steel substrates bonded using toughened-epoxy structural paste-adhesives. The adhesive systems are typical of those being considered for use, or in use, for bonding load-bearing components in the automobile industry. The cyclic fatigue tests were conducted in a relatively dry environment, of 23°C and 55% RH, and in a “wet” environment, namely immersion in distilled water at 28°C. The “wet” fatigue tests clearly revealed the significant effect an aggressive, hostile environment may have upon the mechanical performance of adhesive joints, and highlighted the important influence that the surface pretreatment, used for the substrates prior to bonding, has upon joint durability. The present paper, Part II, discusses the modes and mechanisms of failure for the two adhesive systems in both the “dry” and “wet” environments. The failure surfaces of the joints tested in Part I have been examined using a variety of analytical techniques and the surface chemistry and morphology compared with that of the “as prepared” (i.e. non-bonded) metal surfaces and cured adhesive. In the present investigation use has been made of an elemental mapping form of X-ray photoelectron spectroscopy (EM-XPS) along with conventional XPS. The surface topography has been examined using scanning electron microscopy and atomic force microscopy. Also, cross-sections of the joints have been studied using the transmission electron microscope. The results reveal that for both the aluminium alloy and EG steel joints that the failure path is complex, and is associated with electrochemical activity (i.e. corrosion) in the case of the latter joints when tested in the “wet” environment. In part III [2], the results presented in the earlier papers will be used to predict the lifetime of single-overlap joints subjected to cyclic fatigue loading.     

The Fatigue and Durability Behaviour of Automotive Adhesives. Part III: Predicting the Service Life

In Part I [1] a fracture mechanics approach has been successfully used to examine the cyclic fatigue behaviour of adhesively-bonded joints, which consisted of aluminium-alloy or electro-galvanised (EG) steel substrates bonded using toughened-epoxy structural paste-adhesives. The adhesive systems are typical of those being considered for use, or in use, for bonding load-bearing components in the automobile industry. The results were plotted in the form of the rate of crack growth per cycle, da/dN, versus the maximum strain-energy release-rate, G_max, applied in the fatigue cycle, using logarithmic axes. In Part II [2] the mechanisms of failure were considered, particularly the mechanisms of environmental attack. The present paper, Part III, discusses the use of the relationship between da/dN and G_max, which can be obtained in a relatively short timescale, to predict the fatigue lifetime of (uncracked) single-overlap joints cyclically loaded in tension. An analytical and a finite-element model have been derived to predict the number of cycles of failure, N_f, for lap joints and, particularly when the latter model was used to deduce the value of the strain-energy release-rate, G, in the lap joints, the agreement between the theoretical predictions and the experimental results is found to be very good.     

Assessing the effects of joint orientation and rock mass quality on fragmentation and overbreak in tunnel blasting

It is well known that rock mass properties exert considerable influence on the process of fragmentation. Observations in a model study and field study using conventional bulk blasting were compared in order to determine the effects of rock mass quality and joint orientation on fragmentation and profile control in tunnel blasting. It was observed in the study that blast results such as average fragment size and depth and cross-sectional area of broken zone were considerably influenced by the joint orientation. Accordingly, it is concluded that larger-capacity loading equipment and deeper blast holes are required informations with joint planes perpendicular to the tunnel axis. However, the number of blast holes should be greater in the case of joints parallel to the tunnel axis. Furthermore, the powder factor (kg / m³) is found to be directly related to the rock mass quality (Q). Optimization of pull and charge per round is required for efficient blasting in weak formations. The use of the contour blasting technique seems to be essential in poor and fair rock masses in order to minimize the overbreak, reduce the support cost, and improve the stability of the opening.