Body mass index, safety hazards, and neighborhood attractiveness.

PubMed

Lovasi, Gina S; Bader, Michael D M; Quinn, James; Neckerman, Kathryn; Weiss, Christopher; Rundle, Andrew

2012-10-01

Neighborhood attractiveness and safety may encourage physical activity and help individuals maintain a healthy weight. However, these neighborhood characteristics may not be equally relevant to health across all settings and population subgroups. To evaluate whether potentially attractive neighborhood features are associated with lower BMI, whether safety hazards are associated with higher BMI, and whether environment-environment interactions are present such that associations for a particular characteristic are stronger in an otherwise supportive environment. Survey data and measured height and weight were collected from a convenience sample of 13,102 adult New York City (NYC) residents in 2000-2002; data analyses were completed 2008-2012. Built-environment measures based on municipal GIS data sources were constructed within 1-km network buffers to assess walkable urban form (density, land-use mix, transit access); attractiveness (sidewalk cafés, landmark buildings, street trees, street cleanliness); and safety (homicide rate, pedestrian-auto collision and fatality rate). Generalized linear models with cluster-robust SEs controlled for individual and area-based sociodemographic characteristics. The presence of sidewalk cafés, density of landmark buildings, and density of street trees were associated with lower BMI, whereas the proportion of streets rated as clean was associated with higher BMI. Interactions were observed for sidewalk cafés with neighborhood poverty, for street-tree density with walkability, and for street cleanliness with safety. Safety hazard indicators were not independently associated with BMI. Potentially attractive community and natural features were associated with lower BMI among adults in NYC, and there was some evidence of effect modification. Copyright © 2012 American Journal of Preventive Medicine. Published by Elsevier Inc. All rights reserved.

Sidewalk Survey Implementation for the Southeast Region

DOT National Transportation Integrated Search

2017-06-01

With funding from GDOT and STRIDE, the team deployed the Online Sidewalk Assessment Survey to gather input on local sidewalk repair and maintenance preferences across a variety of community types in the southeast. The team targeted four major cities ...

Sidewalk data in King County's urban growth boundary.

DOT National Transportation Integrated Search

2013-06-01

This report describes the development of geospatial sidewalk data for the King County Urban : Growth Area. Prior to the development of this data set, sidewalk data in King County were limited to : select jurisdictions and existed in multiple, sometim...

Assessment of sidewalk/bicycle-lane gaps with safety and developing statewide pedestrian [summary].

DOT National Transportation Integrated Search

2016-04-01

Interest in multimodal transportation and walkable/bikeable communities has led to : construction of more sidewalks and bicycle paths. However, in many places, sidewalks or : bicycle paths are not continuous, leaving gaps that force pedestrians and b...

An examination of practices for retrofitting existing roads with sidewalks in the United States.

DOT National Transportation Integrated Search

2010-06-01

In Virginia, as in the United States, many roads were built without sidewalks. With steadily increasing efforts to : develop a more balanced, multimodal transportation system, missing sidewalks pose a unique connectivity issue. Although the : Virgini...

Sidewalk undermining studies : phase I, hydrology and maintenance studies.

DOT National Transportation Integrated Search

1975-01-01

Studies of the maintenance and hydrology considerations involved in a sidewalk undermining problem in the Fairfax area are reported. Sidewalk undermining is attributed principally to a highly erodible soil found in much of the area and to the fact th...

Accessible sidewalks and street crossings : an informational guide

DOT National Transportation Integrated Search

2003-01-01

In order to meet the needs of all sidewalk users, designers must have a clear understanding of the wide range of abilities that occur within the population. Sidewalks, like roadways, should be designed to serve all users. This includes children, olde...

Interim Regional Supplement to the Corps of Engineers Wetland Delineation Manual: Eastern Mountains and Piedmont Region

DTIC Science & Technology

2010-07-01

Sapling/ shrub stratum – Consists of woody plants, excluding vines , less than 3 in. DBH and greater than 3.28 ft (1 m) tall. 3. Herb stratum...excluding woody vines , approximately 20 ft (6 m) or more in height and less than 3 in. (7.6 cm) DBH. 3. Shrub stratum – Consists of woody plants...of height. Sapling/ Shrub – Woody plants, excluding vines , less than 3 in. DBH and greater than 3.28 ft (1 m) tall. Herb – All herbaceous (non

Exterior oblique detail view of sidewalk entry at north side ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Exterior oblique detail view of sidewalk entry at north side of Building 3 from Bay Street sidewalk, looking southeast (with original steps revised to accommodate handicap ramp) - North Beach Place, 475 Bay Street, 475 Bay Street, San Francisco, San Francisco County, CA

Validity of two methods for estimation of vertical jump height.

PubMed

Dias, Jonathan Ache; Dal Pupo, Juliano; Reis, Diogo C; Borges, Lucas; Santos, Saray G; Moro, Antônio R P; Borges, Noé G

2011-07-01

The objectives of this study were (a) to determine the concurrent validity of the flight time (FT) and double integration of vertical reaction force (DIF) methods in the estimation of vertical jump height with the video method (VID) as reference; (b) to verify the degree of agreement among the 3 methods; (c) to propose regression equations to predict the jump height using the FT and DIF. Twenty healthy male and female nonathlete college students participated in this study. The experiment involved positioning a contact mat (CTM) on the force platform (FP), with a video camera 3 m from the FP and perpendicular to the sagittal plane of the subject being assessed. Each participant performed 15 countermovement jumps with 60-second intervals between the trials. Significant differences were found between the jump height obtained by VID and the results with FT (p ≤ 0.01) and DIF (p ≤ 0.01), showing that the methods are not valid. Additionally, the DIF showed a greater degree of agreement with the reference method than the FT did, and both presented a systematic error. From the linear regression test was determined the prediction equations with a high degree of linearity between the methods VID vs. DIF (R = 0.988) and VID vs. FT (R = 0.979). Therefore, the prediction equations suggested may allow coaches to measure the vertical jump performance of athletes by the FT and DIF, using a CTM or an FP, which represents more practical and viable approaches in the sports field; comparisons can then be made with the results of other athletes evaluated by VID.

The Antiaircraft Journal. Volume 92, Number 3, May-June 1949

DTIC Science & Technology

1949-06-01

Ft. Sill, Okla. Daley, Edward J., to 4051st STU Det Arty Sch, Ft. Sill, Okla. Dalton, Joseph R., to Marianas- Bonins Comd, Guam. Darden, Harry 1., to...AAA and GM Br, Ft. Bliss, Tex. Edwards, Dave W., to 4052d ASU AAA and GM Cen, Ft. Bliss, Tex. Eiler, Donald 1., to US Army Caribbean, Quarry Heights

Design for navigation improvements at Nome Harbor, Alaska: Coastal model investigation. Final report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Bottin, R.R.; Acuff, H.F.

1998-09-01

A 1:90-scale (undistorted) three dimensional coastal hydraulic model was used to investigate the design of proposed navigation improvements at Nome Harbor, Alaska, with respect to wave, current, and shoaling conditions at the site. The model reproduced about 3,350 m (11,000 ft) of the Alaskan shoreline, the existing harbor and lower reaches of the Snake River, and sufficient offshore bathymetry in the Norton Sound to permit generation of the required experimental waves. The model was used to determine the impacts of a new entrance channel on wave-induced current patterns and magnitudes, sediment transport patterns, and wave conditions in the new channelmore » and harbor area, as well as to optimize the lengths and alignments of new breakwaters and causeway extensions. A 24.4-m-long (9O-ft-long) unidirectional, spectral wave generator, and automated data acquisition and control system, and a crushed coal tracer material were utilized in model operation. It was concluded from study results that: (a) existing conditions are characterized by rough and turbulent wave conditions in the existing entrance. Very confused wave patterns were observed in the entrance due to wave energy reflected off the vertical walls lining the entrance. Wave heights in excess of 1.5 m (5 ft) were obtained in the entrance for typical storm conditions; and wave heights of almost 3.7 m (12 ft) were obtained in the entrance for 5O-year storm wave conditions with extreme high-water level 4 m (+13 ft); (b) wave conditions along the vertical-faced causeway docks were excessive for existing conditions. Wave heights in excess of 3.7 and 2.7 m (12 and 9 ft) were obtained along the outer and inner docks, respectively, for typical storm conditions; and wave heights of almost 7 and 5.8 m (23 and 19 ft) were recorded along these docks, respectively, for 5-year storm wave conditions with extreme high-water levels.« less

Assessing canopy cover over streets and sidewalks in street tree populations

Treesearch

S.E. Maco; E.G. McPherson

2002-01-01

Total canopy cover and canopy cover over street and sidewalk surfaces were estimated for street trees in Davis, California, U.S. Calculations were made using simple trigonometric equations based on the results of a sample inventory. Canopy cover from public trees over streets and sidewalks varied between 4% and 46% by city zone, averaging 14% citywide. Consideration of...

Enrichment of OpenStreetMap Data Completeness with Sidewalk Geometries Using Data Mining Techniques.

PubMed

Mobasheri, Amin; Huang, Haosheng; Degrossi, Lívia Castro; Zipf, Alexander

2018-02-08

Tailored routing and navigation services utilized by wheelchair users require certain information about sidewalk geometries and their attributes to execute efficiently. Except some minor regions/cities, such detailed information is not present in current versions of crowdsourced mapping databases including OpenStreetMap. CAP4Access European project aimed to use (and enrich) OpenStreetMap for making it fit to the purpose of wheelchair routing. In this respect, this study presents a modified methodology based on data mining techniques for constructing sidewalk geometries using multiple GPS traces collected by wheelchair users during an urban travel experiment. The derived sidewalk geometries can be used to enrich OpenStreetMap to support wheelchair routing. The proposed method was applied to a case study in Heidelberg, Germany. The constructed sidewalk geometries were compared to an official reference dataset ("ground truth dataset"). The case study shows that the constructed sidewalk network overlays with 96% of the official reference dataset. Furthermore, in terms of positional accuracy, a low Root Mean Square Error (RMSE) value (0.93 m) is achieved. The article presents our discussion on the results as well as the conclusion and future research directions.

Are Locked Facets a Contraindication for Extreme Lateral Interbody Fusion?

PubMed

Navarro-Ramirez, Rodrigo; Lang, Gernot; Moriguchi, Yu; Elowitz, Eric; Corredor, Jose Alfredo; Avila, Mauricio J; Gotfryd, Alberto; Alimi, Marjan; Gandevia, Lena; Härtl, Roger

2017-04-01

Extreme lateral interbody fusion (ELIF) has gained popularity as a minimally invasive treatment allowing for indirect decompression of neural elements. However, evidence regarding the influence of facet degeneration (FD) and facet tropism (FT) toward indirect decompression is lacking. The aim of the study was to evaluate whether indirect decompression is impaired by FD and FT in patients undergoing ELIF. Thirty-seven patients undergoing ELIF were included in a retrospective study. Radiographic parameters including disk height, segmental disk angle, foraminal area, FD, FT, and clinical outcome parameters (Oswestry Disability Index and Visual Analog Scale) were measured preoperatively and postoperatively. FD and FT were correlated with radiographic and clinical outcome parameters in order to determine predictors restricting indirect decompression. Thirty-seven patients with a total of 74 levels were analyzed. Clinical and radiographic outcome measures including central canal area (Δ = +17.2 mm 2 ), mean disk height (Δ = +3 mm), and foraminal area (Δ = +9.9 mm 2 ) revealed significant improvement compared with before surgery (P ≤ 0.05). Patients with severe FD (grade 4) were more likely to have FT ≥ 12 degrees (32.3%) than patients without/mild (grades 0 and 1; 10%) or moderate FD (grades 2 and 3; 13%), P ≤ 0.05. FD and FT did not affect disk height restoration, foraminal area, canal surface area, or clinical outcome measures (P ≥ 0.05). Indirect decompression of neural elements in ELIF is not impaired by FD and FT are not relative contraindications in patients undergoing ELIF. Copyright © 2016. Published by Elsevier Inc.

Effects of various spacings on loblolly pine growth

Treesearch

W.E. Walmer; E.G. Owens; J.R. Jorgensen

1975-01-01

Four spacings of loblolly pine trees (6 by 6 ft, 8 by 8 ft, 10 by 10 ft, II by 12 ft) were studied for 15 years at the Calhoun Experlmental Forest ne.ar Union, South carolina. The two wider spacings at 15 years produced trees of greater height, larger diometer, and more sawtimber voll.tne while the two narrower spacings favored bds4l area growth and total cubfc volume...

Klamath Falls downtown development geothermal sidewalk snowmelt

DOE Office of Scientific and Technical Information (OSTI.GOV)

Brown, B.

1995-10-01

The Klamuth Falls, Oregon, downtown has seen a period of decline over the past 20 years as businesses have moved to new suburban shopping centers. Downtown business owners and the Klamuth Falls Downtown Redevelopment Agency are working to reverse that trend with a Downtown Streetscape Project intended to make the downtown a more pleasant place to work and do business. The visible elements of the project include new crosswalks with brick pavers, wheelchair ramps at sidewalk corners, new concrete sidewalks with a consistent decorative grid pattern, sidewalk planters for trees and flowers, and antique-style park benches and lighting fixtures. Amore » less visible, but equally valuable feature of the project is the plastic tubing installed under the sidewalks, wheelchair ramps and crosswalks, designed to keep them snow and ice free in the winter. A unique feature of the snowmelt system is the use of geothermal heated water on the return side of the Klamath Falls Geothermal District Heating System, made possible by the recent expansion of the district heating system.« less

Cost-effectiveness of investing in sidewalks as a means of increasing physical activity: a RESIDE modelling study

PubMed Central

Veerman, J Lennert; Zapata-Diomedi, Belen; Gunn, Lucy; McCormack, Gavin R; Cobiac, Linda J; Mantilla Herrera, Ana Maria; Giles-Corti, Billie; Shiell, Alan

2016-01-01

Background Studies consistently find that supportive neighbourhood built environments increase physical activity by encouraging walking and cycling. However, evidence on the cost-effectiveness of investing in built environment interventions as a means of promoting physical activity is lacking. In this study, we assess the cost-effectiveness of increasing sidewalk availability as one means of encouraging walking. Methods Using data from the RESIDE study in Perth, Australia, we modelled the cost impact and change in health-adjusted life years (HALYs) of installing additional sidewalks in established neighbourhoods. Estimates of the relationship between sidewalk availability and walking were taken from a previous study. Multistate life table models were used to estimate HALYs associated with changes in walking frequency and duration. Sensitivity analyses were used to explore the impact of variations in population density, discount rates, sidewalk costs and the inclusion of unrelated healthcare costs in added life years. Results Installing and maintaining an additional 10 km of sidewalk in an average neighbourhood with 19 000 adult residents was estimated to cost A$4.2 million over 30 years and gain 24 HALYs over the lifetime of an average neighbourhood adult resident population. The incremental cost-effectiveness ratio was A$176 000/HALY. However, sensitivity results indicated that increasing population densities improves cost-effectiveness. Conclusions In low-density cities such as in Australia, installing sidewalks in established neighbourhoods as a single intervention is unlikely to cost-effectively improve health. Sidewalks must be considered alongside other complementary elements of walkability, such as density, land use mix and street connectivity. Population density is particularly important because at higher densities, more residents are exposed and this improves the cost-effectiveness. Health gain is one of many benefits of enhancing neighbourhood walkability and future studies might consider a more comprehensive assessment of its social value (eg, social cohesion, safety and air quality). PMID:27650762

Corps of Engineers Hydraulic Design Criteria. Volume 2

DTIC Science & Technology

1977-01-01

21.7 (Chart 310-1/1) 6 a = T - =0.3 ft. 2.7 Effective pressure D + a = 75.0 + 0.3 = 75.3 ft. I : CREST GATES1 WAVC PRESSURE SAMPLE COMPUTATION HYDRAULIC... T -x 75.3.- 25.7 ft Maximum hydraulic load on gate (R) RR y + -j--- x gate height V y - specific weight of water -62.4 lb/ft 3 16.41.7;+25.7)2...j- xhih f tutr -62.4 ( -2;5.) 80 - 192,000 lb/ft of width / t Note: Equivalent for still-water level is 175,000 lb/ft of width. CREST GATES WAVE

Potential fire behavior is reduced following forest restoration treatments

Treesearch

Peter Z. Fule; Charles McHugh; Thomas A. Heinlein; W. Wallace Covington

2001-01-01

Potential fire behavior was compared under dry, windy weather conditions in 12 ponderosa pine stands treated with alternative thinning prescriptions in the wildland/urban interface of Flagstaff, Arizona. Prior to thinning, stands averaged 474 trees/ acre, 158 ft2/acre basal area, crown bulk density 0.0045 lb/ft3, and crown base height 19.2 ft. Three thinning treatments...

50 CFR 654.6 - Vessel and gear identification.

Code of Federal Regulations, 2010 CFR

2010-10-01

... ADMINISTRATION, DEPARTMENT OF COMMERCE STONE CRAB FISHERY OF THE GULF OF MEXICO General Measures § 654.6 Vessel... vessels over 25 ft (7.6 m) long, on an appropriate weather deck, so as to be clearly visible from an... 65 ft (19.8 m) long; at least 10 inches (25.4 cm) in height for vessels over 25 ft (7.6 m) long; and...

Cost-effectiveness of investing in sidewalks as a means of increasing physical activity: a RESIDE modelling study.

PubMed

Veerman, J Lennert; Zapata-Diomedi, Belen; Gunn, Lucy; McCormack, Gavin R; Cobiac, Linda J; Mantilla Herrera, Ana Maria; Giles-Corti, Billie; Shiell, Alan

2016-09-20

Studies consistently find that supportive neighbourhood built environments increase physical activity by encouraging walking and cycling. However, evidence on the cost-effectiveness of investing in built environment interventions as a means of promoting physical activity is lacking. In this study, we assess the cost-effectiveness of increasing sidewalk availability as one means of encouraging walking. Using data from the RESIDE study in Perth, Australia, we modelled the cost impact and change in health-adjusted life years (HALYs) of installing additional sidewalks in established neighbourhoods. Estimates of the relationship between sidewalk availability and walking were taken from a previous study. Multistate life table models were used to estimate HALYs associated with changes in walking frequency and duration. Sensitivity analyses were used to explore the impact of variations in population density, discount rates, sidewalk costs and the inclusion of unrelated healthcare costs in added life years. Installing and maintaining an additional 10 km of sidewalk in an average neighbourhood with 19 000 adult residents was estimated to cost A$4.2 million over 30 years and gain 24 HALYs over the lifetime of an average neighbourhood adult resident population. The incremental cost-effectiveness ratio was A$176 000/HALY. However, sensitivity results indicated that increasing population densities improves cost-effectiveness. In low-density cities such as in Australia, installing sidewalks in established neighbourhoods as a single intervention is unlikely to cost-effectively improve health. Sidewalks must be considered alongside other complementary elements of walkability, such as density, land use mix and street connectivity. Population density is particularly important because at higher densities, more residents are exposed and this improves the cost-effectiveness. Health gain is one of many benefits of enhancing neighbourhood walkability and future studies might consider a more comprehensive assessment of its social value (eg, social cohesion, safety and air quality). Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/

View of steel warehouses, building 710 north sidewalk; camera facing ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

View of steel warehouses, building 710 north sidewalk; camera facing east. - Naval Supply Annex Stockton, Steel Warehouse Type, Between James & Humphreys Drives south of Embarcadero, Stockton, San Joaquin County, CA

Evaluation of Production Processes to Identify Essential Equipment

DTIC Science & Technology

1986-06-01

of Severe Dmae AMRed Sevre DUMP Suultlvity Drop Ht Imfpat vel Drap Ht Impact Val (ft) (ft/see) (ft) (ft/see) High 0.75 7 6 20 Normal 1.5 10 14 30 Low...below and overhead shnuld not contain any major structural defects . V-35 S. •. .’,’,....,, ,.- ./ ’•’ % .. ,. •/•/. .. /.: ... /.’•.,,..,•..,’’./ ¢.€ 3...included as one of the floor systems listed herein. 4. The floor system must have no serious structural defects . 5. The floor-to-ceiling height mat not

Identifying impediments and solutions to sidewalk project implementation in Pennsylvania.

DOT National Transportation Integrated Search

2016-09-30

The purpose of this research project was to evaluate the implementation issues of sidewalk projects that are funded through various federal programs administrated by the Pennsylvania Department of Transportation (PennDOT). This evaluation has identif...

44. Detail view looking east along sidewalk on the south ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

44. Detail view looking east along sidewalk on the south side of the 300 block of East Washington Street - Washington Street Downtown Corridor, Washington Street between Alabama Street & Senate Avenue, Indianapolis, Marion County, IN

An Evaluation of detectable warning surfaces for sidewalk curb ramps.

DOT National Transportation Integrated Search

1995-01-01

The 1991 Americans with Disabilities Act Accessibility Guidelines required the installation of a detectable warning surface (raised truncated domes) on sidewalk curb ramps to alert visually impaired people to potential hazards. Although this requirem...

Sidewalks promote walking

DOT National Transportation Integrated Search

2004-12-01

Of Americas 205 million adults, 86% took walks during the summer months of 2002, and 40% of those walkers walked more than 15 days per month. Fourteen percent of adult Americans state they never take walks. The presence of sidewalks has a ...

DOE Office of Scientific and Technical Information (OSTI.GOV)

Viklander, M.

Sediments that had accumulated during the winter season, and which were left at the surface when the snow had melted, were studied with regard to physical and chemical characteristics. The investigation was carried out in the city of Luleaa, which is located in northern Sweden. Sediment samples were collected in the city center and in a housing area at streets with different traffic loads. The results showed that the amount of the sediments at a street surface was evidently affected by the presence of a sidewalk. The street with a sidewalk accumulated much more sediment than the street without amore » sidewalk. Both of these streets had approximately the same traffic load. The sidewalk also affected the particle size distribution. The content of heavy metals in the sediments varied with the traffic load and the area type. The highest concentration of cadmium, lead, and zinc was found in the street with the highest traffic load.« less

5. SOUTHEAST CORNER AND COURTYARD OPENING, FROM F STREET SIDEWALK ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. SOUTHEAST CORNER AND COURTYARD OPENING, FROM F STREET SIDEWALK SOUTHEAST OF BUILDING, LOOKING NORTH-NORTHWEST. - Oakland Naval Supply Center, Administration Building-Dental Annex-Dispensary, Between E & F Streets, East of Third Street, Oakland, Alameda County, CA

8. July, 1970 DETAIL OF BRICK SIDEWALK AND GRANITE CURB, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

8. July, 1970 DETAIL OF BRICK SIDEWALK AND GRANITE CURB, LOOKING EAST ON NORTH SIDE OF INDIA STREET FROM DRIVEWAY OF 31 INDIA STREET - India Street Neighborhood Study, 15-45 India Street, Nantucket, Nantucket County, MA

7. July, 1970 DETAIL OF BRICK SIDEWALK AND GRANITE CURB, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. July, 1970 DETAIL OF BRICK SIDEWALK AND GRANITE CURB, LOOKING EAST ON NORTH SIDE OF INDIA STREET FROM DRIVEWAY OF 31 INDIA STREET - India Street Neighborhood Study, 15-45 India Street, Nantucket, Nantucket County, MA

Identifying impediments and solutions to sidewalk project implementation in Pennsylvania : final report.

DOT National Transportation Integrated Search

2016-09-30

The purpose of this research project was to evaluate the implementation issues of sidewalk projects that are funded through various federal programs administrated by the Pennsylvania Department of Transportation (PennDOT). This evaluation has identif...

View looking south from sidewalk includes halfthrough west girder on ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

View looking south from sidewalk includes half-through west girder on left and raging river (upstream) on right. - Raging River Bridge No. 234A, Preston-Fall City Road & Southeast Forty-fourth Place, Fall City, King County, WA

10. DETAIL VIEW OF SIDEWALK RAILING, SHOWING WELDED SEAM, 'ILLINOISSUSA' ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. DETAIL VIEW OF SIDEWALK RAILING, SHOWING WELDED SEAM, 'ILLINOIS-S-USA' ROLLER MARK, AND WELDER'S INITIALS ('C.K.'), LOOKING NORTH-NORTHWEST Harms - Benton Street Bridge, Spanning Iowa River at Benton Street, Iowa City, Johnson County, IA

50 CFR 622.188 - Required gear, authorized gear, and unauthorized gear.

Code of Federal Regulations, 2014 CFR

2014-10-01

... is a gillnet with stretched mesh measurements of 3 to 4.75 inches (7.6 to 12.1 cm) that is attached... bait net is a gillnet not exceeding 50 ft (15.2 m) in length or 10 ft (3.1 m) in height with stretched...

50 CFR 622.188 - Required gear, authorized gear, and unauthorized gear.

Code of Federal Regulations, 2013 CFR

2013-10-01

... is a gillnet with stretched mesh measurements of 3 to 4.75 inches (7.6 to 12.1 cm) that is attached... bait net is a gillnet not exceeding 50 ft (15.2 m) in length or 10 ft (3.1 m) in height with stretched...

National Program for Inspection of Non-Federal Dams, Wheeler Dam (NH 00028), Arlington Mill Reservoir, Merrimack River Basin, Salem, New Hampshire. Phase I Inspection Report.

DTIC Science & Technology

1978-08-01

dam is a concrete gravity dam with earth abutments. It is 730 ft. long and the maximum height of it is 54 ft. The dam is assessed to be in poor...concrete gravity dam with earth abutments constructed in 1920. Overall length is 730 feet and maximum height is 54 feet. The Spicket River flows 5...the Spillway Test flood is based on the estimated "Probable Maximum Flood" for the region ( greatest reasonably possible storm runoff), or fractions

Steeply dipping heaving bedrock, Colorado: Part 1 - Heave features and physical geological framework

USGS Publications Warehouse

Noe, D.C.; Higgins, J.D.; Olsen, H.W.

2007-01-01

Differentially heaving bedrock has caused severe damage near the Denver metropolitan area. This paper describes heave-feature morphologies, the underlying bedrock framework, and their inter-relationship. The heave features are linear to curvilinear and may attain heights of 0.7 m (2.4 ft), widths of 58 m (190 ft), and lengths of 1,067 m (3,500 ft). They are nearly symmetrical to highly asymmetrical in cross section, with width-to-height ratios of 45:1 to 400:1, and most are oriented parallel with the mountain front. The bedrock consists of Mesozoic sedimentary formations having dip angles of 30 degrees to vertical to overturned. Mixed claystone-siltstone bedding sequences up to 36-m (118-ft) thick are common in the heave-prone areas, and interbeds of bentonite, limestone, or sandstone may be present. Highly fractured zones of weathered to variably weathered claystone extend to depths of 19.5 to 22.3 m (64 to 73 ft). Fracture spacings are 0.1 to 0.2 m (0.3 to 0.7 ft) in the weathered and variably weathered bedrock and up to 0.75 m (2.5 ft) in the underlying, unweathered bedrock. Curvilinear shear planes in the weathered claystone show thrust or reverse offsets up to 1.2 m (3.9 ft). Three associations between heave-feature morphologies and the geological framework are recognized: (1) Linear, symmetrical to asymmetrical heaves are associated with primary bedding composition changes. (2) Linear, highly asymmetrical heaves are associated with shear planes along bedding. (3) Curvi-linear, highly asymmetrical heaves are associated with bedding-oblique shear planes.

Sidewalk undermining studies : phase III, field and model studies.

DOT National Transportation Integrated Search

1979-01-01

The results of the early studies of the undermining problems are summarized in the initial portion of this report. Additionally, the design and use of a model sidewalk for testing procedures for preventing undermining are described. Based upon tests ...

Applicability of radar subsurface profiling in estimating sidewalk undermining.

DOT National Transportation Integrated Search

1979-01-01

An evaluation was made of the applicability of the geophysical technique of radar subsurface profiling to estimating the extent of sidewalk undermining. It was found that there is a distinct difference between the observed radar echo patterns of a no...

10. VIEW SHOWING FRAGMENTED AND INTACT ORIGINAL SIDEWALK ALONG SOUTH ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. VIEW SHOWING FRAGMENTED AND INTACT ORIGINAL SIDEWALK ALONG SOUTH SIDE OF SHERMAN CANAL, BETWEEN DELL AVENUE VEHICULAR BRIDGE AND GRAND CANAL COURT PEDESTRIAN BRIDGE, LOOKING EAST - Venice Canals, Community of Venice, Los Angeles, Los Angeles County, CA

Methods for Meeting the Intent of the ADA in Sidewalk Cross-Slope Design

DOT National Transportation Integrated Search

2000-01-01

This summary report is a review of research undertaken to determine appropriate sidewalk cross-slope design in accordance wit the Americans with Disabilities Act (ADA). The research methods used are described and specific recommendations are provided...

5. A PHOTO IMAGE FROM THE WEST SIDEWALK LOOKING EAST ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. A PHOTO IMAGE FROM THE WEST SIDEWALK LOOKING EAST TOWARD THE ENTRY GATES AND PORTIONS OF RILEY PARK - Delphi Bridge on U.S. Route 421, Spanning Deer Creek at U.S. Route 421, Delphi, Carroll County, IN

Effects of recombinant human growth hormone in the treatment of dwarfism and relationship between IGF-1, IGFBP-3 and thyroid hormone

PubMed Central

Ren, Shanxiang; Nie, Yuxiang; Wang, Aihong

2016-01-01

The effects of recombinant human growth hormone (rhGH) in the treatment of dwarfism and the relationship between insulin-like growth factor (IGF)-1, IGF-binding protein (IGFBP)-3 and thyroid hormone were examined in the present study. For this purpose, 66 patients diagnosed with dwarfism were selected retrospectively, with 36 cases of growth hormone deficiency (GHD) and 30 cases of idiopathic short stature (ISS). The therapeutic dose of GHD 0.10 IU/kg·day and ISS 0.15 IU/kg·day were injected subcutaneously every night before sleep until adulthood. The average follow-up was 5 years, and the results were evaluated and measured every 3 months, including height, BA, secondary test of growth hormone (GH peak), IGF-1, IGFBP-3 and thyroid hormone (FT3, FT4 and TSH). After treatment, the height, BA, GH peak, IGF-A and IGFBP-3 of the GHD group were all increased, and the differences were statistically significant (P<0.05), while FT3, FT4 and TSH had no significant change (P<0.05). The height and BA increased and the differences were statistically significant (P<0.05). The indexes of the ISS group were not statistically significant (P>0.05). The results of the Pearson-related analysis suggested that GH peak of the GHD group, IGF-1 and IGFBP-3 were positively associated with height (P<0.05), and had no relationship with BA (P<0.05). None of the above indexes of the ISS group had an obvious correlation with height and BA (P>0.05). rhGH was effective for GHD and ISS, with the GHD effect being positively associated with the GH peak, IGF-1 and IGFBP-3. ISS had no obvious relationship with GH peak, IGF-1 and IGFBP-3 although other influencing factors may be involved. PMID:28105090

Effects of recombinant human growth hormone in the treatment of dwarfism and relationship between IGF-1, IGFBP-3 and thyroid hormone.

PubMed

Ren, Shanxiang; Nie, Yuxiang; Wang, Aihong

2016-12-01

The effects of recombinant human growth hormone (rhGH) in the treatment of dwarfism and the relationship between insulin-like growth factor (IGF)-1, IGF-binding protein (IGFBP)-3 and thyroid hormone were examined in the present study. For this purpose, 66 patients diagnosed with dwarfism were selected retrospectively, with 36 cases of growth hormone deficiency (GHD) and 30 cases of idiopathic short stature (ISS). The therapeutic dose of GHD 0.10 IU/kg·day and ISS 0.15 IU/kg·day were injected subcutaneously every night before sleep until adulthood. The average follow-up was 5 years, and the results were evaluated and measured every 3 months, including height, BA, secondary test of growth hormone (GH peak), IGF-1, IGFBP-3 and thyroid hormone (FT3, FT4 and TSH). After treatment, the height, BA, GH peak, IGF-A and IGFBP-3 of the GHD group were all increased, and the differences were statistically significant (P<0.05), while FT3, FT4 and TSH had no significant change (P<0.05). The height and BA increased and the differences were statistically significant (P<0.05). The indexes of the ISS group were not statistically significant (P>0.05). The results of the Pearson-related analysis suggested that GH peak of the GHD group, IGF-1 and IGFBP-3 were positively associated with height (P<0.05), and had no relationship with BA (P<0.05). None of the above indexes of the ISS group had an obvious correlation with height and BA (P>0.05). rhGH was effective for GHD and ISS, with the GHD effect being positively associated with the GH peak, IGF-1 and IGFBP-3. ISS had no obvious relationship with GH peak, IGF-1 and IGFBP-3 although other influencing factors may be involved.

JF-102A on ramp

NASA Technical Reports Server (NTRS)

1956-01-01

Convair JF-102A (54-1374) on the ramp at NACA High-Speed Flight Station , Edwards, California in 1956. The most prominent new feature distinguishing the JF-102A from the YF-102 was a longer fuselage with a pinched or 'coke-bottle' waist. Note wing-fences on both wings. The JF-102A Characteristics are: Wing Span, ft. 38.1 Fuselage length, ft. 63.4 Vertical Tail height, ft. 21.2 Power Plant: Pratt & Whitney J57-P-23 turbojet

30. VIEW OF THE WESTERN SIDEWALK ON PIER 5, SHOWING ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

30. VIEW OF THE WESTERN SIDEWALK ON PIER 5, SHOWING DEDICATION PLAQUE ON EASTERN PIER TOWER, LOOKING EAST - West End-North Side Bridge, Spanning Ohio River, approximately 1 mile downstream from confluence of Monongahela & Allegheny rivers, Pittsburgh, Allegheny County, PA

3. SOUTH SIDE, OBLIQUE VIEW, FROM F STREET SIDEWALK, LOOKING ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. SOUTH SIDE, OBLIQUE VIEW, FROM F STREET SIDEWALK, LOOKING NORTHWEST, WITH BUILDING 222 ACROSS 3RD STREET AT LEFT. - Oakland Naval Supply Center, Administration Building-Dental Annex-Dispensary, Between E & F Streets, East of Third Street, Oakland, Alameda County, CA

6. DECK OF SIDEWALK AND GUARD RAILS. LOOKING NORTH. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. DECK OF SIDEWALK AND GUARD RAILS. LOOKING NORTH. - Route 31 Bridge, New Jersey Route 31, crossing disused main line of Central Railroad of New Jersey (C.R.R.N.J.) (New Jersey Transit's Raritan Valley Line), Hampton, Hunterdon County, NJ

5. DECK FROM SOUTH, ON EAST SIDEWALK. LOOKING NORTH. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. DECK FROM SOUTH, ON EAST SIDEWALK. LOOKING NORTH. - Route 31 Bridge, New Jersey Route 31, crossing disused main line of Central Railroad of New Jersey (C.R.R.N.J.) (New Jersey Transit's Raritan Valley Line), Hampton, Hunterdon County, NJ

Measurement errors when estimating the vertical jump height with flight time using photocell devices: the example of Optojump.

PubMed

Attia, A; Dhahbi, W; Chaouachi, A; Padulo, J; Wong, D P; Chamari, K

2017-03-01

Common methods to estimate vertical jump height (VJH) are based on the measurements of flight time (FT) or vertical reaction force. This study aimed to assess the measurement errors when estimating the VJH with flight time using photocell devices in comparison with the gold standard jump height measured by a force plate (FP). The second purpose was to determine the intrinsic reliability of the Optojump photoelectric cells in estimating VJH. For this aim, 20 subjects (age: 22.50±1.24 years) performed maximal vertical jumps in three modalities in randomized order: the squat jump (SJ), counter-movement jump (CMJ), and CMJ with arm swing (CMJarm). Each trial was simultaneously recorded by the FP and Optojump devices. High intra-class correlation coefficients (ICCs) for validity (0.98-0.99) and low limits of agreement (less than 1.4 cm) were found; even a systematic difference in jump height was consistently observed between FT and double integration of force methods (-31% to -27%; p<0.001) and a large effect size (Cohen's d >1.2). Intra-session reliability of Optojump was excellent, with ICCs ranging from 0.98 to 0.99, low coefficients of variation (3.98%), and low standard errors of measurement (0.8 cm). It was concluded that there was a high correlation between the two methods to estimate the vertical jump height, but the FT method cannot replace the gold standard, due to the large systematic bias. According to our results, the equations of each of the three jump modalities were presented in order to obtain a better estimation of the jump height.

Measurement errors when estimating the vertical jump height with flight time using photocell devices: the example of Optojump

PubMed Central

Attia, A; Chaouachi, A; Padulo, J; Wong, DP; Chamari, K

2016-01-01

Common methods to estimate vertical jump height (VJH) are based on the measurements of flight time (FT) or vertical reaction force. This study aimed to assess the measurement errors when estimating the VJH with flight time using photocell devices in comparison with the gold standard jump height measured by a force plate (FP). The second purpose was to determine the intrinsic reliability of the Optojump photoelectric cells in estimating VJH. For this aim, 20 subjects (age: 22.50±1.24 years) performed maximal vertical jumps in three modalities in randomized order: the squat jump (SJ), counter-movement jump (CMJ), and CMJ with arm swing (CMJarm). Each trial was simultaneously recorded by the FP and Optojump devices. High intra-class correlation coefficients (ICCs) for validity (0.98-0.99) and low limits of agreement (less than 1.4 cm) were found; even a systematic difference in jump height was consistently observed between FT and double integration of force methods (-31% to -27%; p<0.001) and a large effect size (Cohen’s d>1.2). Intra-session reliability of Optojump was excellent, with ICCs ranging from 0.98 to 0.99, low coefficients of variation (3.98%), and low standard errors of measurement (0.8 cm). It was concluded that there was a high correlation between the two methods to estimate the vertical jump height, but the FT method cannot replace the gold standard, due to the large systematic bias. According to our results, the equations of each of the three jump modalities were presented in order to obtain a better estimation of the jump height. PMID:28416900

Smart Climatology System

DTIC Science & Technology

2010-09-24

12 2.1 Downscaling /Reanalysis Data ................................................................................ 12 2.2 Downscaling of...Comparison of Resolutions of Maximum Significant Wave heights for La Niña >= 8 ft >= 6 ft 12 2 Data Production Issues 2.1 Downscaling /Reanalysis...numerical weather prediction systems. The usage of satellite data , for example, is markedly different than the past practice. This played havoc with

6. AN IMAGE LOOKING NORTH ALONG THE BRIDGE SIDEWALK, SHOWING ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. AN IMAGE LOOKING NORTH ALONG THE BRIDGE SIDEWALK, SHOWING THE CONCRETE BALUSTRADES, LAMP STANDARDS AND ASPHALT ROADWAY. - County Line Bridge, Spanning St. Joseph River at State Route 219, 0.6 mile south of U.S. Route 20, Osceola, St. Joseph County, IN

36 CFR 910.66 - Sidewalk setback.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 36 Parks, Forests, and Public Property 3 2011-07-01 2011-07-01 false Sidewalk setback. 910.66 Section 910.66 Parks, Forests, and Public Property PENNSYLVANIA AVENUE DEVELOPMENT CORPORATION GENERAL GUIDELINES AND UNIFORM STANDARDS FOR URBAN PLANNING AND DESIGN OF DEVELOPMENT WITHIN THE PENNSYLVANIA AVENUE...

36 CFR 910.66 - Sidewalk setback.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 36 Parks, Forests, and Public Property 3 2010-07-01 2010-07-01 false Sidewalk setback. 910.66 Section 910.66 Parks, Forests, and Public Property PENNSYLVANIA AVENUE DEVELOPMENT CORPORATION GENERAL GUIDELINES AND UNIFORM STANDARDS FOR URBAN PLANNING AND DESIGN OF DEVELOPMENT WITHIN THE PENNSYLVANIA AVENUE...

3. View looking S down West Broad Street sidewalk showing ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. View looking S down West Broad Street sidewalk showing S half of Gate in foreground, Wickersham fence running parallel to West Broad St. and Passenger Station in background. - Central of Georgia Railway, Cotton Yard Gates, West Broad Street, Savannah, Chatham County, GA

EVALUATION METHOD ON LEVEL-OF-SERVICE OF SHARED USE SIDEWALKS BY PEDESTRIANS AND BICYCLES USING HINDRANCE EVENTS INDICES FOR ANALYSIS OF NECESSITY OF SEPARATION

NASA Astrophysics Data System (ADS)

Yamanaka, Hideo

Problems of shared use of bicycles and pedestrians on sidewalks have been an important issue for cycling policy promotion in Japan. Several studies on evaluation methods of shared use have been carried out, but it remains no appropriate index which can be used operationally in planning process. The aim of this study is to develop a method of evaluation of level-of-service for the shared use sidewalks using hindrance events index which newly considers the gap width in meeting and passing of cycling and pedestrians. This index can be estimated only by traffic volume, velocity, width of sidewalks which can be obtained in usual traffic observation. In conclusion, the author shows the appropriate indices which can explains conflicts behavior and unsafe sense of street users, and show the present situation of necessity of separation of existing streets in Japan by analyzing the ratio of street miles by the LOS.

CREW Escape Capsule Retrorocket Concept. Volume 2. Selection of a Retrorocket System

DTIC Science & Technology

1977-05-01

Unlimited. 17 DISTRIUTION ST ATEMENT (or h & afiertct entered In Block 20 it different from Repor ) e IS SUPPLEMENTARY NOTES 19 K(EY WOrlDS (Continue -r...c.& UNCLASSIFIED SECUR TN CLASSIFICATION OF THIS PAGE(Wrin Veta Entered) 20. combination with recovery system descent rates of 30 through 60 ft/sec...thrusts are calculated by equation 1. A value of ignition height error E = ±0.5 ft or 2 JEL = 1.0 ft was selected as a design goal based on previous

14 CFR 151.93 - Buildings; utilities; sidewalks; parking areas; and landscaping.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Buildings; utilities; sidewalks; parking areas; and landscaping. 151.93 Section 151.93 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Commerce Weather Bureau if available, or other evidence satisfactory to the Administrator. (b) Airport...

14 CFR 151.93 - Buildings; utilities; sidewalks; parking areas; and landscaping.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Buildings; utilities; sidewalks; parking areas; and landscaping. 151.93 Section 151.93 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Commerce Weather Bureau if available, or other evidence satisfactory to the Administrator. (b) Airport...

14 CFR 151.93 - Buildings; utilities; sidewalks; parking areas; and landscaping.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Buildings; utilities; sidewalks; parking areas; and landscaping. 151.93 Section 151.93 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Commerce Weather Bureau if available, or other evidence satisfactory to the Administrator. (b) Airport...

14 CFR 151.93 - Buildings; utilities; sidewalks; parking areas; and landscaping.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Buildings; utilities; sidewalks; parking areas; and landscaping. 151.93 Section 151.93 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS Project Programming Standards § 151...

Sidewalk Social Studies.

ERIC Educational Resources Information Center

Hatcher, Barbara; Olson, Mary

1984-01-01

Elementary teachers can increase public awareness of the value of social studies by having students conduct a sidewalk fair in a local shopping mall. One exemplary fair used the "Revolutionary Times" in American history theme; students read stories, showed filmstrips, and sang songs. Considerations for implementing a fair are discussed. (RM)

14 CFR 151.93 - Buildings; utilities; sidewalks; parking areas; and landscaping.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Buildings; utilities; sidewalks; parking areas; and landscaping. 151.93 Section 151.93 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRPORTS FEDERAL AID TO AIRPORTS Project Programming Standards § 151...

2. GRADIENT INTO A STREET IN SUPPLY CENTER, FROM SIDEWALK ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

2. GRADIENT INTO A STREET IN SUPPLY CENTER, FROM SIDEWALK ON SOUTHERN SIDE OF BRIDGE AT A POINT EAST OF 4TH STREET, LOOKING WEST, WITH MONUMENT AT END OF A STREET. - Oakland Naval Supply Center, Maritime Street Overpass, Connecting Seventh Street & Third Street, Oakland, Alameda County, CA

Wind adjustment factors for predicting fire behavior in three fuel types in Alaska.

Treesearch

Rodney A. Norum

1983-01-01

Factors for adjusting wind velocities from the 20-foot standard anemometer height down to an average wildfire midflame height (3.5 ft for the fuels studied) are given for exposed, partially sheltered, and sheltered fuels in Alaska. The values are suitable for predicting wildfire behavior.

Mean wind speed below building height in residential neighborhoods with different tree densities

Treesearch

G.M. Heisler

1990-01-01

There is little available knowledge of the absolute or relative effects of trees and buildings on wind at or below building height in residential neighborhoods. In this study, mean wind speed was measured at a height of 6.6 ft (2 m) in neighborhoods of single-family houses. BuIlding densities ranged between 6% and 12% of the land ares, and tree-cover densities were...

DRAWING R100131, COMPANY OFFICERS' AREA, BUILDING LOCATIONS, DRIVEWAYS, AND SIDEWALKS, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

DRAWING R-1001-31, COMPANY OFFICERS' AREA, BUILDING LOCATIONS, DRIVEWAYS, AND SIDEWALKS, LAS LOMAS AND BUENA VISTA DRIVES. Ink on linen, signed by H.B. Nurse. Date has been erased, but probably June 15, 1933. Also marked "PWC 104288." - Hamilton Field, East of Nave Drive, Novato, Marin County, CA

DRAWING R100132, FIELD OFFICERS' AREA, BUILDING LOCATIONS, DRIVEWAYS, AND SIDEWALKS, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

DRAWING R-1001-32, FIELD OFFICERS' AREA, BUILDING LOCATIONS, DRIVEWAYS, AND SIDEWALKS, SOUTH CIRCLE, CASA GRANDE REAL, AND SEQUOIA DRIVES. Ink on linen, signed by H.B. Nurse. Date has been erased, but probably June 15, 1933. Also marked "PWC 104289." - Hamilton Field, East of Nave Drive, Novato, Marin County, CA

FRONT (RIGHT SIDE) OBLIQUE VIEW OF HOUSE, WITH SIDEWALK IN ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

FRONT (RIGHT SIDE) OBLIQUE VIEW OF HOUSE, WITH SIDEWALK IN FOREGROUND. VIEW FACING NORTHWEST - Camp H.M. Smith and Navy Public Works Center Manana Title VII (Capehart) Housing, Three-Bedroom Single-Family Types 8 and 11, Birch Circle, Elm Drive, Elm Circle, and Date Drive, Pearl City, Honolulu County, HI

FRONT ELEVATION OF RESIDENCE, SHOWING ELM DRIVE AND SIDEWALK IN ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

FRONT ELEVATION OF RESIDENCE, SHOWING ELM DRIVE AND SIDEWALK IN THE FOREGROUND. VIEW FACING NORTH - Camp H.M. Smith and Navy Public Works Center Manana Title VII (Capehart) Housing, Three-Bedroom Single-Family Types 8 and 11, Birch Circle, Elm Drive, Elm Circle, and Date Drive, Pearl City, Honolulu County, HI

Detail view illustrating existing (typical) sidewalks and street trees within ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Detail view illustrating existing (typical) sidewalks and street trees within the Vale Historic District - Vale Commercial Historic District, A Street between Holland & Longfellow Streets, north side of B Street between Holland & Main Streets, Main Street South from A Street through B Street, & Stone House at 283 Main Street South, Vale, Malheur County, OR

A review of tree root conflicts with sidewalks, curbs, and roads

Treesearch

T.B. Randrup; E.G. McPherson; L.R. Costello

2003-01-01

Literature relevant to tree root and urban infrastructure conflicts is reviewed. Although tree roots can conflict with many infrastructure elements, sidewalk and curb conflicts are the focus of this review. Construction protocols, urban soils, root growth, and causal factors (soil conditions, limited planting space, tree size, variation in root architecture, management...

Evaluation of selected sidewalk pavement surfaces for vibration experienced by users of manual and powered wheelchairs.

PubMed

Cooper, Rory A; Wolf, Erik; Fitzgerald, Shirley G; Kellerher, Annmarie; Ammer, William; Boninger, Michael L; Cooper, Rosemarie

2004-01-01

Obstacles such as bumps, curb descents, and uneven driving surfaces cause vibrations that affect the wheelchair, and in turn, the wheelchair user. Chronic exposure can cause low-back pain, disk degeneration, and other harmful effects. Little research has been conducted to assess the vibrations experienced by wheelchair users. The purpose of this study was to conduct an evaluation of the vibration exposure during electric-powered wheelchair driving and mechanical energy requirements for manual wheelchair propulsion over selected sidewalk surfaces. The goal was to determine the criteria for a wheelchair-pedestrian access route that does not require excessive propulsive work or expose wheelchair users to potentially harmful vibrations. Ten unimpaired individuals participated in this study. Six sidewalk surfaces were tested. Measured variables included power of the acceleration per octave, mechanical work to propel over surfaces, peak acceleration, and frequency at which peak acceleration occurs. For both the manual and electric-powered wheelchair, at 1 m/s, significant differences were found in peak accelerations between the seat and footrest (P < 0.0001) and between the sidewalk surfaces (P = 0.004). The greatest risk for injury caused by shock and vibration exposure occurs at frequencies near the natural frequency of seated humans (4-15 Hz). The values for work required to propel over the surfaces tested were not statistically significantly different. Besides appearance and construction, the only distinguishing characteristic was surface roughness caused by the joints. When treating the poured concrete sidewalk as the standard, surfaces 2, 3, 5, and 6 compared most favorably in terms of vibration exposure, whereas surface 4 produced mixed results. Surfaces 2, 3, 5, and 6 yielded results that were similar to the poured concrete sidewalk and could be considered acceptable for wheelchair users. In conclusion, surfaces other than the traditional poured concrete can be used for pedestrian access routes without adding vibration exposure or reducing propulsion efficiency.

Mt, St. Helens, Mt. Adams, and Mt. Rainier, WA, USA

NASA Technical Reports Server (NTRS)

1992-01-01

This view of Mt. St. Helens (46.5N, 122.0W), taken 12 years after the volcanic eruption on 18 May 1980, in which the top 1300 ft. of the 9,677 ft. mountain was blown away, shows the rapid vegetation recovery within the blast area. Many fir trees have grown to heights of 20 ft. within the 150 square mile devastated area. Mt. Adams, an extinct volcano is just to the west and Mt. Rainier is to the north. Checkerboard logging can be seen throughout.

Evaluation of Radiation Exposure Hazard from Squaw Targets Used in Operations WIGWAM and HARDTACK-I

DTIC Science & Technology

2016-07-01

scale model submarine hulls (called “Squaws”) were built for the U.S. Navy in 1954 for use as submerged targets for hull -damage testing at Operation...2 Section 2. History of the Squaw Targets Three 4/5-scale model submarine hulls (called “Squaws”) were built in 1954 at the Long Beach Naval...dimensions of 135 ft in length, 23 ft in height, and 20.5 ft in breadth (Ross, 1955; NAVSHIPS, circa 1971). The Squaw hulls were to be used as submerged

Art on the Low Down

ERIC Educational Resources Information Center

O'Shaughnessy, Leslie

2012-01-01

As a new teacher in 2008, the author inherited an awesome advocacy tool from her predecessor, art educator Stephania Crowder, via her annual sidewalk art activity. In this activity, students recreate art masterpieces on a 4-5' (1-1.5 m) scale on the sidewalk leading to the front entrance of the school. This project never fails to garner positive…

ALTERNATE VIEW OF SIDEWALK AND WALL OF INDIGENOUS VOLCANIC RYOLITE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

ALTERNATE VIEW OF SIDEWALK AND WALL OF INDIGENOUS VOLCANIC RYOLITE EASTSIDE OF PIEDMONT AVENUE ADJACENT TO OAK GROVE AND CALIFORNIA MEMORIAL STADIUM. LOOKING NORTH. Photograph by Fredrica Drotos and Michael Kelly, June 29, 2006 - Piedmont Way & the Berkeley Property Tract, East of College Avenue between Dwight Way & U.C. Memorial Stadium, Berkeley, Alameda County, CA

World's mountains over 5 miles above sea level as seen from the Apollo 7

NASA Technical Reports Server (NTRS)

1968-01-01

The world's dozen peaks which reach a height of greater than five miles above sea level are seen in this photograph from the Apollo 7 spacecraft at an altitude of 130 nautical miles. The 29,028 ft. high Mount Everest is at lower center. On the central horizon can be seen the 28,250 ft. high Mount Godwin-Austen (K-2) some 800 miles northwest of Mount Everest. In the lower right, Mount Kanchenjunga rises 28,208 ft. to separate Nepal from Sikkim. The snow line on the peaks was at 17,500 ft. In the upper right the lake-studded highlands of Tibet are visible.

Saltstone SDU6 Modeling Study

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lee, Si Y.; Hyun, Sinjae

2013-01-10

A new disposal unit, designated as Saltstone Disposal Unit 6 (SDU6), is being designed for support of site accelerated closure goals and salt waste projections identified in the new Liquid Waste System Plan. The unit is a cylindrical disposal cell of 375 ft in diameter and 43 ft in height, and it has a minimum 30 million gallons of capacity. SRNL was requested to evaluate the impact of an increased grout placement height on the flow patterns radially spread on the floor and to determine whether grout quality is impacted by the height. The primary goals of the work aremore » to develop the baseline Computational Fluid Dynamics (CFD) model and to perform the evaluations for the flow patterns of grout material in SDU6 as a function of elevation of grout discharge port and grout rheology. Two transient grout models have been developed by taking a three-dimensional multiphase CFD approach to estimate the domain size of the grout materials radially spread on the facility floor and to perform the sensitivity analysis with respect to the baseline design and operating conditions such as elevation height of the discharge port and fresh grout properties. For the CFD modeling calculations, air-grout Volume of Fluid (VOF) method combined with Bingham plastic and time-dependent grout models were used for examining the impact of fluid spread performance for the initial baseline configurations and to evaluate the impact of grout pouring height on grout quality. The grout quality was estimated in terms of the air volume fraction for the grout layer formed on the SDU6 floor, resulting in the change of grout density. The study results should be considered as preliminary scoping analyses since benchmarking analysis is not included in this task scope. Transient analyses with the Bingham plastic model were performed with the FLUENTTM code on the high performance parallel computing platform in SRNL. The analysis coupled with a transient grout aging model was performed by using ANSYS-CFX code in the parallel computing platform in Mercer University. Recommended operational guidance was developed assuming that local shear rates and flow patterns related to radial spread along the SDU floor can be used as a measure of grout performance and spatial dispersion affected by the grout height and viscosity. The 5 ft height baseline results show that when the 150 gpm grout flow with a 5 Pa yield stress and a 60 cp viscosity is poured down through a 3 inch discharge port, the grout is spread radially up to about 64 ft distance from the pouring center after 2 hours' pouring time. The air volume fraction of the grout layer is about 29% at 5 minutes' transient time, and it is reduced by about 9% in 2 hours' pouring time, resulting in the grout density consisting of about 80% grout and 20% air volume fractions. The sensitivity results show that when the discharge port is located at a higher position, a larger amount of air is trapped inside the layer formed below the discharge port at the early transient time of less than 30 minutes because of the higher impinging momentum of the grout flow on the floor, resulting in the formation of less smooth layer. The results clearly indicate that the radial spread for the 43 ft discharge port is about 10% faster than that of the 5 ft discharge port for the early transient period of 5 minutes. However, for the pouring time longer than half an hour, the discharge port height does not affect the radial distance spread on the disposal floor. When grout quality is related to grout volume fraction, the grout volume fraction for the 43 ft discharge port has lower volume fraction than the 5 ft discharge port for the transient period of the first 5 minutes. However, for the pouring time longer than half an hour, the discharge port height does not affect the grout volume fraction for the layer accumulated on the disposal floor. A modified Bingham plastic model coupled with time-dependent viscosity behavior was developed for conducting the initial scoping calculations to assess the impact of fluid residence time on radial spreading and basic flow patterns. The results for the transient viscosity model show that when grout material becomes more viscous, the thickness of the grout layer accumulated on the floor becomes higher, but the radial distance spread on the horizontal floor becomes smaller. The early transient results for the grout density with about 32% air volume fractions are in reasonable agreement with those of the idealized Bingham plastic model. It is recommended that the current models developed here be benchmarked against the experimental results for critical applications of the modeling results.« less

Space Power Facility Readiness for Space Station Power System Testing

NASA Technical Reports Server (NTRS)

Smith, Roger L.

1995-01-01

This document provides information which shows that the NASA Lewis Research Center's Space Power Facility (SPF) will be ready to execute the Space Station electric power system thermal vacuum chamber testing. The SPF is located at LeRC West (formerly the Plum Brook Station), Sandusky, Ohio. The SPF is the largest space environmental chamber in the world, having an inside horizontal diameter of 100 ft. and an inside height at the top of the hemisphere of 122 ft. The vacuum system can achieve a pressure lower than 1 x 10(exp -5) Torr. The cryoshroud, cooled by gaseous nitrogen, can reach a temperature of -250 F, and is 80 ft. long x 40 ft. wide x 22 ft. high. There is access to the chamber through two 50 ft. x 50 ft. doors. Each door opens into an assembly area about 150 ft. long x 70 ft. wide x 80 ft. high. Other available facilities are offices, shop area, data acquisition system with 930 pairs of hard lines, 7 megawatts of power to chamber, 245K gal. liquid nitrogen storage, cooling tower, natural gas, service air, and cranes up to 25 tons.

The association of sidewalk walkability and physical disorder with area-level race and poverty.

PubMed

Kelly, Cheryl M; Schootman, Mario; Baker, Elizabeth A; Barnidge, Ellen K; Lemes, Amanda

2007-11-01

There are significant differences in physical inactivity in various geographical areas and among demographic groups. Previous research suggests that walking is the most common form of physical activity; however, not all built environments support walking for recreational or transportation purposes. The purpose of this study was to assess the extent to which area-level factors, poverty rate and racial distribution, are associated with aspects of the street-scale environment (i.e. sidewalk walkability and physical disorder) using community audits. Street segments were randomly selected from 210 block groups. Pairs of trained auditors walked each street segment using an audit tool designed to capture aspects of the street environment. Multilevel logistic regression was used to assess the degree of neighborhood (i.e. block group) variation in sidewalk unevenness, sidewalk obstruction and the presence of physical disorder and the association with area-level characteristics. 1780 street segments were audited. Block groups that were predominantly African-American were 38 times more likely to have a lot of unevenness, 15 times more likely to have many obstructions, and 12 times more likely to have physical disorder. Poverty rate was not independently associated with sidewalk walkability; however, block groups with the highest poverty rates were 21 times more likely to have physical disorder. The results indicate that aspects of the built environment vary by characteristics of the neighborhood. This suggests that there is a differential investment in community infrastructures and resources in neighborhoods that are mostly African-American. This differential investment is likely to influence disparities in rates of physical activity.

DETAIL VIEW OF SIDEWALKS AND TREES ON CHANNING WAY AT ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

DETAIL VIEW OF SIDEWALKS AND TREES ON CHANNING WAY AT INTERSECTION OF PIEDMONT AVENUE WITH 2395 PIEDMONT, SIGMA PI HOUSE BY FREDERICK H. REIMERS, 1928, LOOKING NW. Photograph by Fredrica Drotos and Michael Kelly, July 9, 2006 - Piedmont Way & the Berkeley Property Tract, East of College Avenue between Dwight Way & U.C. Memorial Stadium, Berkeley, Alameda County, CA

CASTLE Series, 1954.

DTIC Science & Technology

1982-04-01

Hull Number Off EM Civ Off EM Civ Comments 7.3.7.0 Landing Ship Dock Belle Grove (LSD-2) 20 318 0 19 321 0 Boat Pool mother ship; also trans- Element...42.67) (85.34) UPPER LIMIT CLOUD TOP HEIGHT 120 240 (6.58) LOWER LIMIT (73.15) CLOUD TOP HEIGHT 10A00 ft (33.53 kmc ) E E~100 200

World's mountains over 5 miles above sea level as seen from the Apollo 7

NASA Image and Video Library

1968-10-15

AS7-07-1748 (15 Oct. 1968) --- The world's dozen peaks which reach a height of greater than five miles above sea level are seen in this photograph from the Apollo 7 spacecraft at an altitude of approximately 130 nautical miles. The 29,028 ft. high Mount Everest is at lower center. On the central horizon can be seen the 28,250 ft. high Mount Godwin-Austen (K-2) some 800 miles northwest of Mount Everest. In the lower right, Mount Kanchenjunga rises 28,208 ft. to separate Nepal from Sikkim. The snow line on the peaks was at 17,500 ft. In the upper right the lake-studded highlands of Tibet are visible.

Simulation and Application of GPOPS for a Trajectory Optimization and Mission Planning Tool

DTIC Science & Technology

2010-03-01

12,000lbf) vaccum Specific Impulse 269 s 455 s 316 s Burn Time 124 s 480 s 1250s Fuel Solid LOX/ LH2 MMH/N2O4 Height 184 ft Diameter 28.5 ft...285,000 lb Engine 2 J-2S Linear Aerospikes Thrust 410,000 lbf Fuel LOX/ LH2 20 Figure 9: Minuteman Launch [29] Currently the main missile

Final Cannon AFB Housing Privatization Environmental Assessment

DTIC Science & Technology

2009-07-01

parking areas, sidewalks, street lighting , utilities, and storm water drainage systems within the MFH areas would be the responsibility of the PO. The...accordance with the quality standards established. Infrastructure such as roads, parking areas, sidewalks, street lighting , utilities, and storm water...to new residents presents instructions for proper disposal of used oil, batteries, tires, and fluorescent light bulbs. 3.7 AIR QUALITY 3.7.1

Ages of Quaternary Rio Grande terrace-fill deposits, Albuquerque area, New Mexico

USGS Publications Warehouse

,; Mahan, Shannon; Stone, Byron D.; Shroba, Ralph R.

2007-01-01

Results from luminescence dating on 13 samples from the Albuquerque area show that major-drainage fluvial deposits represent significant periods of aggradation that formed paired, correlatable terraces on the east and west margins of the Rio Grande valley . The youngest terrace fills (Primero Alto) formed during late Pleistocene as a result of streamflow variations with climate cooling during Marine Oxygen-Isotope Stage 3; our ages suggest aggradation of the upper part of the fill occurred at about 47–40 ka . Deposits of the second (Segundo Alto) terraces reached maximum height during climate cooling in the early part of Marine Oxygen-Isotope Stage 5 as late as 90–98 ka (based on dated basalt flows) . Our luminescence ages show considerable scatter and tend to be younger (range from 63 ka to 162 ka) . The third (Tercero Alto) and fourth (Cuarto Alto) terraces are dated on the basis of included volcanic tephra. Tercero Alto terrace-fill deposits contain the Lava Creek B tephra (639 ka), and Cuarto Alto terrace-fill deposits contain tephra of the younger Bandelier Tuff eruption (1 .22 Ma), the Cerro Toledo Rhyolite (1 .47 Ma), and the older Bandelier Tuff eruption (1 .61 Ma). These periods of aggradation culminated in fluvial terraces that are preserved at maximum heights of 360 ft (Cuarto Alto), 300 ft. (Tercero Alto), 140 ft (Segundo Alto), and 60 ft. (Primero Alto) above the modern floodplain. Despite lithologic differences related to local source-area contributions, these terracefill deposits can be correlated across the Rio Grande and up- and down-valley for tens of miles based on maximum height of the terrace above the modern floodplain.

A Sidewalk Astronomy Experience in Second Life (R) for IYA2009

NASA Astrophysics Data System (ADS)

Gauthier, Adrienne J.; Huber, D.; I. New Media Task Group

2009-01-01

The NMTG has created an IYA 2009 presence in the 3-dimensional multi-user virtual world called Second Life (R), where residents (or avatars) interact with content built by others in dynamic, innovative, and social ways. The IYA2009 virtual real estate (called an island) will open in early January 2009 with an initial set of exhibits and interactives. Through 2009, additional exhibits, live talks, and webstreamed content will be added.Our Sidewalk Astronomy experience will be premiered for the island opening. We have designed the interactive to replicate a real-life small telescope experience. Visitors to our Second Life telescopes will first see an image of the object "as the eye sees" and will hear/read a narrative about the object, as one would experience in real life. The narratives have been carefully crafted to take the observer on a journey and not just hear straight facts about the object. Diving further into astronomical imagery, avatars will explore visible, infrared, X-ray, and radio views of the object (if available), all wrapped in contextual information that ties the multiwavelength views together. The content of the telescopes will update every month to be equivalent to mid-latitude 9pm sky views for the Northern Hemisphere, Southern Hemisphere pending. Supplemental materials will include World Wide Telescope tours and Google Sky layers. We are hoping to add live star party events throughout the year, using real life video feeds from amateur telescopes. Additionally, we will have links to the Sidewalk Astronomy IYA webpage so virtual residents can find real life star parties to attend. The Sidewalk Astronomy Second Life experience will also have a traveling version that can be placed in multiple locations (stores, events, parks) in order to bring astronomy to the virtual masses in a true Sidewalk Astronomy way.

Development of Conceptual Designs for the Prevention of Ice Formation in the Proposed Maple River Aqueduct

DTIC Science & Technology

2014-09-18

USA 1907 Reinforced concrete 50 × 6 × up to 350 ft various heights 35 ft 1675 2244 7 creeks and the Green River/ Hennepin Canal Solid...2 1 1 2 2e xs f U Uh L S C g g α α = + − (4) where Lxs = the distance between cross sections, g = the acceleration of gravity, α1 and α2 = the

Plantation Spacing Affects Early Growth of Planted Virginia Pine

Treesearch

T.E. Russell

1979-01-01

Spacings ranging from 4 x 4 to 8 x 8 ft did not affect 15 year height growth of Virginia pines planted on a cutover Cumberland Plateau site. Wider spacings produced trees of larger diameters than did closer spacings; closer spacings had more basal area and volume. Although height to the base of the live crown increased as spacing narrowed, self-pruning was poor at all...

ARC-1969-AC-42137

NASA Image and Video Library

1969-02-05

Height-Control Test Apparatus (HICONTA) Simulator mounted to the exterior of the 40x80ft W.T. Building N-221B and provided extensive vertical motion simulating airplanes, helicopter and V/STOL aircraft

Finite-size effects in the short-time height distribution of the Kardar-Parisi-Zhang equation

NASA Astrophysics Data System (ADS)

Smith, Naftali R.; Meerson, Baruch; Sasorov, Pavel

2018-02-01

We use the optimal fluctuation method to evaluate the short-time probability distribution P(H, L, t) of height at a single point, H=h(x=0, t) , of the evolving Kardar-Parisi-Zhang (KPZ) interface h(x, t) on a ring of length 2L. The process starts from a flat interface. At short times typical (small) height fluctuations are unaffected by the KPZ nonlinearity and belong to the Edwards-Wilkinson universality class. The nonlinearity, however, strongly affects the (asymmetric) tails of P(H) . At large L/\\sqrt{t} the faster-decaying tail has a double structure: it is L-independent, -\\lnP˜≤ft\\vert H\\right\\vert 5/2/t1/2 , at intermediately large \\vert H\\vert , and L-dependent, -\\lnP˜ ≤ft\\vert H\\right\\vert 2L/t , at very large \\vert H\\vert . The transition between these two regimes is sharp and, in the large L/\\sqrt{t} limit, behaves as a fractional-order phase transition. The transition point H=Hc+ depends on L/\\sqrt{t} . At small L/\\sqrt{t} , the double structure of the faster tail disappears, and only the very large-H tail, -\\lnP˜ ≤ft\\vert H\\right\\vert 2L/t , is observed. The slower-decaying tail does not show any L-dependence at large L/\\sqrt{t} , where it coincides with the slower tail of the GOE Tracy-Widom distribution. At small L/\\sqrt{t} this tail also has a double structure. The transition between the two regimes occurs at a value of height H=Hc- which depends on L/\\sqrt{t} . At L/\\sqrt{t} \\to 0 the transition behaves as a mean-field-like second-order phase transition. At \\vert H\\vert <\\vert H_c-\\vert the slower tail behaves as -\\lnP˜ ≤ft\\vert H\\right\\vert 2L/t , whereas at \\vert H\\vert >\\vert H_c-\\vert it coincides with the slower tail of the GOE Tracy-Widom distribution.

Heaviest Satcom: Inmarsat's Business Propelled to New Heights by Extra Aerojet Solid Motors on Atlas V

NASA Technical Reports Server (NTRS)

Covault, Craig

2005-01-01

The first EADS/Astrium Inmarsat 4, the largest commercial communications satellite ever launched, has completed four maneuvers to reach geosynchronous orbit where it has deployed its 30 X 40-ft. elliptical reflector and solar arrays spanning 148 ft. The 13,183-1b. spacecraft was launched Mar. 11 from Cape Canavera1 on the most powerful version to date of the Lockheed Martin International Launch Services (ILS) Atlas V.

Free triiodothyronine/free thyroxine ratio rather than thyrotropin is more associated with metabolic parameters in healthy euthyroid adult subjects.

PubMed

Park, So Young; Park, Se Eun; Jung, Sang Won; Jin, Hyun Seok; Park, Ie Byung; Ahn, Song Vogue; Lee, Sihoon

2017-07-01

The interrelation between TSH, thyroid hormones and metabolic parameters is complex and has not been confirmed. This study aimed to determine the association of TSH and thyroid hormones in euthyroid subjects and the relationship between thyroid function and metabolic risk factors. Furthermore, this study examined whether thyroid function has predictive power for metabolic syndrome. This is a cross-sectional study that included subjects in a medical health check-up programme at a single institution. The study included 132 346 participants (66 991 men and 65 355 women) aged over 18 years who had TSH, free T4 (FT4) and free T3 (FT3) levels within the institutional reference ranges. Thyrotropin, FT4, FT3 and metabolic parameters including height, weight, waist circumference, blood pressure, serum levels of total cholesterol, triglyceride, high-density lipoprotein cholesterol, insulin and glucose were measured. There was a positive association between FT3/FT4 ratio and TSH in both men and women after adjusting for age, body mass index, smoking status and menopausal status (in women). The FT3/FT4 ratio and TSH were positively associated with risk of metabolic syndrome parameters including insulin resistance. The FT3/FT4 ratio had a greater predictive power than TSH for metabolic syndrome in both men and women. Thyrotropin levels were positively associated with FT3/FT4 ratio within the euthyroid range. The higher FT3/FT4 ratio is associated with increased risk of metabolic syndrome parameters and insulin resistance. FT3/FT4 ratio has a better predictive power for metabolic syndrome than TSH. © 2017 John Wiley & Sons Ltd.

Identification of reluctant factors in using footpaths based on the pedestrians' perception

NASA Astrophysics Data System (ADS)

Hadiyanto, Wahyu; Handayani, Dewi; Yulianto, Budi

2017-06-01

Footpath is a path intended particularly for pedestrians to avoid any conflicts with motor vehicles. However in reality, most of the pedestrians are unwilling to use paths and they prefer to walk on the roads. This research was conducted with the aim to identify the existing condition of pedestrian footpaths based on field observations and to determine the factors that cause the pedestrians are reluctant to walk on the trails. The method used to investigate the pedestrians' perception was by distributing questionnaires to the pedestrians. The results of this study found that the factors that caused the pedestrians did not want to use footpaths were the footpath width, the existence of barriers and obstacles, unstable height (not continuous), damaged surface, non-standard driveway that intersects sidewalk, suboptimal function of ramp, transverse steep slope, and the absence of bollard that could protect footpaths from the access of motorcycles.

Technical Basis for Flood Protection at Nuclear Power Plants

DTIC Science & Technology

2015-07-01

CHL SR-15-3 36 forces (FEMA 1993). The building’s utilities and sanitary facilities, including heating, air conditioning, electrical, water supply...and sanitary sewage services must be located above the DBFL, completely enclosed within the building’s watertight walls or made watertight and...to a height of approximately 1.5 ft. In areas where cohesive materials (such as clay ) are available, greater heights can be achieved, depending on

Production and cost analysis of a feller-buncher in central Appalachian hardwood forest

Treesearch

Charlie Long; Jingxin Wang; Joe McNeel; John Baumgras; John Baumgras

2002-01-01

A time study was conducted to evaluate the productivity and cost of a feller-buncher operating in a Central Appalachian hardwood forest. The sites harvested during observation consisted of primarily red maple and black cherry. Trees felled in the study had an average diameter at breast height (DBH) of 16.1 in. and a total merchantable height of 16 ft. A Timbco 445C...

Tornado occurrences related to overshooting cloud-top heights as determined from ATS pictures

NASA Technical Reports Server (NTRS)

Fujita, T. T.

1972-01-01

A sequence of ATS 3 pictures including the development history of large anvil clouds near Salina, Kansas was enlarged by NASA into 8X negatives which were used to obtain the best quality prints by mixing scan lines in 8 steps to minimize checker-board patterns. These images resulted in the best possible resolution, permitting use to compute the heights of overshooting tops above environmental anvil levels based on cloud shadow relationships along with the techniques of lunar topographic mapping. Of 39 heights computed, 6 were within 15 miles of reported positions of 3 tornadoes. It was found that the tornado proximity tops were mostly less than 5000 ft, with one exception of 7000 ft, suggesting that tornadoes are most likely to occur when overshooting height decreases. In order to simulate surface vortices induced by cloud-scale rotation and updraft fields, a laboratory model was constructed. The model experiment has shown that the rotation or updraft field induces a surface vortex but their combination does prevent the formation of the surface vortex. This research leads to a conclusion that the determination of the cloud-top topography and its time variation is of extreme importance in predicting severe local storms for a period of 0 to 6 hours.

Cavity detection and delineation research. Part 4: Microgravimetric survey: Manatee Springs Site, Florida

NASA Astrophysics Data System (ADS)

Butler, D. K.; Whitten, C. B.; Smith, F. L.

1983-03-01

Results of a microgravimetric survey at Manatee Springs, Levy County, Fla., are presented. The survey area was 100 by 400 ft, with 20-ft gravity station spacing, and with the long dimension of the area approximately perpendicular to the known trend of the main cavity. The main cavity is about 80 to 100 ft below the surface and has a cross section about 16 to 20 ft in height and 30 to 40 ft in width beneath the survey area. Using a density contrast of -1.3 g/cucm, the gravity anomaly is calculated to be -35 micro Gal with a width at half maximum of 205 ft. The microgravimetric survey results clearly indicate a broad negative anomaly coincident with the location and trend of the cavity system across the survey area. The anomaly magnitude and width are consistent with those calculated from the known depth and dimensions of the main cavity. In addition, a small, closed negative anomaly feature, superimposed on the broad negative feature due to the main cavity, satisfactorily delineated a small secondary cavity feature which was discovered and mapped by cave divers.

Concrete lunar base investigation

NASA Technical Reports Server (NTRS)

Lin, T. D.; Senseney, Jonathan A.; Arp, Larry Dean; Lindbergh, Charles

1989-01-01

This paper presents results of structural analyses and a preliminary design of a precast, prestressed concrete lunar based subjected to one atmosphere internal pressure. The proposed infrastructure measures 120 ft in diameter and 72 ft in height, providing 33,000 sq ft of work area for scientific and industrial operations. Three loading conditions were considered in the design: (1) during construction; (2) under pressurization; and (3) during an air-leak scenario. A floating foundation, capable of rigid body rotation and translation as the lunar soil beneath it yields, was developed to support the infrastructure and to ensure the air-tightness of the system. Results reveal that it is feasible to use precast, prestressed concrete for construction of large lunar bases on the moon.

Concrete lunar base investigation

NASA Technical Reports Server (NTRS)

Lin, T. D.; Senseny, Jonathan A.; Arp, Larry D.; Lindbergh, Charles

1992-01-01

This paper presents results of structural analyses and a preliminary design of a precast, prestressed concrete lunar base subjected to 1-atm internal pressure. The proposed infrastructure measures 120 ft in diameter and 72 ft in height, providing 33,000 sq ft of work area for scientific and industrial operations. Three loading conditions were considered in the design (1) during construction, (2) under pressurization, and (3) during an air-leak scenario. A floating foundation, capable of rigid body rotation and translation as the lunar soil beneath it yields, was developed to support the infrastructure and to ensure the airtightness of the system. Results reveal that it is feasible to use precast, prestressed concrete for construction of large lunar bases on the Moon.

76 FR 22719 - Cape Wind Energy Project

Federal Register 2010, 2011, 2012, 2013, 2014

2011-04-22

... with a maximum blade height of 440 feet (ft), to be constructed in a grid pattern on the OCS in.... The proposed submarine transmission cable system (115 kilovolt) running from the ESP to the landfall...

Aesthetic amenities and safety hazards associated with walking and bicycling for transportation in New York City.

PubMed

Lovasi, Gina S; Schwartz-Soicher, Ofira; Neckerman, Kathryn M; Konty, Kevin; Kerker, Bonnie; Quinn, James; Rundle, Andrew

2013-02-01

One strategy to address health problems related to insufficient physical activity is to examine modifiable neighborhood characteristics associated with active transportation. The aim of this study is to evaluate whether neighborhoods with more aesthetic amenities (sidewalk cafés, street trees, and clean sidewalks) and fewer safety hazards (pedestrian-auto fatalities and homicides) are associated with active transportation. The 2003 Community Health Survey in New York City, which asked about active transportation (walking or bicycling >10 blocks) in the past 30 days, was linked to ZIP-code population census and built environment characteristics. Adjusted associations were estimated for dichotomous (any active transportation versus none) and continuous (trip frequency) active transportation outcomes. Among 8,034 adults, those living near sidewalk cafés were 10 % more likely to report active transportation (p = 0.01). Homicide rate was associated with less frequent active transportation among those reporting any active transportation (p = 0.002). Investments in aesthetic amenities or homicide prevention may help to promote active transportation.

Aesthetic amenities and safety hazards associated with walking and bicycling for transportation in New York City

PubMed Central

Lovasi, Gina S.; Schwartz-Soicher, Ofira; Neckerman, Kathryn; Konty, Kevin; Kerker, Bonnie; Quinn, James; Rundle, Andrew

2013-01-01

Background One strategy to address health problems related to insufficient physical activity is to examine modifiable neighborhood characteristics associated with active transportation. Purpose To evaluate whether neighborhoods with more aesthetic amenities (sidewalk cafés, street trees, clean sidewalks) and fewer safety hazards (pedestrian-auto fatalities, homicides) are associated with active transportation. Methods The 2003 Community Health Survey in New York City, which asked about active transportation (walking or bicycling >10 blocks) in the past 30 days, was linked to ZIP-code population census and built environment characteristics. Adjusted associations were estimated for dichotomous (any active transportation versus none), and continuous (log-transformed trip frequency) active transportation outcomes. Results Among 8,034 adults, those living near sidewalk cafés were 10% more likely to report active transportation (p=0.01). Homicide rate was associated with less frequent active transportation among those reporting active transportation (p=0.002). Conclusions Investments in aesthetic amenities or homicide prevention may help to promote active transportation. PMID:23011913

Oviposition and vertical dispersal of Aedes mosquitoes in multiple storey buildings in Colombo district, Sri Lanka.

PubMed

Jayathilake, T A Hasini D G; Wickramasinghe, Mervyn B; de Silva, B G D Nissanka K

2015-09-01

The Colombo City in Sri Lanka is experiencing tremendous development and construction of multiple storey buildings and high rise apartments. The change in housing types and microhabitats might have altered the flight and breeding behaviour of Aedes mosquito population. This study was carried out to determine the vertical dispersal and abundance of Aedes mosquitoes in multiple storey buildings in the Colombo district, with respect to abiotic factors such as rainfall, humidity and wind speed. Hence, this study is of paramount importance, particularly for planning and implementation of control measures against Aedes mosquitoes. An ovitrap based study was carried out at four selected multiple storey buildings in four residential areas located in Colombo, Sri Lanka, from August to December 2013. Results were analyzed using four indices; ovitrap index, mean number of larvae, mean number of eggs and mean number of larvae per ovipaddle. The results implied that Aedes mosquitoes could be found in different elevations from ground floor to the highest floor (130 ft). There was a significant difference between height and ovitrap index (p<0.05), and height and mean number of larvae per recovered ovipaddle (p<0.05). The highest index value for mean number of eggs was observed as 3.492 ± 0.655 at the 6th floor (60 ft high from ground level). At the same height (60 ft height) other indices (ovitrap index, mean number of larvae and mean number of larvae per ovipaddle) also displayed higher values, i.e. 13.19 ± 2.98%, 1.366 ± 0.527, and 2.070 ± 0.421%, respectively. Abiotic factors such as wind speed, coastal nature, etc. displayed a significant effect to the vertical dispersal of Aedes mosquitoes (p<0.05). The study suggested that Aedes mosquitoes are able to breed at any level of the buildings and not restricted by their height. The indices (mean number of larvae, mean number of eggs) representing the vertical dispersal with respect to abundance seemed to be statistically non-significant (p>0.05) with height which indicates high abundance of Aedes mosquitoes at higher floors. Abiotic factors also seemed to cause significant effect to the vertical dispersal of Aedes mosquitoes in high rise buildings.

Crash test and evaluation of 3-ft mounting height sign support system.

DOT National Transportation Integrated Search

2016-07-01

The Texas Department of Transportation (TxDOT) and other transportation agencies continue to : research potential countermeasure for mitigating wrong-way crashes. Because many drivers involved in : wrong-way crashes are impaired, some highway safety ...

Ohio River backwater flood-inundation maps for the Saline and Wabash Rivers in southern Illinois

USGS Publications Warehouse

Murphy, Elizabeth A.; Sharpe, Jennifer B.; Soong, David T.

2012-01-01

Digital flood-inundation maps for the Saline and Wabash Rivers referenced to elevations on the Ohio River in southern Illinois were created by the U.S. Geological Survey (USGS). The inundation maps, accessible through the USGS Flood Inundation Mapping Science Web site at http://water.usgs.gov/osw/flood_inundation/, depict estimates of the areal extent of flooding corresponding to selected water levels (gage heights) at the USGS streamgage at Ohio River at Old Shawneetown, Illinois-Kentucky (station number 03381700). Current gage height and flow conditions at this USGS streamgage may be obtained on the Internet at http://waterdata.usgs.gov/usa/nwis/uv?03381700. In addition, this streamgage is incorporated into the Advanced Hydrologic Prediction Service (AHPS) flood warning system (http://water.weather.gov/ahps/) by the National Weather Service (NWS). The NWS forecasts flood hydrographs at many places that are often co-located at USGS streamgages. That NWS forecasted peak-stage information, also shown on the Ohio River at Old Shawneetown inundation Web site, may be used in conjunction with the maps developed in this study to show predicted areas of flood inundation. In this study, eight water-surface elevations were mapped at 5-foot (ft) intervals referenced to the streamgage datum ranging from just above the NWS Action Stage (31 ft) to above the maximum historical gage height (66 ft). The elevations of the water surfaces were compared to a Digital Elevation Model (DEM) by using a Geographic Information System (GIS) in order to delineate the area flooded at each water level. These maps, along with information on the Internet regarding current gage heights from USGS streamgages and forecasted stream stages from the NWS, provide emergency management personnel and residents with information that is critical for flood response activities such as evacuations and road closures, as well as for post-flood recovery efforts.

Transition to Double Mach Stem for Nuclear Explosion at 104 ft Height of Burst.

DTIC Science & Technology

1981-11-17

P ROIS, 0 L BOOK UNCLASS II D NP.l--4630Mhhnnmmmnmhunm *uunummmummuuuu EllllIhllllllIIIIIIIII VA . L, BOK -- Wotk~ ~ ~ hit ftIlum Zsm Noe4be 01 NOV1...resolved on the mesh. By the time it occupies a region of 15 cells high and 35 cells wide, the peak pressures are in good agreement with the HE data and...2800 3220 2800 32 RADIUS- cm RADIUS -cm 35 1 kt AT 104 f t HOB TIME =5.47 nisec CYCLE= 5400 PRESSURE VELOC IT Y 350

Integrated Aero-Servo-Thermo-Propulso-Elasticity (ASTPE) for Hypersonic Scramjet Vehicle Design/Analysis

DTIC Science & Technology

2009-12-04

heat flux q, see Figure 4.6 - Optimized Weights Winitia, = 0.777 Ibm /ft 2, Wfma! = 0.543 Ibm /ft 2 Shown in Table 4.1 are the optimization results...vehicle: no (0), yes (1), or optimize (2) ideriv - Calculate derivatives: no (0), yes (1) itps - If itps is 1, then prepare for tps and smb. ideriv and... itps cannot be 1 at one time ifeedback - If 1, then gets weight and Cg information from SMB and TPSOPT (1) = height set (1), matrix (2) OUTPUT FILE

The Viking mortar - Design, development, and flight qualification.

NASA Technical Reports Server (NTRS)

Brecht, J. P.; Pleasants, J. E.; Mehring, R. D.

1973-01-01

Approximately 25,400 ft above the local surface of Mars, a radar height sensor fires the Viking mortar, which ejects a 53-ft D sub o disk-gap-band (DGB) parachute. The parachute decelerates and stabilizes the Viking lander sufficiently for the terminal engine system to take over and effect a soft landing. The general design and environmental requirements for the mortar system are presented; various illustrations of the mortar components and how the mortar system functions also are presented. Primary emphasis is placed on manufacturing, developing, and qualification testing of the mortar system.

Dispersing artifacts in FT-STS: a comparison of set point effects across acquisition modes

NASA Astrophysics Data System (ADS)

Macdonald, A. J.; Tremblay-Johnston, Y.-S.; Grothe, S.; Chi, S.; Dosanjh, P.; Johnston, S.; Burke, S. A.

2016-10-01

Fourier-transform scanning tunnelling spectroscopy (FT-STS), or quasiparticle interference, has become an influential tool for the study of a wide range of important materials in condensed matter physics. However, FT-STS in complex materials is often challenging to interpret, requiring significant theoretical input in many cases, making it crucial to understand potential artifacts of the measurement. Here, we compare the most common modes of acquiring FT-STS data and show through both experiment and simulations that artifact features can arise that depend on how the tip height is stabilized throughout the course of the measurement. The most dramatic effect occurs when a series of dI/dV maps at different energies are acquired with simultaneous constant current feedback; here a feature that disperses in energy appears that is not observed in other measurement modes. Such artifact features are similar to those arising from real physical processes in the sample and are susceptible to misinterpretation.

Environmental Assessment: Proposed Deactivation and Closure of Federal Prison Camp Eglin Air Force Base, Florida

DTIC Science & Technology

2005-12-01

available in local home centers. For termite and other infestations, the BOP contacts the U.S. Air Force for treatment. For such materials, the BOP...property. These include 80k85, 8SR44, 8Wl13 and 8Wll4. Moore (1901, 1918) visited these sites, all of which were listed as mounds on the original...site forms. 80k85 (formerly 8Wl12)1 was a circular mound , 2.5ft in height and 35ft in diameter (Moore 1918:531 ). 1 Moore found no trace of burials

Design Characteristics of the 224 kW Magdalen Islands VAWT

NASA Technical Reports Server (NTRS)

Templin, R. J.

1979-01-01

The evolution of the main design features of the Magdalen Islands vertical axis wind turbine (VAWT) is described. The turbine has a rotor height of 120 ft (36.58 m) and diameter 80 ft (24.38 m). It was operated as a joint project between NRC and Hydro-Quebec in grid-coupled mode from July 1977 to July 1978 when the rotor was destroyed in an accident. The accident, although unfortunate, tested the basic integrity of the design in a gross overspeed condition, and the rotor is being rebuilt with minor modifications. Some directions for future VAWT research are suggested.

Levels at gaging stations

USGS Publications Warehouse

Kenney, Terry A.

2010-01-01

Operational procedures at U.S. Geological Survey gaging stations include periodic leveling checks to ensure that gages are accurately set to the established gage datum. Differential leveling techniques are used to determine elevations for reference marks, reference points, all gages, and the water surface. The techniques presented in this manual provide guidance on instruments and methods that ensure gaging-station levels are run to both a high precision and accuracy. Levels are run at gaging stations whenever differences in gage readings are unresolved, stations may have been damaged, or according to a pre-determined frequency. Engineer's levels, both optical levels and electronic digital levels, are commonly used for gaging-station levels. Collimation tests should be run at least once a week for any week that levels are run, and the absolute value of the collimation error cannot exceed 0.003 foot/100 feet (ft). An acceptable set of gaging-station levels consists of a minimum of two foresights, each from a different instrument height, taken on at least two independent reference marks, all reference points, all gages, and the water surface. The initial instrument height is determined from another independent reference mark, known as the origin, or base reference mark. The absolute value of the closure error of a leveling circuit must be less than or equal to ft, where n is the total number of instrument setups, and may not exceed |0.015| ft regardless of the number of instrument setups. Closure error for a leveling circuit is distributed by instrument setup and adjusted elevations are determined. Side shots in a level circuit are assessed by examining the differences between the adjusted first and second elevations for each objective point in the circuit. The absolute value of these differences must be less than or equal to 0.005 ft. Final elevations for objective points are determined by averaging the valid adjusted first and second elevations. If final elevations indicate that the reference gage is off by |0.015| ft or more, it must be reset.

Minimizing or eliminating refueling of nuclear reactor

DOEpatents

Doncals, Richard A.; Paik, Nam-Chin; Andre, Sandra V.; Porter, Charles A.; Rathbun, Roy W.; Schwallie, Ambrose L.; Petras, Diane S.

1989-01-01

Demand for refueling of a liquid metal fast nuclear reactor having a life of 30 years is eliminated or reduced to intervals of at least 10 years by operating the reactor at a low linear-power density, typically 2.5 kw/ft of fuel rod, rather than 7.5 or 15 kw/ft, which is the prior art practice. So that power of the same magnitude as for prior art reactors is produced, the volume of the core is increased. In addition, the height of the core and it diameter are dimensioned so that the ratio of the height to the diameter approximates 1 to the extent practicable considering the requirement of control and that the pressure drop in the coolant shall not be excessive. The surface area of a cylinder of given volume is a minimum if the ratio of the height to the diameter is 1. By minimizing the surface area, the leakage of neutrons is reduced. By reducing the linear-power density, increasing core volume, reducing fissile enrichment and optimizing core geometry, internal-core breeding of fissionable fuel is substantially enhanced. As a result, core operational life, limited by control worth requirements and fuel burnup capability, is extended up to 30 years of continuous power operation.

Initial Results from the Variable Intensity Sonic Boom Propagation Database

NASA Technical Reports Server (NTRS)

Haering, Edward A., Jr.; Cliatt, Larry J., II; Bunce, Thomas J.; Gabrielson, Thomas B.; Sparrow, Victor W.; Locey, Lance L.

2008-01-01

An extensive sonic boom propagation database with low- to normal-intensity booms (overpressures of 0.08 lbf/sq ft to 2.20 lbf/sq ft) was collected for propagation code validation, and initial results and flight research techniques are presented. Several arrays of microphones were used, including a 10 m tall tower to measure shock wave directionality and the effect of height above ground on acoustic level. A sailplane was employed to measure sonic booms above and within the atmospheric turbulent boundary layer, and the sailplane was positioned to intercept the shock waves between the supersonic airplane and the ground sensors. Sailplane and ground-level sonic boom recordings were used to generate atmospheric turbulence filter functions showing excellent agreement with ground measurements. The sonic boom prediction software PCBoom4 was employed as a preflight planning tool using preflight weather data. The measured data of shock wave directionality, arrival time, and overpressure gave excellent agreement with the PCBoom4-calculated results using the measured aircraft and atmospheric data as inputs. C-weighted acoustic levels generally decreased with increasing height above the ground. A-weighted and perceived levels usually were at a minimum for a height where the elevated microphone pressure rise time history was the straightest, which is a result of incident and ground-reflected shock waves interacting.

50 CFR 218.125 - Requirements for monitoring and reporting.

Code of Federal Regulations, 2011 CFR

2011-10-01

... observers maintained visual contact with marine mammal(s); (H) Wave height (ft); (I) Visibility; (J) Sonar..., low, and average during exercise); and (I) Narrative description of sensors and platforms utilized for...) Calves observed (y/n); (E) Initial detection sensor; (F) Length of time observers maintained visual...

Using Manipulated Photographs to Identify Features of Streetscapes That May Encourage Older Adults to Walk for Transport

PubMed Central

Van Cauwenberg, Jelle; Van Holle, Veerle; De Bourdeaudhuij, Ilse; Clarys, Peter; Nasar, Jack; Salmon, Jo; Goubert, Liesbet; Deforche, Benedicte

2014-01-01

Experimental evidence of environmental features important for physical activity is challenging to procure in real world settings. The current study aimed to investigate the causal effects of environmental modifications on a photographed street's appeal for older adults' walking for transport. Secondly, we examined whether these effects differed according to gender, functional limitations, and current level of walking for transport. Thirdly, we examined whether different environmental modifications interacted with each other. Qualitative responses were also reported to gain deeper insight into the observed quantitative relationships. Two sets of 16 panoramic photographs of a streetscape were created, in which six environmental factors were manipulated (sidewalk evenness, traffic level, general upkeep, vegetation, separation from traffic, and benches). Sixty older adults sorted these photographs on appeal for walking for transport on a 7-point scale and reported qualitative information on the reasons for their rankings. Sidewalk evenness appeared to have the strongest influence on a street's appeal for transport-related walking. The effect of sidewalk evenness was even stronger when the street's overall upkeep was good and when traffic was absent. Absence of traffic, presence of vegetation, and separation from traffic also increased a street's appeal for walking for transport. There were no moderating effects by gender or functional limitations. The presence of benches increased the streetscape's appeal among participants who already walked for transport at least an hour/week. The protocols and methods used in the current study carry the potential to further our understanding of environment-PA relationships. Our findings indicated sidewalk evenness as the most important environmental factor influencing a street's appeal for walking for transport among older adults. However, future research in larger samples and in real-life settings is needed to confirm current findings. PMID:25396732

Using manipulated photographs to identify features of streetscapes that may encourage older adults to walk for transport.

PubMed

Van Cauwenberg, Jelle; Van Holle, Veerle; De Bourdeaudhuij, Ilse; Clarys, Peter; Nasar, Jack; Salmon, Jo; Goubert, Liesbet; Deforche, Benedicte

2014-01-01

Experimental evidence of environmental features important for physical activity is challenging to procure in real world settings. The current study aimed to investigate the causal effects of environmental modifications on a photographed street's appeal for older adults' walking for transport. Secondly, we examined whether these effects differed according to gender, functional limitations, and current level of walking for transport. Thirdly, we examined whether different environmental modifications interacted with each other. Qualitative responses were also reported to gain deeper insight into the observed quantitative relationships. Two sets of 16 panoramic photographs of a streetscape were created, in which six environmental factors were manipulated (sidewalk evenness, traffic level, general upkeep, vegetation, separation from traffic, and benches). Sixty older adults sorted these photographs on appeal for walking for transport on a 7-point scale and reported qualitative information on the reasons for their rankings. Sidewalk evenness appeared to have the strongest influence on a street's appeal for transport-related walking. The effect of sidewalk evenness was even stronger when the street's overall upkeep was good and when traffic was absent. Absence of traffic, presence of vegetation, and separation from traffic also increased a street's appeal for walking for transport. There were no moderating effects by gender or functional limitations. The presence of benches increased the streetscape's appeal among participants who already walked for transport at least an hour/week. The protocols and methods used in the current study carry the potential to further our understanding of environment-PA relationships. Our findings indicated sidewalk evenness as the most important environmental factor influencing a street's appeal for walking for transport among older adults. However, future research in larger samples and in real-life settings is needed to confirm current findings.

Simultaneous determination of some artificial sweeteners in ternary formulations by FT-IR and EI-MS

NASA Astrophysics Data System (ADS)

Tosa, Nicoleta; Moldovan, Zaharie; Bratu, Ioan

2012-02-01

Artificial sweeteners are widely used in food, beverage and pharmaceutical industries all over the world. In this study some non-nutritive sweeteners such as aspartame, acesulfame-K, sodium cyclamate and sodium saccharin were simultaneously determined in ternary mixtures using FT-IR and EI-MS measurements. FT-IR method is based on direct measurements of the peak height values and area centered on 1736 cm-1, 836 cm-1, 2854 cm-1 and 1050 cm-1 for aspartame, acesulfame-K, sodium cyclamate and sodium saccharin, respectively. Mass spectrometry determinations show the characteristic peaks at m/z 91 and 262 for aspartame,m/z 43 and 163 acesulfame-K,m/z 83 and 97 for sodium cyclamate andm/z 104 and 183 for sodium saccharin. The results obtained by EI-MS in different formulations are in agreement with the FT-IR ones and provide also essential data concerning the purity grade of the components. It is concluded that FT-IR and EI-MS procedures developed in this work represent a fast, sensitive and low cost alternative in the quality control of such sweeteners in different ternary formulations.

Where to locate transit stops: Cross-intersection profiles of ultrafine particles and implications for pedestrian exposure.

PubMed

Choi, Wonsik; Ranasinghe, Dilhara; DeShazo, J R; Kim, Jae-Jin; Paulson, Suzanne E

2018-02-01

Epidemiological studies have shown that exposure to traffic-related pollutants increases incidence of adverse health outcomes. Transit users in cities across the globe commonly spend 15-45 min or more waiting at transit stops each day, often at locations with high levels of pollution from traffic. Here, we investigate the characteristics of concentration profiles of ultrafine particles (UFP) with 5 m spatial resolution across intersections, to determine the best place to site transit stops to minimize exposures. Cross-intersection UFP profiles were derived from 1744 profiles covering 90 m before and after each intersection center with a mobile monitoring platform. Measurements were made at 10 signalized intersections located at six urban sites, each with a distinct built environment, during both mornings and afternoons. Measurements were made within 1.5 m of the sidewalk and approximately at breathing height (1.5 m above ground level) to approximate sidewalk exposures. UFP profiles were strongly influenced by high emissions from vehicle stops and accelerations, and peaked within 30 m of intersection centers; from there concentrations decreased sharply with distance. Peak concentrations averaged about 90% higher than the minima along the block. They were accompanied by more frequent and larger transient concentration spikes, increasing the chance of people near the intersection being exposed to both short-term extremely high concentration spikes and higher average concentrations. The decays are somewhat larger before the intersection than after the intersection, however as siting transit stops after intersections is preferred for smooth traffic flow, we focus on after the intersection. Simple time-duration exposure calculations combined with breathing rates suggest moving a bus stop from 20 to 40-50 m after the intersection can reduce transit-users' exposure levels to total UFP substantially, in proportion to the reciprocal of the magnitude of elevation at the intersection. Copyright © 2017 Elsevier Ltd. All rights reserved.

A Simplified Procedure for Direct Determination of Real Height from Virtual Height Data.

DTIC Science & Technology

1981-03-06

in terms of ’(s), takes the form 9 2 iT-s - ’F(s) - cb s ds (G68)(s2 1 - -b-,) / 2 1--b6 S S S s The inverse transform of Eq. (68) is then Ft" dh c...73) which enables us to now write E]q. (63) in the form I (I a) 2( /2 (s) a(l + a/2) 2s 2"(s) d - 1 -a ss (74) Taking the inverse transform of Eq

Launch and Functional Considerations Guiding the Scaling and Design of Rigid Inflatable Habitat Modules

NASA Astrophysics Data System (ADS)

Bell, L.

2002-01-01

The Sasakawa International Center for Space Architecture (SICSA) has a long history of projects that involve design of space structures, including habitats for low-Earth orbit (LEO) and planetary applications. Most of these facilities and component systems are planned to comply with size, geometry and mass restrictions imposed by the Space Shuttle Orbiter's payload and lift/landing abort restrictions. These constraints limit launch elements to approximately 15 ft. diameter, 40 ft. long cylindrical dimensions weighing no more than approximately 25 metric tons. It is clear that future success of commercial space programs such as tourism will hinge upon the availability of bigger and more efficient Earth to LEO launch vehicles which can greatly reduce transportation and operational costs. This will enable development and utilization of larger habitat modules and other infrastructure elements which can be deployed with fewer launches and on-orbit assembly procedures. The sizing of these new heavy lift launchers should be scaled to optimize habitat functionality and efficiency, just as the habitat designs must consider optimization of launch vehicle economy. SICSA's planning studies address these vehicle and habitat optimization priorities as parallel and interdependent considerations. The allowable diameter of habitat modules established by launch vehicle capacity dictates functionally acceptable internal configuration options. Analyses of these options relative to practical dimensions for Earth-to-orbit launch vehicle scaling were conducted for two general schemes. The "bologna slice" configuration stacks the floors within a predominately cylindrical or spherical envelope, producing circular areas. The "banana split" approach divides a cylindrical module longitudinally, creating floors that are generally rectangular in shape. The assessments established minimum sizes for reasonable utility and efficiency. The bologna slice option. This configuration is only acceptable for modules with diameters of approximately 45 ft. or more. Smaller dimensions will severely limit maximum sight lines, creating claustrophobic conditions. Equipment racks and other elements typically located around internal parameters will further reduce open areas, and vertical circulation access ways between floor levels will diminish usable space even more. However this scheme can work very well for larger diameter habitats, particularly for surface applications where a relatively wide-based/low height module is to be landed vertically. The banana split option. A longitudinal floor orientation can serve very satisfactorily for modules with diameters of 15 ft. or more. Unlike the bologna slice's circular floors, the rectangular spaces offer considerable versatility to accommodate diverse equipment and functional arrangements. Modules smaller than 15 ft. in diameter (the International Space Station standard) will be incompatible with efficient equipment rack design and layouts due to tight-radius wall curvatures. Beyond the 15 ft. diameters, it is logical to scale the modules at dimensional increments based upon the number of desired floors, allowing approximately 8-9 ft. of height/level. Current SICSA Mars mission planning advocates development of new launchers with payload accommodations for 45 ft. diameter, 200 metric ton cargo elements. This large booster will offer launch economies along with habitat scaling advantages. Launch system design efficiencies are influenced by the amount of functional drag that results as the vehicle passes through the Earth's atmosphere. These drag losses are subject to a "cubed-squared law". As the launchcraft's external dimensions increase, its surface area increases with the square of the dimension, while the volume increases with the cube. Since drag is a function of surface, not volume, increasing the vehicle size will reduce proportional drag losses. For this reason, the huge Saturn V Moon rocket experienced relatively low drag. Module pressure envelope geometries also influence internal layout versatility and functionality. SICSA examined cylindrical and spherical envelope approaches for habitat module application, exploring special advantages and disadvantages each presented. The 45 ft. diameter sphere constrained functional volumes and layouts around the upper level perimeter. A modified scheme was selected which reshaped and expanded the height of that area. SICSA's final plan proposes 45 ft. diameter modules of modified spherical form.

Active Transportation on a Complete Street: Perceived and Audited Walkability Correlates

PubMed Central

Jensen, Wyatt A.; Smith, Ken R.; Brewer, Simon C.; Amburgey, Jonathan W.; McIff, Brett

2017-01-01

Few studies of walkability include both perceived and audited walkability measures. We examined perceived walkability (Neighborhood Environment Walkability Scale—Abbreviated, NEWS-A) and audited walkability (Irvine–Minnesota Inventory, IMI) measures for residents living within 2 km of a “complete street”—one renovated with light rail, bike lanes, and sidewalks. For perceived walkability, we found some differences but substantial similarity between our final scales and those in a prior published confirmatory factor analysis. Perceived walkability, in interaction with distance, was related to complete street active transportation. Residents were likely to have active transportation on the street when they lived nearby and perceived good aesthetics, crime safety, and traffic safety. Audited walkability, analyzed with decision trees, showed three general clusters of walkability areas, with 12 specific subtypes. A subset of walkability items (n = 11), including sidewalks, zebra-striped crosswalks, decorative sidewalks, pedestrian signals, and blank walls combined to cluster street segments. The 12 subtypes yielded 81% correct classification of residents’ active transportation. Both perceived and audited walkability were important predictors of active transportation. For audited walkability, we recommend more exploration of decision tree approaches, given their predictive utility and ease of translation into walkability interventions. PMID:28872595

Active Transportation on a Complete Street: Perceived and Audited Walkability Correlates.

PubMed

Jensen, Wyatt A; Brown, Barbara B; Smith, Ken R; Brewer, Simon C; Amburgey, Jonathan W; McIff, Brett

2017-09-05

Few studies of walkability include both perceived and audited walkability measures. We examined perceived walkability (Neighborhood Environment Walkability Scale-Abbreviated, NEWS-A) and audited walkability (Irvine-Minnesota Inventory, IMI) measures for residents living within 2 km of a "complete street"-one renovated with light rail, bike lanes, and sidewalks. For perceived walkability, we found some differences but substantial similarity between our final scales and those in a prior published confirmatory factor analysis. Perceived walkability, in interaction with distance, was related to complete street active transportation. Residents were likely to have active transportation on the street when they lived nearby and perceived good aesthetics, crime safety, and traffic safety. Audited walkability, analyzed with decision trees, showed three general clusters of walkability areas, with 12 specific subtypes. A subset of walkability items ( n = 11), including sidewalks, zebra-striped crosswalks, decorative sidewalks, pedestrian signals, and blank walls combined to cluster street segments. The 12 subtypes yielded 81% correct classification of residents' active transportation. Both perceived and audited walkability were important predictors of active transportation. For audited walkability, we recommend more exploration of decision tree approaches, given their predictive utility and ease of translation into walkability interventions.

Evaluation of arterial stiffness by finger-toe pulse wave velocity: optimization of signal processing and clinical validation.

PubMed

Obeid, Hasan; Khettab, Hakim; Marais, Louise; Hallab, Magid; Laurent, Stéphane; Boutouyrie, Pierre

2017-08-01

Carotid-femoral pulse wave velocity (PWV) (cf-PWV) is the gold standard for measuring aortic stiffness. Finger-toe PWV (ft-PWV) is a simpler noninvasive method for measuring arterial stiffness. Although the validity of the method has been previously assessed, its accuracy can be improved. ft-PWV is determined on the basis of a patented height chart for the distance and the pulse transit time (PTT) between the finger and the toe pulpar arteries signals (ft-PTT). The objective of the first study, performed in 66 patients, was to compare different algorithms (intersecting tangents, maximum of the second derivative, 10% threshold and cross-correlation) for determining the foot of the arterial pulse wave, thus the ft-PTT. The objective of the second study, performed in 101 patients, was to investigate different signal processing chains to improve the concordance of ft-PWV with the gold-standard cf-PWV. Finger-toe PWV (ft-PWV) was calculated using the four algorithms. The best correlations relating ft-PWV and cf-PWV, and relating ft-PTT and carotid-femoral PTT were obtained with the maximum of the second derivative algorithm [PWV: r = 0.56, P < 0.0001, root mean square error (RMSE) = 0.9 m/s; PTT: r = 0.61, P < 0.001, RMSE = 12 ms]. The three other algorithms showed lower correlations. The correlation between ft-PTT and carotid-femoral PTT further improved (r = 0.81, P < 0.0001, RMSE = 5.4 ms) when the maximum of the second derivative algorithm was combined with an optimized signal processing chain. Selecting the maximum of the second derivative algorithm for detecting the foot of the pressure waveform, and combining it with an optimized signal processing chain, improved the accuracy of ft-PWV measurement in the current population sample. Thus, it makes ft-PWV very promising for the simple noninvasive determination of aortic stiffness in clinical practice.

Analysis of Rapidly Developing Low Cloud Ceilings in a Stable Environment

NASA Technical Reports Server (NTRS)

Wheeler, Mark M.; Case, Jonathan L.

2005-01-01

This report describes the work done by the Applied Meteorology Unit (AMU) in developing a database of days that experienced rapid (< 90 minutes) low cloud formation in a stable atmosphere, resulting in ceilings at the Shuttle Landing Facility (TTS) that violated Space Shuttle Flight Rules (FR). The meteorological conditions favoring the rapid formation of low ceilings include the presence of any inversion below 8000 ft, high relative humidity beneath the inversion, and a clockwise turning of the winds from the surface to the middle troposphere (approx. 15000 ft). The AMU compared and contrasted the atmospheric and thermodynamic conditions between days with rapid low ceiling formation and days with low ceiling resulting from other mechanism. The AMU found that the vertical wind profile is the probable discerning factor between the rapidly-forming ceiling days and other low ceiling days at TTS. Most rapidly-developing low ceiling days had a clockwise turning of the winds with height, whereas other low ceiling days typically had a counter-clockwise turning of the winds with height or negligible vertical wind shear. Forecasters at the Space Meteorology Group (SMG) issue 30 to 90 minute forecasts for low cloud ceilings at TTS to support Space Shuttle landings. Mission verification statistics have shown ceilings to be the number one forecast challenge. More specifically, forecasters at SMG are concerned with any rapidly developing clouds ceilings below 8000 ft in a stable, capped thermodynamic environment, Therefore, the AMU was tasked to examine archived events of rapid stable cloud formation resulting in ceilings below 8000 ft, and document the atmospheric regimes favoring this type of cloud development. The AMU examined the cool season months of November to March during the years of 1993-2003 for days that had low-level inversions and rapid, stable low cloud formation that resulted in ceilings violating the Space Shuttle FR. The AMU wrote and modified existing code to identify inversions from the morning Cape Canaveral, FL rawinsonde (XMR) during the cool season and output pertinent sounding information. They parsed all days with cloud ceilings below 8000 ft at TTS, forming a database of possible rapidly-developing low ceiling events. Days with precipitation or noticeable fog bum-off situations were excluded from the database. Only the daytime hours were examined for possible ceiling development events since low clouds are easier to diagnose with visible satellite imagery. Follow-on work would expand the database to include nighttime cases, using a special enhancement of the infrared imagery for identifying areas of low clouds. The report presents two sample cases of rapidly-developing low cloud ceilings. These cases depict the representative meteorological and thermodynamic characteristics of such events. The cases also illustrate how quickly the cloud decks can develop, sometimes forming in 30 minutes or less. The report also summarizes the composite meteorological conditions for 20 event days with rapid low cloud ceiling formation and 48 non-events days consisting of advection or widespread low cloud ceilings. The meteorological conditions were quite similar for both the event and non-event days, since both types of days experienced low cloud ceilings. Both types of days had a relatively moist environment beneath the inversion based below 8000 ft. In the 20 events identified, de onset of low ceilings occurred between 1200-1800 UTC in every instance. The distinguishing factor between the event and non-event days appears to be the vertical wind profile in the XMR sounding. Eighty-five percent of the event days had a clockwise turning of the winds with height in the lower to middle troposphere whereas 83% of the non-events had a counter-clockwise turning of the winds with height or negligible vertical wind shear. A clockwise turning of the winds with height indicates a warm advection regime, which supports large-scale rising motn and possible cloud formation. Meanwhile, a counter-clockwise turning of the winds with height indicates cold advection or sinking motion in a post-cold frontal environment.

Predicted Deepwater Bathymetry from Satellite Altimetry: Non-Fourier Transform Alternatives

NASA Astrophysics Data System (ADS)

Salazar, M.; Elmore, P. A.

2017-12-01

Robert Parker (1972) demonstrated the effectiveness of Fourier Transforms (FT) to compute gravitational potential anomalies caused by uneven, non-uniform layers of material. This important calculation relates the gravitational potential anomaly to sea-floor topography. As outlined by Sandwell and Smith (1997), a six-step procedure, utilizing the FT, then demonstrated how satellite altimetry measurements of marine geoid height are inverted into seafloor topography. However, FTs are not local in space and produce Gibb's phenomenon around discontinuities. Seafloor features exhibit spatial locality and features such as seamounts and ridges often have sharp inclines. Initial tests compared the windowed-FT to wavelets in reconstruction of the step and saw-tooth functions and resulted in lower RMS error with fewer coefficients. This investigation, thus, examined the feasibility of utilizing sparser base functions such as the Mexican Hat Wavelet, which is local in space, to first calculate the gravitational potential, and then relate it to sea-floor topography.

Water Channel Facility for Fluid Dynamics Experiments

NASA Astrophysics Data System (ADS)

Eslam-Panah, Azar; Sabatino, Daniel

2016-11-01

This study presents the design, assembly, and verification process of the circulating water channel constructed by undergraduate students at the Penn State University at Berks. This work was significantly inspired from the closed-loop free-surface water channel at Lafayette College (Sabatino and Maharjan, 2015) and employed for experiments in fluid dynamics. The channel has a 11 ft length, 2.5 ft width, and 2 ft height glass test section with a maximum velocity of 3.3 ft/s. First, the investigation justifies the needs of a water channel in an undergraduate institute and its potential applications in the whole field of engineering. Then, the design procedures applied to find the geometry and material of some elements of the channel, especially the contraction, the test section, the inlet and end tanks, and the pump system are described. The optimization of the contraction design, including the maintenance of uniform exit flow and avoidance of flow separation, is also included. Finally, the discussion concludes by identifying the problems with the undergraduate education through this capstone project and suggesting some new investigations to improve flow quality.

Spillway for Benbrook Dam, Clear Fork of the Trinity River, Texas: Model Investigation

DTIC Science & Technology

1949-03-01

section at tho too of tho spillway to tho trapezoidal cross section of tho exit channel. Concreto training walls 11 ft in height will confine the...embankment sections to the spillway, thus eliminating the concreto sec- tiona . This procedure would require training walls at each abutment t o protect

50 CFR 648.8 - Vessel identification.

Code of Federal Regulations, 2010 CFR

2010-10-01

..., DEPARTMENT OF COMMERCE FISHERIES OF THE NORTHEASTERN UNITED STATES General Provisions § 648.8 Vessel... m) in registered length must: (1) Affix permanently its name on the port and starboard sides of the... in contrasting color at least 18 inches (45.7 cm) in height for fishing vessels over 65 ft (19.8 m...

46 CFR 111.105-31 - Flammable or combustible cargo with a flashpoint below 60 °C (140 °F), carriers of liquid-sulphur...

Code of Federal Regulations, 2011 CFR

2011-10-01

... be a lockable circuit breaker or lockable switch that disconnects power to the motor. (e) Cargo Tanks.../vacuum valves with an unlimited height; or (4) Within 10 meters (33 ft) of vent outlets for free flow of...

46 CFR 111.105-31 - Flammable or combustible cargo with a flashpoint below 60 °C (140 °F), carriers of liquid-sulphur...

Code of Federal Regulations, 2012 CFR

2012-10-01

... be a lockable circuit breaker or lockable switch that disconnects power to the motor. (e) Cargo Tanks.../vacuum valves with an unlimited height; or (4) Within 10 meters (33 ft) of vent outlets for free flow of...

46 CFR 111.105-31 - Flammable or combustible cargo with a flashpoint below 60 °C (140 °F), carriers of liquid-sulphur...

Code of Federal Regulations, 2010 CFR

2010-10-01

... be a lockable circuit breaker or lockable switch that disconnects power to the motor. (e) Cargo Tanks.../vacuum valves with an unlimited height; or (4) Within 10 meters (33 ft) of vent outlets for free flow of...

Hexcrete Tower for Harvesting Wind Energy at Taller Hub Heights - Budget Period 2

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sritharan, Sri

Interest in designing taller towers for wind energy production in the United States (U.S.) has been steadily growing. In May 2015, it was revealed that taller towers will make wind energy production a reality in all 50 states, including some states that have nearly zero renewables in their energy portfolio. Facilitating wind energy production feasibility in all 50 states will no doubt contribute to increasing the electricity produced by wind from 4.5% in 2013 to a targeted scenario of 35% by 2050 in the Wind Vision report. This project focuses on the Hexcrete tower concept developed for tall towers usingmore » High Strength Concrete (HSC) and/or Ultra-High Performance Concrete (UHPC). Among other benefits, the Hexcrete concept overcomes transportation and logistical challenges, thus facilitating construction of towers with hub heights of 100-m (328-ft) and higher. The goal of this project is to facilitate widespread deployment of Hexcrete towers for harvesting wind energy at 120 to 140-m (394 to 459-ft) hub heights and reduce the Levelized Cost of Energy (LCOE) of wind energy production in the U.S. The technical scope of the project includes detailed design and optimization of at least three wind turbine towers using the Hexcrete concept together with experimental validation and LCOE analyses and development of a commercialization plan.« less

Geometric methods for estimating representative sidewalk widths applied to Vienna's streetscape surfaces database

NASA Astrophysics Data System (ADS)

Brezina, Tadej; Graser, Anita; Leth, Ulrich

2017-04-01

Space, and in particular public space for movement and leisure, is a valuable and scarce resource, especially in today's growing urban centres. The distribution and absolute amount of urban space—especially the provision of sufficient pedestrian areas, such as sidewalks—is considered crucial for shaping living and mobility options as well as transport choices. Ubiquitous urban data collection and today's IT capabilities offer new possibilities for providing a relation-preserving overview and for keeping track of infrastructure changes. This paper presents three novel methods for estimating representative sidewalk widths and applies them to the official Viennese streetscape surface database. The first two methods use individual pedestrian area polygons and their geometrical representations of minimum circumscribing and maximum inscribing circles to derive a representative width of these individual surfaces. The third method utilizes aggregated pedestrian areas within the buffered street axis and results in a representative width for the corresponding road axis segment. Results are displayed as city-wide means in a 500 by 500 m grid and spatial autocorrelation based on Moran's I is studied. We also compare the results between methods as well as to previous research, existing databases and guideline requirements on sidewalk widths. Finally, we discuss possible applications of these methods for monitoring and regression analysis and suggest future methodological improvements for increased accuracy.

Older People's Perceptions of Pedestrian Friendliness and Traffic Safety: An Experiment Using Computer-Simulated Walking Environments.

PubMed

Kahlert, Daniela; Schlicht, Wolfgang

2015-08-21

Traffic safety and pedestrian friendliness are considered to be important conditions for older people's motivation to walk through their environment. This study uses an experimental study design with computer-simulated living environments to investigate the effect of micro-scale environmental factors (parking spaces and green verges with trees) on older people's perceptions of both motivational antecedents (dependent variables). Seventy-four consecutively recruited older people were randomly assigned watching one of two scenarios (independent variable) on a computer screen. The scenarios simulated a stroll on a sidewalk, as it is 'typical' for a German city. In version 'A,' the subjects take a fictive walk on a sidewalk where a number of cars are parked partially on it. In version 'B', cars are in parking spaces separated from the sidewalk by grass verges and trees. Subjects assessed their impressions of both dependent variables. A multivariate analysis of covariance showed that subjects' ratings on perceived traffic safety and pedestrian friendliness were higher for Version 'B' compared to version 'A'. Cohen's d indicates medium (d = 0.73) and large (d = 1.23) effect sizes for traffic safety and pedestrian friendliness, respectively. The study suggests that elements of the built environment might affect motivational antecedents of older people's walking behavior.

Airborne concentrations of PM(2.5) and diesel exhaust particles on Harlem sidewalks: a community-based pilot study.

PubMed

Kinney, P L; Aggarwal, M; Northridge, M E; Janssen, N A; Shepard, P

2000-03-01

Residents of the dense urban core neighborhoods of New York City (NYC) have expressed increasing concern about the potential human health impacts of diesel vehicle emissions. We measured concentrations of particulate matter [less than/equal to] 2.5 micro in aerodynamic diameter (PM(2.5)) and diesel exhaust particles (DEP) on sidewalks in Harlem, NYC, and tested whether spatial variations in concentrations were related to local diesel traffic density. Eight-hour (1000-1800 hr) air samples for PM(2.5 )and elemental carbon (EC) were collected for 5 days in July 1996 on sidewalks adjacent to four geographically distinct Harlem intersections. Samples were taken using portable monitors worn by study staff. Simultaneous traffic counts for diesel trucks, buses, cars, and pedestrians were carried out at each intersection on [Greater/equal to] 2 of the 5 sampling days. Eight-hour diesel vehicle counts ranged from 61 to 2,467 across the four sites. Mean concentrations of PM(2.5) exhibited only modest site-to-site variation (37-47 microg/m(3)), reflecting the importance of broader regional sources of PM(2.5). In contrast, EC concentrations varied 4-fold across sites (from 1.5 to 6 microg/m(3)), and were associated with bus and truck counts on adjacent streets and, at one site, with the presence of a bus depot. A high correlation (r = 0.95) was observed between EC concentrations measured analytically and a blackness measurement based on PM(2.5) filter reflectance, suggesting the utility of the latter as a surrogate measure of DEP in future community-based studies. These results show that local diesel sources in Harlem create spatial variations in sidewalk concentrations of DEP. The study also demonstrates the feasibility of a new paradigm for community-based research involving full and active partnership between academic scientists and community-based organizations.

How much of the global aerosol optical depth is found in the boundary layer and free troposphere?

NASA Astrophysics Data System (ADS)

Bourgeois, Quentin; Ekman, Annica M. L.; Renard, Jean-Baptiste; Krejci, Radovan; Devasthale, Abhay; Bender, Frida A.-M.; Riipinen, Ilona; Berthet, Gwenaël; Tackett, Jason L.

2018-06-01

The global aerosol extinction from the CALIOP space lidar was used to compute aerosol optical depth (AOD) over a 9-year period (2007-2015) and partitioned between the boundary layer (BL) and the free troposphere (FT) using BL heights obtained from the ERA-Interim archive. The results show that the vertical distribution of AOD does not follow the diurnal cycle of the BL but remains similar between day and night highlighting the presence of a residual layer during night. The BL and FT contribute 69 and 31 %, respectively, to the global tropospheric AOD during daytime in line with observations obtained in Aire sur l'Adour (France) using the Light Optical Aerosol Counter (LOAC) instrument. The FT AOD contribution is larger in the tropics than at mid-latitudes which indicates that convective transport largely controls the vertical profile of aerosols. Over oceans, the FT AOD contribution is mainly governed by long-range transport of aerosols from emission sources located within neighboring continents. According to the CALIOP aerosol classification, dust and smoke particles are the main aerosol types transported into the FT. Overall, the study shows that the fraction of AOD in the FT - and thus potentially located above low-level clouds - is substantial and deserves more attention when evaluating the radiative effect of aerosols in climate models. More generally, the results have implications for processes determining the overall budgets, sources, sinks and transport of aerosol particles and their description in atmospheric models.

Active Learning in the Atmospheric Science Classroom and beyond through High-Altitude Ballooning

ERIC Educational Resources Information Center

Coleman, Jill S. M.; Mitchell, Melissa

2014-01-01

This article describes the implementation of high-altitude balloon (HAB) research into a variety of undergraduate atmospheric science classes as a means of increasing active student engagement in real-world, problem-solving events. Because high-altitude balloons are capable of reaching heights of 80,000-100,000 ft (24-30 km), they provide a…

50 CFR 665.16 - Vessel identification.

Code of Federal Regulations, 2014 CFR

2014-10-01

... of 65 ft (19.8 m) LOA or longer, the official number must be displayed in block Arabic numerals at....8 m) LOA or longer must be marked in block Arabic numerals at least 14 inches (35.6 cm) in height. (3) For all other vessels, the official number must be displayed in block Arabic numerals at least 10...

50 CFR 665.16 - Vessel identification.

Code of Federal Regulations, 2013 CFR

2013-10-01

... of 65 ft (19.8 m) LOA or longer, the official number must be displayed in block Arabic numerals at....8 m) LOA or longer must be marked in block Arabic numerals at least 14 inches (35.6 cm) in height. (3) For all other vessels, the official number must be displayed in block Arabic numerals at least 10...

75 FR 43853 - Endangered and Threatened Wildlife and Plants; Final Rule to List the Medium Tree-Finch...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-07-27

...) in height, and 20 m (66 ft) or more given good environmental conditions (Wiggins and Porter 1971, p... bark, lichens, feathers, and other materials, with a small, round side entrance (Jackson 1985, p. 191... adapt to varying conditions extremely well and therefore they thrive at all elevations in the Galapagos...

Productivity of 'Triple Crown' blackberry on the rotating cross-arm trellis system

USDA-ARS?s Scientific Manuscript database

Blackberry plants are vigorous and produce long lateral canes. However, to keep the plant canopy narrow for better spray coverage and to aid in fruit harvesting, the canes are typically pruned severely (e.g. primocanes are topped at the 6-ft height and the lateral canes are cut back to 18- to 24-in...

Etching of Silicon in HBr Plasmas for High Aspect Ratio Features

NASA Technical Reports Server (NTRS)

Hwang, Helen H.; Meyyappan, M.; Mathad, G. S.; Ranade, R.

2002-01-01

Etching in semiconductor processing typically involves using halides because of the relatively fast rates. Bromine containing plasmas can generate high aspect ratio trenches, desirable for DRAM and MEMS applications, with relatively straight sidewalk We present scanning electron microscope images for silicon-etched trenches in a HBr plasma. Using a feature profile simulation, we show that the removal yield parameter, or number of neutrals removed per incident ion due to all processes (sputtering, spontaneous desorption, etc.), dictates the profile shape. We find that the profile becomes pinched off when the removal yield is a constant, with a maximum aspect ratio (AR) of about 5 to 1 (depth to height). When the removal yield decreases with increasing ion angle, the etch rate increases at the comers and the trench bottom broadens. The profiles have ARs of over 9:1 for yields that vary with ion angle. To match the experimentally observed etched time of 250 s for an AR of 9:1 with a trench width of 0.135 microns, we find that the neutral flux must be 3.336 x 10(exp 17)sq cm/s.

Automatic extraction of road features in urban environments using dense ALS data

NASA Astrophysics Data System (ADS)

Soilán, Mario; Truong-Hong, Linh; Riveiro, Belén; Laefer, Debra

2018-02-01

This paper describes a methodology that automatically extracts semantic information from urban ALS data for urban parameterization and road network definition. First, building façades are segmented from the ground surface by combining knowledge-based information with both voxel and raster data. Next, heuristic rules and unsupervised learning are applied to the ground surface data to distinguish sidewalk and pavement points as a means for curb detection. Then radiometric information was employed for road marking extraction. Using high-density ALS data from Dublin, Ireland, this fully automatic workflow was able to generate a F-score close to 95% for pavement and sidewalk identification with a resolution of 20 cm and better than 80% for road marking detection.

Two-dimensional correlation spectroscopy reveals the underlying compositions for FT-NIR identification of the medicinal bulbs of the genus Fritillaria

NASA Astrophysics Data System (ADS)

Chen, Jianbo; Wang, Yue; Liu, Aoxue; Rong, Lixin; Wang, Jingjuan

2018-03-01

Fritillariae Bulbus, the dried bulbs of several species of the genus Fritillaria, is often used in traditional Chinese medicine for the treatment of cough and pulmonary diseases. However, the similar appearances make it difficult to identify different kinds of Fritillariae Bulbus. In this research, Fourier transform near-infrared (FT-NIR) spectroscopy with a reflection fiber probe is employed for the direct testing and automatic identification of different kinds of Fritillariae Bulbus to ensure the authenticity, efficacy and safety. The bulbs can be measured directly without pulverizing. According to the two-dimensional (2D) correlation analysis and statistical analysis, the height ratio of the two peaks near 4860 cm-1 and 4750 cm-1 in the second derivative spectra is specific to the species of Fritillariae Bulbus. This indicates that the relative amount of protein and carbohydrate may be critical to identify Fritillariae Bulbus. With the help of the SIMCA model, the four kinds of Fritillariae Bulbus can be identified correctly by FT-NIR spectroscopy. The results show the potential of FT-NIR spectroscopy with a reflection fiber probe in the rapid testing and identification of Fritillariae Bulbus.

A novel device for measuring arterial stiffness using finger-toe pulse wave velocity: Validation study of the pOpmètre®.

PubMed

Alivon, Maureen; Vo-Duc Phuong, Thao; Vignon, Virginie; Bozec, Erwan; Khettab, Hakim; Hanon, Olivier; Briet, Marie; Halimi, Jean-Michel; Hallab, Magid; Plichart, Matthieu; Mohammedi, Kamel; Marre, Michel; Boutouyrie, Pierre; Laurent, Stéphane

2015-04-01

The finger-toe pathway could be a good alternative for assessing arterial stiffness conveniently. To evaluate the accuracy of the pOpmètre®--a new device that measures finger-toe pulse wave velocity (ft-PWV). The pOpmètre has two photodiode sensors, positioned on the finger and the toe. Pulse waves are recorded continuously for 20 seconds, and the difference in pulse wave transit time between toe and finger (ft-TT) is calculated. The travelled distance is estimated using subject height. Study 1 compared ft-PWV with carotid-femoral PWV (cf-PWV) obtained by the reference method (SphygmoCor®) in 86 subjects (mean age 53±20 years), including 69 patients with various pathologies and 17 healthy normotensives. Study 2 compared changes in ft-PWV and cf-PWV during a cold pressor test in 10 healthy subjects. Study 3 assessed repeatability in 45 patients. ft-PWV correlated significantly with cf-PWV (R2=0.43; P<0.0001). A better correlation was found in terms of transit time (R2=0.61; P<0.0001). The discrepancy between transit times was related to age. The cold pressor test induced parallel changes in cf-PWV and ft-PWV, with increased aortic stiffness that was reversible during recovery. Intra-session repeatability was very good, with a coefficient of variation of 4.52%. The pOpmètre® allows measurement of arterial stiffness in routine clinical practice. The greatest advantages of ft-PWV are simplicity, rapidity, feasibility, acceptability by patients and correct agreement with the reference technique. Further studies are needed to adjust for bias and to validate the pOpmètre in larger populations. Copyright © 2015 Elsevier Masson SAS. All rights reserved.

Spanwise measurements of vertical components of atmospheric turbulence

NASA Technical Reports Server (NTRS)

Sleeper, Robert K.

1990-01-01

Correlation and spectrum magnitude estimates are computed for vertical gust velocity measurements at the nose and wing tips of a NASA B-57B aircraft for six level flight, low speed and low altitude runs and are compared with those of the von Karman atmospheric turbulence model extended for spanwise relationships. The distance between the wing tips was 62.6 ft. Airspeeds ranged from about 330 to 400 ft/sec, heights above the ground ranged from near ground level to about 5250 ft. and gust velocity standard deviations ranged from 4.10 to 8.86 ft/sec. Integral scale lengths, determined by matching measured autocorrelation estimates with those of the model, ranged from 410 to 2050 ft. Digital signals derived from piezoelectric sensors provided continuous pressure and airspeed measurements. Some directional acceleration sensitivity of the sensors was eliminated by sensor orientation, and their performance was spectrally verified for the higher frequencies with supplemental onboard piezoresistive sensors. The model appeared to satisfactorily predict the trends of the measured cross-correlations and cross-spectrum magnitudes, particularly between the nose and wing tips. However, the measured magnitude estimates of the cross-spectra between the wing tips exceeded the predicted levels at the higher frequencies. Causes for the additional power across the wing tips were investigated. Vertical gust velocity components evaluated along and lateral to the flight path implied that the frozen-turbulence-field assumption is a suitable approximation.

Expanding options for reforestation of the Cumberland Plateau

DOE Office of Scientific and Technical Information (OSTI.GOV)

McGee, C.E.

1980-01-01

Stems of d.b.h. 4 inches or greater in a low quality stand in Tennessee dominated by white and scarlet oak (Quercus coccinea) were sheared in September-November 1976, chipped, and removed. Sawtimber quality trees (30) in the 37-acre area were felled separately by conventional methods. Residual trees (2-3 inches d.b.h., ht. over 4.5 ft) in some areas were injected with herbicide. One-acre plots were planted with 1+0 loblolly pine, 2+0 white pine (Pinus strobus), or 1+0 yellow poplar, or left to regenerate naturally. After 2 years, survival of all trees was good (83% or over) and average height of loblolly pine,more » yellow poplar and desirable natural stems (white, scarlet or black oak, Quercus velutina) was 3.3 ft, significantly different from that of white pine (1.5 ft). It is concluded that poor quality stands can be cheaply improved by this method, although release from competing vegetation may be necessary, especially in the case of white pine.« less

Influence of age and fall type on head injuries in infants and toddlers

PubMed Central

Ibrahim, Nicole G.; Wood, Joanne; Margulies, Susan S.; Christian, Cindy W.

2011-01-01

Age-based differences in fall type and neuroanatomy in infants and toddlers may affect clinical presentations and injury patterns. Objective Our goal is to understand the influence of fall type and age on injuries to help guide clinical evaluation. Design/Setting/Participants Retrospectively, 285 children 0–48 months with accidental head injury from a fall and brain imaging between 2000–2006 were categorized by age (infant=<1 year and toddler=1–4 years) and fall type: low (≤3 ft), intermediate (>3 and <10 ft), high height falls (≥10 ft) and stair falls. Outcome Measures Clinical manifestations were noted and head injuries separated into primary (bleeding) and secondary (hypoxia, edema). The influence of age and fall type on head injuries sustained was evaluated. Results Injury patterns in children <4 yrs varied with age. Despite similar injury severity scores, infants sustained more skull fractures than toddlers (71% v. 39%). Of children with skull fractures, 11% had no evidence of scalp/facial soft tissue swelling. Of the patients with primary intracranial injury, 30% had no skull fracture and 8% had neither skull fracture nor cranial soft tissue injury. Low height falls resulted in primary intracranial injury without soft tissue or skull injury in infants (6%) and toddlers (16%). Conclusions Within a given fall type, age-related differences in injuries exist between infants and toddlers. When interpreting a fall history, clinicians must consider the fall type and influence of age on resulting injury. For young children, intracranial injury is not always accompanied by external manifestations of their injury. PMID:22079853

Logging intensity impact on small oak seedling survival and growth on the Cumberland Plateau in northeastern Alabama

Treesearch

Callie J. Schweitzer; Daniel C. Dey

2013-01-01

Ground disturbance caused by forest harvest operations can negatively impact oak regeneration. On the Cumberland Plateau, for successful regeneration, managers often must rely on very small (less than a ft in height) oak advance reproduction that is susceptible to disturbance by harvesting equipment. Furthermore, sites on the Plateau top are often harvested when...

Experimenting with sodar in support of emergency preparedness at Three Mile Island-1

DOE Office of Scientific and Technical Information (OSTI.GOV)

Heck, W.J.

1989-01-01

In November 1988 at Three Mile Island Unit 1 (TMI-1), GPU Nuclear successfully completed the annual drill-for-grade that, from a modeling point of view, broke new ground for this plant. The meteorological and modeling aspects of the drill scenario were unprecedented for two reasons. First, the plume was buoyant and rose far above the height of the meteorological tower located at TMI. Second, the wind direction data from the meteorological tower were not representative of the wind direction at plume height. In the drill scenario, the buoyant plume resulted from a steam generator tube rupture where the steam ejects directlymore » into the atmosphere via safety relief valves. Plume modeling indicated that the plume would rise to 400 ft, given the scenario meteorology. Wind data from the on-site meteorological tower, however, was only available up to 150 ft. Comparisons of sodar and tower winds were made for various weather conditions. Sodar results were studied in detail during light, moderate, and high winds; various wind directions; occurrences of rain and snow; and by time of day to determine effects of diurnal meteorological conditions on sodar performance.« less

Older People’s Perceptions of Pedestrian Friendliness and Traffic Safety: An Experiment Using Computer-Simulated Walking Environments

PubMed Central

Kahlert, Daniela; Schlicht, Wolfgang

2015-01-01

Traffic safety and pedestrian friendliness are considered to be important conditions for older people’s motivation to walk through their environment. This study uses an experimental study design with computer-simulated living environments to investigate the effect of micro-scale environmental factors (parking spaces and green verges with trees) on older people’s perceptions of both motivational antecedents (dependent variables). Seventy-four consecutively recruited older people were randomly assigned watching one of two scenarios (independent variable) on a computer screen. The scenarios simulated a stroll on a sidewalk, as it is ‘typical’ for a German city. In version ‘A,’ the subjects take a fictive walk on a sidewalk where a number of cars are parked partially on it. In version ‘B’, cars are in parking spaces separated from the sidewalk by grass verges and trees. Subjects assessed their impressions of both dependent variables. A multivariate analysis of covariance showed that subjects’ ratings on perceived traffic safety and pedestrian friendliness were higher for Version ‘B’ compared to version ‘A’. Cohen’s d indicates medium (d = 0.73) and large (d = 1.23) effect sizes for traffic safety and pedestrian friendliness, respectively. The study suggests that elements of the built environment might affect motivational antecedents of older people’s walking behavior. PMID:26308026

Characteristics of Urban Sidewalks/Streets and Objectively Measured Physical Activity

PubMed Central

Heinrich, Katie M.; Poston, Walker S.C.; Hyder, Melissa; Pyle, Sara

2007-01-01

Several studies have found significant relationships between environmental characteristics (e.g., number of destinations, aesthetics) and physical activity. While a few of these studies verified that the physical activities assessed were performed in the environments examined, none have done this in an urban, neighborhood setting. This information will help efforts to inform policy decisions regarding the design of more “physically active” communities. Fourteen environmental characteristics of 60, 305-m-long segments, located in an urban, residential setting, were directly measured using standardized procedures. The number of individuals walking, jogging, and biking in the segments was assessed using an observation technique. The segments were heterogeneous with regards to several of the environmental characteristics. A total of 473 individuals were seen walking, bicycling, or jogging in the segments during 3,600 min of observation (60 min/segment). Of the 473 seen, 315 were walking, 116 bicycling, and 42 jogging. A greater number of individuals were seen walking in segments with more traffic, sidewalk defects, graffiti, and litter and less desirable property aesthetics. Only one environmental characteristic was associated with bicycling and none were significantly related with jogging. This study provides further evidence that environmental characteristics and walking are related. It also adds new information regarding the importance of scale (e.g., micro, macro) and how some environmental characteristics of urban, residential sidewalks and streets relate to physical activity. PMID:18161026

Sequential lineups: shift in criterion or decision strategy?

PubMed

Gronlund, Scott D

2004-04-01

R. C. L. Lindsay and G. L. Wells (1985) argued that a sequential lineup enhanced discriminability because it elicited use of an absolute decision strategy. E. B. Ebbesen and H. D. Flowe (2002) argued that a sequential lineup led witnesses to adopt a more conservative response criterion, thereby affecting bias, not discriminability. Height was encoded as absolute (e.g., 6 ft [1.83 m] tall) or relative (e.g., taller than). If a sequential lineup elicited an absolute decision strategy, the principle of transfer-appropriate processing predicted that performance should be best when height was encoded absolutely. Conversely, if a simultaneous lineup elicited a relative decision strategy, performance should be best when height was encoded relatively. The predicted interaction was observed, providing direct evidence for the decision strategies explanation of what happens when witnesses view a sequential lineup.

The impact of state safe routes to school-related laws on active travel to school policies and practices in U.S. elementary schools.

PubMed

Chriqui, Jamie F; Taber, Daniel R; Slater, Sandy J; Turner, Lindsey; Lowrey, Kerri McGowan; Chaloupka, Frank J

2012-01-01

This study examined the relationship between state laws requiring minimum bussing distances, hazardous route exemptions, sidewalks, crossing guards, speed zones, and traffic control measures around schools and active travel to school (ATS) policies/practices in nationally representative samples of U.S. public elementary schools between 2007-2009. The state laws and school data were compiled through primary legal research and annual mail-back surveys of principals, respectively. Multivariate logistic and zero-inflated poisson regression indicated that all state law categories (except for sidewalks) relate to ATS. These laws should be considered in addition to formal safe routes to school programs as possible influences on ATS. Copyright © 2011 Elsevier Ltd. All rights reserved.

Neighbourhood built environment characteristics associated with different types of physical activity in Canadian adults.

PubMed

McCormack, Gavin R

2017-06-01

The aim of this study was to estimate the associations between neighbourhood built environment characteristics and transportation walking (TW), recreational walking (RW), and moderate-intensity (MPA) and vigorous-intensity physical activity (VPA) in adults independent of sociodemographic characteristics and residential self-selection (i.e. the reasons related to physical activity associated with a person's choice of neighbourhood). In 2007 and 2008, 4423 Calgary adults completed land-based telephone interviews capturing physical activity, sociodemographic characteristics and reasons for residential self-selection. Using spatial data, we estimated population density, proportion of green space, path/cycleway length, business density, bus stop density, city-managed tree density, sidewalk length, park type mix and recreational destination mix within a 1.6 km street network distance from the participants' geolocated residential postal code. Generalized linear models estimated the associations between neighbourhood built environment characteristics and weekly neighbourhood-based physical activity participation (≥ 10 minutes/week; odds ratios [ORs]) and, among those who reported participation, duration of activity (unstandardized beta coefficients [B]). The sample included more women (59.7%) than men (40.3%) and the mean (standard deviation) age was 47.1 (15.6) years. TW participation was associated with intersection (OR = 1.11; 95% CI: 1.03 to 1.20) and business (OR = 1.52; 1.29 to 1.78) density, and sidewalk length (OR = 1.19; 1.09 to 1.29), while TW minutes was associated with business (B = 19.24 minutes/week; 11.28 to 27.20) and tree (B = 6.51; 2.29 to 10.72 minutes/week) density, and recreational destination mix (B = -8.88 minutes/ week; -12.49 to -5.28). RW participation was associated with path/cycleway length (OR = 1.17; 1.05 to 1.31). MPA participation was associated with recreational destination mix (OR = 1.09; 1.01 to 1.17) and sidewalk length (OR = 1.10; 1.02 to 1.19); however, MPA minutes was negatively associated with population density (B = -8.65 minutes/ week; -15.32 to -1.98). VPA participation was associated with sidewalk length (OR = 1.11; 1.02 to 1.20), path/cycleway length (OR = 1.12; 1.02 to 1.24) and proportion of neighbourhood green space (OR = 0.89; 0.82 to 0.98). VPA minutes was associated with tree density (B = 7.28 minutes/week; 0.39 to 14.17). Some neighbourhood built environment characteristics appear important for supporting physical activity participation while others may be more supportive of increasing physical activity duration. Modifications that increase the density of utilitarian destinations and the quantity of available sidewalks in established neighbourhoods could increase overall levels of neighbourhood-based physical activity.

Method for producing tip-layered, long-cane blackberry plants using the rotating cross-arm trellis and cane training system

USDA-ARS?s Scientific Manuscript database

The rotating cross-arm trellis and a unique cane training technique was used to produce 5- to 6-ft-long tall-cane plants of semi-erect (cv. Triple Crown) and trailing (cv. Siskiyou) blackberries. The primocanes were bent to grow horizontally at 18 in height and the lateral canes that developed on th...

Pinus lambertiana Dougl. Sugar Pine; Pinaceae Pine family

Treesearch

Bohun B. Kinloch Jr.; William H. Scheuner

1990-01-01

Called "the most princely of the genus" by its discoverer, David Douglas, sugar pine (Pinus lambertiana) is the tallest and largest of all pines, commonly reaching heights of 53 to 61 m (175 to 200 ft) and d.b.h. of 91 to 152 cm (36 to 60 in). Old trees occasionally exceed 500 years and, among associated species, are second only to giant...

Seaworthiness Predictions for Two Preliminary CSGN Designs

DTIC Science & Technology

1976-09-01

desired significant wave height in feet. The modal wave period represents the period corresponding to the maximum energy or peak of the wave energy ...SPEED 1S *F8.2. ’.H KTS "lR.?7MSIGNIFICANT WAVE HElION ! I S .FS.2.3" FT// I TI. IHWAE PERI O. 31.2mS T FS. 1 9110.1) 808 PORMAT (F 15.?.4110, 609

Five Years' Growth of Pruned and Unpruned Cottonwood Planted at 40- by 40-Foot Spacing

Treesearch

Roger M. Krinard

1979-01-01

Four pruning treatments have been applied for 5 years on cottonwood (Populus deltoides Bartr.) select clone Stoneville 66, planted at 40- by 40-ft spacing. As pruning severity increased, average diameter and maximum crown width decreased. Diameters ranged from 9.2 inches for trees pruned half of height yearly to 11.4 inches for unpruned trees; crown widths ranged from...

Response of Loblolly Pine Plantations to Woody and Herbaceous Control--Eigth-Year Results of the Region-wide Study-The COMProject

Treesearch

B.R. Zutter; James H. Miller; S.M. Eedaker; M.B. Edwards; R.A. Newbold

1995-01-01

Eight-year response of planted loblolly pine to woody and herbaceous control following site preparation, studied at 13 locations, differed by pine response variable and hardwood level grouping. Treatments affected average pine height the same at both low hardwood (2/ac basal area at age 8) and high hardwood (>13ft2...

Wood density-moisture profiles in old-growth Douglas-fir and western hemlock.

Treesearch

W.Y. Pong; Dale R. Waddell; Lambert Michael B.

1986-01-01

Accurate estimation of the weight of each load of logs is necessary for safe and efficient aerial logging operations. The prediction of green density (lb/ft3) as a function of height is a critical element in the accurate estimation of tree bole and log weights. Two sampling methods, disk and increment core (Bergstrom xylodensimeter), were used to measure the density-...

500 Contractors Receiving the Largest Dollar Volume of Prime Contract Awards for RDT&E (Research, Development, Test and Evaluation), Fiscal Year 1978.

DTIC Science & Technology

1978-01-01

HEIGHT MASS FtA NEWTON MASS 317 I?r INDUSTRIAL ELECTRIC MOTORS INC S 9A0 9 WEST ALLIS WISCONSIN 960 3068 AFRODYNE RESEARCH INC s 1.07? W BEDFORD MASS...9,838 WATERTON COLORADO 1,766 PITTSFIELO MASS Z6.627 ORLANDO FLORIDA IT1,678 WEST LYNN MASS 18s.04b BALTIMORE MARYLAND 379 WILMINGTON MASS $69 IN...NEEDHAM MASS 11,.57 STRATFORD CONN 5q ,5A Q NEEDHAM HEIGHT MASS 4.0, 64f WINDSOR LOCKS rONN I.A62 WHITE SANDS MS NEW MEXICO 83 WEST PALM SFAC FLORIDA bR

[Quantitative analysis of factors to influence the environment of the clean room and clean bench during preparation of intravenous hyperalimentation (IVH) admixtures].

PubMed

Hotoda, S; Aoyama, T; Sato, A; Yamamura, Y; Nakajima, K; Nakamura, K; Sato, H; Iga, T

1999-12-01

We quantitatively studied factors influencing the environment cleanliness for intravenous hyperalimentation (IVH) admixing. The environment cleanliness was evaluated by measuring the counts of particles (> 0.5 micron) and bacteria floating in 1 ft3 of the air inside the clean room (23.6 m3) and in the clean bench built in the department of pharmacy, The University of Tokyo Hospital in 1998. The number of particles at the center of the clean room during IVH admixing by 4 pharmacists was higher than that at the medicine passing area (150 +/- 50/ft3 vs. 260 +/- 60/ft3; mean +/- S.D., n = 12). The cleanliness inside the clean room was improved as the measurement point became higher from the floor (600 +/- 180/ft3, 150 +/- 50/ft3, and 35 +/- 15/ft3 at 50, 100, and 150 cm height, respectively) and the number of persons working inside the room decreased. The changes in the counts of floating bacteria were similar to that of floating particles under the same conditions. In addition the effect of disinfection on the counts of bacteria was clearly observed. When the cleanliness of the room became lower by turning off the air conditioning, the particle counts inside the clean bench became lower along with the distance from the front glass becoming deeper (i.e., 1400 +/- 550/ft3, 140 +/- 70/ft3, and 40 +/- 30/ft3 at 0, 5, and 15 cm, respectively). From these lines of evidence, the following items were suggested in order to maintain the environment cleanliness for IVH admixing. First, the number of persons residing in the clean room should be kept to be minimum. Second, the clean bench should be set up in the center of the clean room. Finally IVH admixing operation should be performed at more than 15 cm depth inside the front glass surface of the clean bench. Moreover, the effect of mopping-up of the clean room with 0.1% benzethonium chloride clearly demonstrated the importance of disinfection on a routine basis.

49 CFR 218.93 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-10-01

... pathways, crosses one or more railroad tracks at grade, and is identified by a U.S. DOT National Highway... one or more control stands. Pedestrian crossing means a separate designated sidewalk or pathway where...

49 CFR 218.93 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-10-01

... pathways, crosses one or more railroad tracks at grade, and is identified by a U.S. DOT National Highway... one or more control stands. Pedestrian crossing means a separate designated sidewalk or pathway where...

25 CFR 170.144 - What are eligible highway safety projects?

Code of Federal Regulations, 2011 CFR

2011-04-01

... RESERVATION ROADS PROGRAM Indian Reservation Roads Program Policy and Eligibility Highway Safety Functions...) Pedestrian paths/sidewalks and bus shelters; (d) Installation and replacement of signs when designated as, or...

25 CFR 170.144 - What are eligible highway safety projects?

Code of Federal Regulations, 2013 CFR

2013-04-01

... RESERVATION ROADS PROGRAM Indian Reservation Roads Program Policy and Eligibility Highway Safety Functions...) Pedestrian paths/sidewalks and bus shelters; (d) Installation and replacement of signs when designated as, or...

25 CFR 170.144 - What are eligible highway safety projects?

Code of Federal Regulations, 2014 CFR

2014-04-01

... RESERVATION ROADS PROGRAM Indian Reservation Roads Program Policy and Eligibility Highway Safety Functions...) Pedestrian paths/sidewalks and bus shelters; (d) Installation and replacement of signs when designated as, or...

Continuous Tidal Streamflow and Gage-Height Data for Bass and Cinder Creeks on Kiawah Island, South Carolina, September 2007

USGS Publications Warehouse

Conrads, Paul; Erbland, John W.

2009-01-01

A three-dimensional model of Bass and Cinder Creeks on Kiawah Island, South Carolina, was developed to evaluate methodologies for determining fecal coliform total maximum daily loads for shellfish waters. To calibrate the model, two index-velocity sites on the creeks were instrumented with continuous acoustic velocity meters and water-level sensors to compute a 21-day continuous record of tidal streamflows. In addition to monitoring tidal cycles, streamflow measurements were made at the index-velocity sites, and tidal-cycle streamflow measurements were made at the mouth of Bass Creek and on the Stono River to characterize the streamflow dynamics near the ocean boundary of the three-dimensional model at the beginning, September 6, 2007, and end, September 26, 2007, of the index-velocity meter deployment. The maximum floodtide and ebbtide measured on the Stono River by the mouth of Bass Creek for the two measurements were -155,000 and 170,000 cubic feet per second (ft3/s). At the mouth of Bass Creek, the maximum floodtide and ebbtide measurements during the 2 measurement days were +/-10,200 ft3/s. Tidal streamflows for the 21-day deployment on Bass Creek ranged from -2,510 ft3/s for an incoming tide to 4,360 ft3/s for an outgoing tide. On Cinder Creek, the incoming and outgoing tide varied from -2,180 to 2,400 ft3/s during the same period.

NASA/French Satellite Data Reveal New Details of Tsunami

NASA Image and Video Library

2005-01-12

Displayed in blue color is the height of sea surface (shown in blue) measured by the Jason satellite two hours after the initial magnitude 9 earthquake hit the region (shown in red) southwest of Sumatra on December 26, 2004. The data were taken by a radar altimeter onboard the satellite along a track traversing the Indian Ocean when the tsunami waves had just filled the entire Bay of Bengal (see the model simulation inset image). The data shown are the changes of sea surface height from previous observations made along the same track 20-30 days before the earthquake, reflecting the signals of the tsunami waves. The maximum height of the leading wave crest was about 50 cm (or 1.6 ft), followed by a trough of sea surface depression of 40 cm. The directions of wave propagation along the satellite track are shown by the blue arrows. http://photojournal.jpl.nasa.gov/catalog/PIA07219

Lobster on the Sidewalk: Understanding and Helping Children with Fears.

ERIC Educational Resources Information Center

Rubin, Roberta I.; And Others

1979-01-01

Discusses the cognitive processes and emotional needs that influence developmental changes related to fears and suggests some techniques which adults may use to help children cope with their fears. (Author/MP)

25 CFR 170.144 - What are eligible highway safety projects?

Code of Federal Regulations, 2012 CFR

2012-04-01

... ROADS PROGRAM Indian Reservation Roads Program Policy and Eligibility Highway Safety Functions § 170.144... paths/sidewalks and bus shelters; (d) Installation and replacement of signs when designated as, or made...

Polyethyleneglycol/silver functionalized reduced graphene oxide aerogel for environmental application

NASA Astrophysics Data System (ADS)

Kumari, G. Vanitha; Asha, S.; Ananth, A. Nimrodh; Rajan, M. A. Jothi; Mathavan, T.

2018-04-01

Polyethylene glycol (PEG)/Silver (Ag) functionalized reduced graphene oxide aerogel (RGOA) was synthesized. PEG/Ag decorated reduced graphene oxide aerogel was characterized using XRD, Raman spectroscopy, Fourier transform infrared spectroscopy (FT-IR). The surface morphology of PEG/Ag/RGOA was analyzed using scanning electron microscope. The non-covalent interaction between reduced graphene oxide layers and the interaction between PEG and Ag on RGOA were studied by FT-IR spectra. It was observed that the interaction between Ag and PEG could enhance the properties of RGOA. Methyl Orange (MO) dye degradation was observed from UV-Vis Spectra. The process was studied by monitoring the simultaneous decrease in the height of UV-Vis absorption peak of dye solution. The results show that PEG/RGOA and PEG/Ag/RGOA are an efficient catalyst for dye degradation.

Convective Enhancement of Icing Roughness Elements in Stagnation Region Flows

NASA Technical Reports Server (NTRS)

Hughes, Michael T.; McClain, Stephen T.; Vargas, Mario; Broeren, Andy

2015-01-01

To improve existing ice accretion simulation codes, more data regarding ice roughness and its effects on convective heat transfer are required. To build on existing research on this topic, this study used the Vertical Icing Studies Tunnel (VIST) at NASA Glenn Research to model realistic ice roughness in the stagnation region of a NACA 0012 airfoil. Using the VIST, a test plate representing the leading 2% chord of the airfoil was subjected to flows of 7.62 m/s (25 ft/s), 12.19 m/s (40 ft/s), and 16.76 m/s (55 ft/s). The test plate was fitted with 3 surfaces, each with a different representation of ice roughness: 1) a control surface with no ice roughness, 2) a surface with ice roughness with element height scaled by 10x and streamwise rough zone width from the stagnation point scaled by 10x, and 3) a surface with ice roughness with element height scaled by 10x and streamwise rough zone width from the stagnation point scaled by 25x. Temperature data from the tests were recorded using an infrared camera and thermocouples imbedded in the test plate. From the temperature data, a convective heat transfer coefficient map was created for each case. Additional testing was also performed to validate the VIST's flow quality. These tests included five-hole probe and hot-wire probe velocity traces to provide flow visualization and to study boundary layer formation on the various test surfaces. The knowledge gained during the experiments will help improve ice accretion codes by providing heat transfer coefficient validation data and by providing flow visualization data helping understand current and future experiments performed in the VIST.

Morphology of upper laurentian fan using GLORIA long-range side-scan sonar

DOE Office of Scientific and Technical Information (OSTI.GOV)

Masson, D.G.; Field, M.E.; Gardner, J.V.

1985-06-01

A long-range side-scan sonar (GLORIA) survey of the upper Laurentian Fan shows, for the first time, the regional geomorphology of this large and complex sedimentary body. The channels of the upper continental slope coalesce on the upper fan to form four major fan valleys. The largest of these, Eastern Valley, is U-shaped in cross section and up to 25 km (15 mi) wide with a large levee on the western flank that reaches a maximum height of more than 1 km (3,300 ft) above the valley floor. The remaining valleys, Western, Central, and Grand Banks, are typically more V-shaped inmore » cross section and are up to 5 km (3 mi) wide. Extensive gullying is observed on the walls of all the channels. Sonographs of the floor of Eastern Valley show a strong, linear fabric elongated parallel with the valley walls that appears to be related to mesoscale relief on the valley floor. At water depths between 3,500 and 4,100 m (11,550 and 13,530 ft), two major fan valleys are created by the merging of the four major valleys of the upper fan. Both fan valleys are associated with large, asymmetric levee complexes that reach heights of more than 500 m (1,650 ft) above the valley floors. The GLORIA data show evidence for several amphitheaterlike slump scars in the region of the 1929 earthquake epicenter. However, the authors see no evidence for movement of large coherent sediment blocks as postulated by earlier workers. They suggest that the turbidity currents that occurred after the 1929 earthquake may have formed by the coalescence of many small slumps rather than from a single large slump.« less

Effects of scalp dermatitis on chemical property of hair keratin

NASA Astrophysics Data System (ADS)

Kim, Kyung Sook; Shin, Min Kyung; Park, Hun-Kuk

2013-05-01

The effects of scalp dermatitis (seborrheic dermatitis (SD), psoriasis, and atopic dermatitis (AD)) on chemical properties of hair keratin were investigated by Fourier transform infrared (FT-IR) spectroscopy. Hairs were collected from lesional regions affected by SD, psoriasis, and AD and non-lesional regions separately. The hairs with SD were taken from patients with ages of 16-80 years. The ages of patients with psoriasis ranged from 8 to 67 years, and all patients exhibited moderate disease. Hairs with AD were taken from the patients with ages of 24-45 years and the average SCORing atopic dermatitis (SCORAD) was 48.75. Hairs from 20 normal adults were collected as a control. The FT-IR absorbance bands were analyzed by the Gaussian model to obtain the center frequency, half width, height, and area of each band. The height and area of all bands in the spectra were normalized to the amide I centered at 1652 cm-1 to quantitatively analyze the chemical composition of keratin. The spectra of hair with scalp dermatitis were different with that of control, the amide A components centered at 3278 cm-1 were smaller than those of the control. The psoriasis hair showed a large difference in the IR absorbance band between lesional and non-lesional hairs indicating good agreement with the morphological changes. The hairs with diseases did not show differences in the content of cystine, which was centered at 1054 cm-1, from the control. The chemical properties of keratin were not significantly different between the hairs affected by SD, psoriasis, and AD. However, the changes induced by scalp dermatitis were different with weathering. Therefore, FT-IR analysis could be used to screen differences between the physiological and pathological conditions of scalp hair.

Craddock Massif and Vinson Massif remeasured

USGS Publications Warehouse

Gildea, Damien; Splettstoesser, John F.

2007-01-01

The highest peak in Antarctica, the Vinson Massif (78º35’S, 85º25’W), is at an elevation of 4892 m (16,046 ft), as determined in 2004. Measurements of the elevation have fluctuated over the years, from its earliest surveyed elevation of 5140 m (16,859 ft), to its present height. Vinson Massif and three of its near neighbors in the Sentinel Range of the Ellsworth Mountains are the highest peaks in Antarctica, making them a favorite objective of mountaineers. Well over 1,100 people have climbed Vinson since the first ascent by a team in the 1966-67 austral summer. The range is composed of Crashsite quartzite, making the Sentinel’s very resistant to erosion. Very accurate elevations have been achieved annually by GPS mapping done by a climbing team sponsored by the Omega Foundation, active in Antarctica since 1998. The Craddock Massif now includes Mt. Craddock, the ninth highest peak in Antarctica, at 4368 m (14,327 ft). Both are named for Campbell Craddock*, a U.S. geologist active in Antarctic research beginning in 1959-60.

Triiodothyronine and free thyroxine levels are differentially associated with metabolic profile and adiposity-related cardiovascular risk markers in euthyroid middle-aged subjects.

PubMed

Roef, Greet L; Rietzschel, Ernst R; Van Daele, Caroline M; Taes, Youri E; De Buyzere, Marc L; Gillebert, Thierry C; Kaufman, Jean-Marc

2014-02-01

We have previously shown that in healthy young men, a less favorable body composition is associated with higher free triiodothyronine (fT3) levels within the euthyroid range. Besides, a higher free-triiodothyronine-to-free-thyroxin (fT3-to-fT4) ratio has been related to a less favorable metabolic phenotype and more placental growth in pregnant women. In the present study, we therefore investigated whether serum thyrotropin (TSH), thyroid hormone levels, and the fT3-to-fT4 ratio are associated with metabolic and adiposity-related cardiovascular risk markers in a healthy population of middle-aged euthyroid men and women. Thyroid parameters were measured in 2524 generally healthy subjects from the Asklepios Study (35-55 years, mean age 46 years). Analyses were restricted to 2315 subjects (1138 women and 1177 men), not using thyroid medication, not having anti-TPO levels above clinical cutoff values or TSH levels outside the reference range (0.27-4.2 mU/L). Twenty-seven percent of the women and 47.5% of the men were overweight, while 13% of women and 17% of men were obese. Twenty percent of the subjects were active smokers. Serum thyroid function parameters were determined by electrochemiluminescence. fT3 and the fT3-to-fT4 ratio were positively related to body mass index (BMI), waist circumference, and components of metabolic syndrome, that is, triglycerides, systolic and diastolic blood pressure, and fasting plasma glucose, and negatively with HDL-cholesterol levels, whereas fT4 was negatively associated with BMI, waist circumference, and triglycerides (p<0.001). TSH related positively with total cholesterol levels (p<0.01), triglycerides, and systolic and diastolic blood pressure (p<0.001). The fT3-to-fT4 ratio was further positively associated with the adiposity-related inflammation markers interleukin-6 and high-sensitivity C-reactive protein and to pulse wave velocity. All associations were adjusted for sex, age, height, and smoking, and most associations persisted after additional adjustment for weight or waist circumference. In healthy euthyroid middle-aged men and women, higher fT3 levels, lower fT4 levels, and thus a higher fT3-to-fT4 ratio are consistently associated with various markers of unfavorable metabolic profile and cardiovascular risk.

Planted Loblolly and Slash Pine Reponse to Bedding and Flat Disking on a Poorly Drained Site - An Update

Treesearch

Michael D. Cain

1978-01-01

Early gains in lobloliy and slash pine height growth achieved by bedding an imperfectly drained Beauregard-Caddo silt loam diminished somewhat by age 15. After age 8 there were no increases in growth response to site treatment for either species. For loblolly, yields on flat-disked and bedded plots were about 6 cords (500 ft3) per acre greater...

Initial Results from the Variable Intensity Sonic Boom Database

NASA Technical Reports Server (NTRS)

Haering, Edward A., Jr.; Cliatt, Larry J., II; Gabrielson, Thomas; Sparrow, Victor W.; Locey, Lance L.; Bunce, Thomas J.

2008-01-01

43 sonic booms generated (a few were evanescent waves) a) Overpressures of 0.08 to 2.20 lbf/sq ft; b) Rise-times of about 0.7 to 50 ms. Objectives: a) Structural response of a house of modern construction; b) Sonic boom propagation code validation. Approach: a) Measure shockwave directionality; b) Determine effect of height above ground on acoustic level; c) Generate atmospheric turbulence filter functions.

Characteristics of a Direct-Seeded Eastern White Pine Plantation on the Mid-Cumberland Plateau at Four Ages

Treesearch

Glendon W. Smalley; James M. Hollingsworth

1997-01-01

Growth and yield of a direct-seeded eastern white pine (Pinus strobus L.) plantation established in 1959 on a broad undulating sandstone upland (Landtype 1) are summarized. Average heights of dominant and codominant pines were 35,56,65, and 76 ft at ages 15,25,30, and 34 years, respectively. Equivalent site indices (base age 25 years from seed)...

IMPACTS OF BUS STOP IMPROVEMENTS

DOT National Transportation Integrated Search

2018-03-23

Improving bus stops by providing shelters, seating, signage, and sidewalks is relatively inexpensive and popular among riders and local officials. Making such improvements, however, is not often a priority for U.S. transit providers because of compet...

SURFACES PRELIMINARY REMEDIATION GOALS FOR RADIONUCLIDES (SPRG)

EPA Science Inventory

Internet based Calculational tool for establishing 10(-6) cancer risk based Preliminary Remediation Goals (PRGs) for radioactively contaminated outside hard surfaces (e.g., streets, sidewalks, slabs, and outside of buildings) for CERCLA remedial response actions.

Why You Should Consider Green Stormwater Infrastructure for Your Community

EPA Pesticide Factsheets

This page provides an overview of the nation's infrastructure needs and cost and the benefits of integrating green infrastructure into projects that typically use grey infrastructure, such as roadways, sidewalks and parking lots.

Walking: How to Get Started and Stay Motivated

MedlinePlus

... for various types of weather. If you walk outdoors when it's dark, wear bright colors or reflective ... your course carefully. If you'll be walking outdoors, avoid paths with cracked sidewalks, potholes, low-hanging ...

View from underneath bridge on west side shows cantilevered steel ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

View from underneath bridge on west side shows cantilevered steel supports for sidewalk above. - Raging River Bridge No. 234A, Preston-Fall City Road & Southeast Forty-fourth Place, Fall City, King County, WA

36 CFR 51.51 - What special terms must I know to understand leasehold surrender interest?

Code of Federal Regulations, 2010 CFR

2010-07-01

..., windows, rafters, roofing, framing, siding, lumber, insulation, wallpaper, paint, etc.). Because of their... and sewer lines) and constructed site improvements (e.g., paved roads, retaining walls, sidewalks...

36 CFR 51.51 - What special terms must I know to understand leasehold surrender interest?

Code of Federal Regulations, 2013 CFR

2013-07-01

..., windows, rafters, roofing, framing, siding, lumber, insulation, wallpaper, paint, etc.). Because of their... and sewer lines) and constructed site improvements (e.g., paved roads, retaining walls, sidewalks...

36 CFR 51.51 - What special terms must I know to understand leasehold surrender interest?

Code of Federal Regulations, 2014 CFR

2014-07-01

..., windows, rafters, roofing, framing, siding, lumber, insulation, wallpaper, paint, etc.). Because of their... and sewer lines) and constructed site improvements (e.g., paved roads, retaining walls, sidewalks...

36 CFR 51.51 - What special terms must I know to understand leasehold surrender interest?

Code of Federal Regulations, 2012 CFR

2012-07-01

..., windows, rafters, roofing, framing, siding, lumber, insulation, wallpaper, paint, etc.). Because of their... and sewer lines) and constructed site improvements (e.g., paved roads, retaining walls, sidewalks...

36 CFR 51.51 - What special terms must I know to understand leasehold surrender interest?

Code of Federal Regulations, 2011 CFR

2011-07-01

..., windows, rafters, roofing, framing, siding, lumber, insulation, wallpaper, paint, etc.). Because of their... and sewer lines) and constructed site improvements (e.g., paved roads, retaining walls, sidewalks...

Simulation Evaluation of Synthetic Vision as an Enabling Technology for Equivalent Visual Operations

NASA Technical Reports Server (NTRS)

Kramer, Lynda J.; Williams, Steven P.; Bailey, Randall E.

2008-01-01

Enhanced Vision (EV) and synthetic vision (SV) systems may serve as enabling technologies to meet the challenges of the Next Generation Air Transportation System (NextGen) Equivalent Visual Operations (EVO) concept ? that is, the ability to achieve or even improve on the safety of Visual Flight Rules (VFR) operations, maintain the operational tempos of VFR, and even, perhaps, retain VFR procedures independent of actual weather and visibility conditions. One significant challenge lies in the definition of required equipage on the aircraft and on the airport to enable the EVO concept objective. A piloted simulation experiment was conducted to evaluate the effects of the presence or absence of Synthetic Vision, the location of this information during an instrument approach (i.e., on a Head-Up or Head-Down Primary Flight Display), and the type of airport lighting information on landing minima. The quantitative data from this experiment were analyzed to begin the definition of performance-based criteria for all-weather approach and landing operations. Objective results from the present study showed that better approach performance was attainable with the head-up display (HUD) compared to the head-down display (HDD). A slight performance improvement in HDD performance was shown when SV was added, as the pilots descended below 200 ft to a 100 ft decision altitude, but this performance was not tested for statistical significance (nor was it expected to be statistically significant). The touchdown data showed that regardless of the display concept flown (SV HUD, Baseline HUD, SV HDD, Baseline HDD) a majority of the runs were within the performance-based defined approach and landing criteria in all the visibility levels, approach lighting systems, and decision altitudes tested. For this visual flight maneuver, RVR appeared to be the most significant influence in touchdown performance. The approach lighting system clearly impacted the pilot's ability to descend to 100 ft height above touchdown based on existing Federal Aviation Regulation (FAR) 91.175 using a 200 ft decision height, but did not appear to influence touchdown performance or approach path maintenance

79. VIEW OF NORTH SIDE OF GREENE STREET LOOKING EAST ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

79. VIEW OF NORTH SIDE OF GREENE STREET LOOKING EAST FROM SIDEWALK IN FRONT OF SACRED HEART CHURCH - Greene Street Historic District, Greene Street, Gordon Highway to Augusta Canal Bridge, Augusta, Richmond County, GA

78. VIEW OF NORTH SIDE OF GREENE STREET LOOKING WEST ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

78. VIEW OF NORTH SIDE OF GREENE STREET LOOKING WEST FROM SIDEWALK IN FRONT OF SACRED HEART CHURCH - Greene Street Historic District, Greene Street, Gordon Highway to Augusta Canal Bridge, Augusta, Richmond County, GA

28 CFR 36.207 - Places of public accommodation located in private residences.

Code of Federal Regulations, 2011 CFR

2011-07-01

... to those elements used to enter the place of public accommodation, including the homeowner's front sidewalk, if any, the door or entryway, and hallways; and those portions of the residence, interior or...

28 CFR 36.207 - Places of public accommodation located in private residences.

Code of Federal Regulations, 2010 CFR

2010-07-01

... to those elements used to enter the place of public accommodation, including the homeowner's front sidewalk, if any, the door or entryway, and hallways; and those portions of the residence, interior or...

Promoting active transportation as a partnership between urban planning and public health: the columbus healthy places program.

PubMed

Green, Christine Godward; Klein, Elizabeth G

2011-01-01

Active transportation has been considered as one method to address the American obesity epidemic. To address obesity prevention through built-environment change, the local public health department in Columbus, Ohio, established the Columbus Healthy Places (CHP) program to formally promote active transportation in numerous aspects of community design for the city. In this article, we present a case study of the CHP program and discuss the review of city development rezoning applications as a successful strategy to link public health to urban planning. Prior to the CHP review, 7% of development applications in Columbus included active transportation components; in 2009, 64% of development applications adopted active transportation components specifically recommended by the CHP review. Active transportation recommendations generally included adding bike racks, widening or adding sidewalks, and providing sidewalk connectivity. Recommendations and lessons learned from CHP are provided.

Magnetic and GPR surveys of a former munitions foundry site at the Denver Federal Center

USGS Publications Warehouse

Campbell, David L.; Beanland, Shay; Lucius, Jeffrey E.; Powers, Michael H.

2000-01-01

We made magnetometer and ground penetrating radar (GPR) surveys over part of the foundation of a World War II-era foundry located on the Denver Federal Center. The site contains a number of highly magnetic source bodies, concrete foundation walls, and underground openings, buried under a clay cap. The cap is several feet thick and has a conductivity of about 35 mS/m, making the features underneath it a poor target for conventional GPR. Indeed, the raw data look unlike typical GPR data, but rather show reverberation (?) bands under sidewalks and other shallow buried sources. Using a newly-written computer package, we made plan maps of the GPR response at different time slices. The sliced GPR data did not outline buried foundry foundations, as we had hoped it might. The resulting plan maps of the sliced data show sidewalks and other blobby features, some of which correspond to magnetometer highs.

Promoting Active Transportation as a Partnership Between Urban Planning and Public Health: The Columbus Healthy Places Program

PubMed Central

Green, Christine Godward; Klein, Elizabeth G.

2011-01-01

Active transportation has been considered as one method to address the American obesity epidemic. To address obesity prevention through built-environment change, the local public health department in Columbus, Ohio, established the Columbus Healthy Places (CHP) program to formally promote active transportation in numerous aspects of community design for the city. In this article, we present a case study of the CHP program and discuss the review of city development rezoning applications as a successful strategy to link public health to urban planning. Prior to the CHP review, 7% of development applications in Columbus included active transportation components; in 2009, 64% of development applications adopted active transportation components specifically recommended by the CHP review. Active transportation recommendations generally included adding bike racks, widening or adding sidewalks, and providing sidewalk connectivity. Recommendations and lessons learned from CHP are provided. PMID:21563711

Spiral Structure Dynamics in Pure Stellar Disk Models

NASA Astrophysics Data System (ADS)

Valencia-Enríquez, D.; Puerari, I.

2014-03-01

In order to understand the physical mechanism underlying non-steady stellar spiral arms in disk galaxies we performed a series of N-body simulations with 1.2 and 8 million particles. The initial conditions were chosen to follow Kuijken-Dubinski models. In this work we present the results of a sub-sample of our simulations in which we experiment with different disk central radial velocity dispersion (σR,0) and the disk scale height (zd). We analyzed the growth of spiral structures using 1D and 2D Fourier Transform (FT1D and FT2D respectively). The FT1D was used to obtain the angular velocities of non-axisymmetric structures which grow in the stellar disks. In all of our simulations the measured angular velocity of spiral patterns are well confined by the resonances given by the curves Ω±κ/m. The FT2D gives the amplitude of a particular spiral structure represented by two Fourier frequencies: m, number of arms; and p, related to the pitch angle as atan(-m/p). We present, for the first time, plots of the Fourier amplitude |A(p,m)| as a function of time which clearly demonstrates the swing amplification mechanism in the simulated stellar disks. In our simulations, the spiral waves appear as leading spiral structures evolving towards open trailing patterns and fade out as tightly wound spirals.

Thermal comfort of pedestrians in an urban street canyon is affected by increasing albedo of building walls

NASA Astrophysics Data System (ADS)

Lee, Hyunjung; Mayer, Helmut

2018-03-01

Numerical simulations based on the ENVI-met model were carried out for an E-W street canyon in the city of Stuttgart (Southwest Germany) to analyse the effect of increased albedo of building walls on outdoor human thermal comfort. It was quantified by air temperature (T a ), mean radiant temperature (T mrt ) and physiologically equivalent temperature (PET). The simulations were conducted on 4 August 2003 as a heat wave day that represents a typical scenario for future summer weather in Central Europe. The simulation results presented for 13 CET and averaged over the period 10-16 CET are focused on pedestrians on both sidewalks. For the initial situation, i.e. albedo of 0.2, human heat stress indicated by mean PET is by 26% lower on the N-facing than on the S-facing sidewalk, while this reduction amounts to 42% for mean T mrt . Mean T a does not show any spatial differentiation. The systematic albedo increment by 0.2 from 0.2 to 0.8 leads to a linear increase of outdoor human heat stress in terms of T mrt and PET. For both variables, this increase is more pronounced on the N-facing than on the S-facing sidewalk. Mean relative T a shows the tendency of a minimal increase with rising albedo. The results were achieved for the usual standardised human-biometeorological reference person. Its substitution by two other types of male and female pedestrians, respectively, which are statistically characteristic of human conditions in Germany, does not reveal any significant change in the results.

Thermal comfort of pedestrians in an urban street canyon is affected by increasing albedo of building walls.

PubMed

Lee, Hyunjung; Mayer, Helmut

2018-03-12

Numerical simulations based on the ENVI-met model were carried out for an E-W street canyon in the city of Stuttgart (Southwest Germany) to analyse the effect of increased albedo of building walls on outdoor human thermal comfort. It was quantified by air temperature (T a ), mean radiant temperature (T mrt ) and physiologically equivalent temperature (PET). The simulations were conducted on 4 August 2003 as a heat wave day that represents a typical scenario for future summer weather in Central Europe. The simulation results presented for 13 CET and averaged over the period 10-16 CET are focused on pedestrians on both sidewalks. For the initial situation, i.e. albedo of 0.2, human heat stress indicated by mean PET is by 26% lower on the N-facing than on the S-facing sidewalk, while this reduction amounts to 42% for mean T mrt . Mean T a does not show any spatial differentiation. The systematic albedo increment by 0.2 from 0.2 to 0.8 leads to a linear increase of outdoor human heat stress in terms of T mrt and PET. For both variables, this increase is more pronounced on the N-facing than on the S-facing sidewalk. Mean relative T a shows the tendency of a minimal increase with rising albedo. The results were achieved for the usual standardised human-biometeorological reference person. Its substitution by two other types of male and female pedestrians, respectively, which are statistically characteristic of human conditions in Germany, does not reveal any significant change in the results.

Meteorological conditions are associated with physical activities performed in open-air settings

NASA Astrophysics Data System (ADS)

Suminski, Richard R.; Poston, Walker C.; Market, Patrick; Hyder, Melissa; Sara, Pyle A.

2008-01-01

Meteorological conditions (MC) are believed to modify physical activity. However, studies in this area are limited and none have looked at the associations between MC and physical activity in open-air settings. Therefore, we examined the relationships between MC and physical activities performed on sidewalks/streets and outdoor oval tracks. Observation techniques were used to count individuals walking to school, exercising on oval tracks and walking/jogging/biking on sidewalks/streets. Meteorological conditions were obtained from an Automated Surface Observing System located at a nearby airport for the same time periods physical activities were observed. On weekdays, fewer children were seen walking to school and more bicyclists were observed on sidewalks/streets as wind speed increased ( p < 0.05). Ambient and apparent temperatures were positively ( p < 0.05) and humidity and barometric pressure negatively ( p < 0.005) related to the number of individuals walking on the track. Meteorological conditions were not significantly associated with physical activities observed on weekends. Multiple linear regression analyses showed that apparent temperature (+), barometric pressure (-) and dew point (-) accounted for 58.0% of the variance in the number of walkers on the track. A significant proportion of the variance (>30%) in the number of joggers and the length of time they jogged was accounted for by apparent temperature (+) and dew point (-). We found that meteorological conditions are related to physical activity in open-air settings. The results embellish the context in which environmental-physical activity relationships should be interpreted and provide important information for researchers applying the observation method in open-air settings.

Fort Bragg Old Post Historic District Landscape Report

DTIC Science & Technology

2011-01-01

Low Photinia 1933 Syringa—in variety Lilacs 1933 Native Vaccinium corymbosum Highbush Blueberry 1933 Native Viburnum—in variety Viburnums ERDC...standardized planting plan for theater, chapel, and hospital (Fort Bragg Cultural Resources). ~*""’ .... "’"""nn COIOUt:..Ulltt ..c•~«O:« Io l.\\. ~· VP~N...red to blue to violet. Some Na- tive Vaccinium corymbo- sum Highbush Blueberry Height: 6-12 ft Rounded, multi- stemmed, fairly uniform, arching

46 CFR 160.171-17 - Approval testing for adult size immersion suit.

Code of Federal Regulations, 2014 CFR

2014-10-01

... height of 4.5 m (15 ft.) above the water surface. Each subject must be able to assume a face up stable... being immersed in water at 5 °C (41 °F) for a period of one hour, each subject must be able to pick up a 9.5 mm (3/8 in.) diameter wooden pencil from a flat hard surfaced table using only one hand. Still...

46 CFR 160.171-17 - Approval testing for adult size immersion suit.

Code of Federal Regulations, 2012 CFR

2012-10-01

... height of 4.5 m (15 ft.) above the water surface. Each subject must be able to assume a face up stable... being immersed in water at 5 °C (41 °F) for a period of one hour, each subject must be able to pick up a 9.5 mm (3/8 in.) diameter wooden pencil from a flat hard surfaced table using only one hand. Still...

Using non-invasive molecular spectroscopic techniques to detect unique aspects of protein Amide functional groups and chemical properties of modeled forage from different sourced-origins

NASA Astrophysics Data System (ADS)

Ji, Cuiying; Zhang, Xuewei; Yu, Peiqiang

2016-03-01

The non-invasive molecular spectroscopic technique-FT/IR is capable to detect the molecular structure spectral features that are associated with biological, nutritional and biodegradation functions. However, to date, few researches have been conducted to use these non-invasive molecular spectroscopic techniques to study forage internal protein structures associated with biodegradation and biological functions. The objectives of this study were to detect unique aspects and association of protein Amide functional groups in terms of protein Amide I and II spectral profiles and chemical properties in the alfalfa forage (Medicago sativa L.) from different sourced-origins. In this study, alfalfa hay with two different origins was used as modeled forage for molecular structure and chemical property study. In each forage origin, five to seven sources were analyzed. The molecular spectral profiles were determined using FT/IR non-invasive molecular spectroscopy. The parameters of protein spectral profiles included functional groups of Amide I, Amide II and Amide I to II ratio. The results show that the modeled forage Amide I and Amide II were centered at 1653 cm- 1 and 1545 cm- 1, respectively. The Amide I spectral height and area intensities were from 0.02 to 0.03 and 2.67 to 3.36 AI, respectively. The Amide II spectral height and area intensities were from 0.01 to 0.02 and 0.71 to 0.93 AI, respectively. The Amide I to II spectral peak height and area ratios were from 1.86 to 1.88 and 3.68 to 3.79, respectively. Our results show that the non-invasive molecular spectroscopic techniques are capable to detect forage internal protein structure features which are associated with forage chemical properties.

Finite Element Evaluation of Pervious Concrete Pavement for Roadway Shoulders

DOT National Transportation Integrated Search

2011-10-01

Stormwater quantity control is an important issue that needs to be addressed in roadway and ancillary transportation facility design. : Pervious concrete has provided an effective solution for storm runoff for parking lots, sidewalks, bike trails, an...

Simple techniques for forecasting bicycle and pedestrian demand.

DOT National Transportation Integrated Search

2009-01-01

Bicycle lanes, sidewalks, and shared-use paths are some of the most : commonly requested transportation improvements in many parts of : the country. Increased fuel costs, desire to fit exercise into personal : routines, and land-use changes all are d...

32 CFR 634.49 - Standards for impoundment.

Code of Federal Regulations, 2010 CFR

2010-07-01

... locate the owner of the POV and have the vehicle removed. (2) The vehicle may be moved a short distance... traffic. (ii) On a sidewalk, within an intersection, on a cross-walk, on a railroad track, in a fire lane...

259 E Ohio, April 2014, Lindsay Light Radiological Survey

EPA Pesticide Factsheets

The count rates for the sidewalk ranged from 5,600 cpm to 16,800 cpm.There were two locations along Ontario St. with elevated count rates approaching thethreshold limit correlating to 7.1 pCi/g total thorium.

IMPERVIOUS SURFACE RESEARCH IN THE MID-ATLANTIC

EPA Science Inventory

Anthropogenic impervious surfaces have an important relationship with non-point source pollution (NPS) in urban watersheds. These human-created surfaces include such features as roads, parking lots, rooftops, sidewalks, and driveways. The amount of impervious surface area in a ...

KYTC sidewalk and curb ramp inventory for ADA compliance.

DOT National Transportation Integrated Search

2017-09-01

The Americans with Disabilities Act of 1990 (ADA) requires that all public and private organizations providing services to the public ensure their facilities and infrastructure comply with regulations set forth therein. The ADA requires that a transi...

Statistical Analysis of Model Data for Operational Space Launch Weather Support at Kennedy Space Center and Cape Canaveral Air Force Station

NASA Technical Reports Server (NTRS)

Bauman, William H., III

2010-01-01

The 12-km resolution North American Mesoscale (NAM) model (MesoNAM) is used by the 45th Weather Squadron (45 WS) Launch Weather Officers at Kennedy Space Center (KSC) and Cape Canaveral Air Force Station (CCAFS) to support space launch weather operations. The 45 WS tasked the Applied Meteorology Unit to conduct an objective statistics-based analysis of MesoNAM output compared to wind tower mesonet observations and then develop a an operational tool to display the results. The National Centers for Environmental Prediction began running the current version of the MesoNAM in mid-August 2006. The period of record for the dataset was 1 September 2006 - 31 January 2010. The AMU evaluated MesoNAM hourly forecasts from 0 to 84 hours based on model initialization times of 00, 06, 12 and 18 UTC. The MesoNAM forecast winds, temperature and dew point were compared to the observed values of these parameters from the sensors in the KSC/CCAFS wind tower network. The data sets were stratified by model initialization time, month and onshore/offshore flow for each wind tower. Statistics computed included bias (mean difference), standard deviation of the bias, root mean square error (RMSE) and a hypothesis test for bias = O. Twelve wind towers located in close proximity to key launch complexes were used for the statistical analysis with the sensors on the towers positioned at varying heights to include 6 ft, 30 ft, 54 ft, 60 ft, 90 ft, 162 ft, 204 ft and 230 ft depending on the launch vehicle and associated weather launch commit criteria being evaluated. These twelve wind towers support activities for the Space Shuttle (launch and landing), Delta IV, Atlas V and Falcon 9 launch vehicles. For all twelve towers, the results indicate a diurnal signal in the bias of temperature (T) and weaker but discernable diurnal signal in the bias of dewpoint temperature (T(sub d)) in the MesoNAM forecasts. Also, the standard deviation of the bias and RMSE of T, T(sub d), wind speed and wind direction indicated the model error increased with the forecast period all four parameters. The hypothesis testing uses statistics to determine the probability that a given hypothesis is true. The goal of using the hypothesis test was to determine if the model bias of any of the parameters assessed throughout the model forecast period was statistically zero. For th is dataset, if this test produced a value >= -1 .96 or <= 1.96 for a data point, then the bias at that point was effectively zero and the model forecast for that point was considered to have no error. A graphical user interface (GUI) was developed so the 45 WS would have an operational tool at their disposal that would be easy to navigate among the multiple stratifications of information to include tower locations, month, model initialization times, sensor heights and onshore/offshore flow. The AMU developed the GUI using HyperText Markup Language (HTML) so the tool could be used in most popular web browsers with computers running different operating systems such as Microsoft Windows and Linux.

PERSPECTIVE VIEW OF THE NATIONAL REGISTERLISTED OREGON STATE FORESTER'S OFFICE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

PERSPECTIVE VIEW OF THE NATIONAL REGISTER-LISTED OREGON STATE FORESTER'S OFFICE BUILDING AND STONEMASONRY WALL AND FLAGSTONE SIDEWALK ALONG STATE STREET, VIEW LOOKING SOUTH FROM STATE STREET. - Oregon State Forester's Office Complex, 2600 State Street, Salem, Marion, OR

1. Photocopy of July 13, 1959 photograph, courtesy of Committee ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. Photocopy of July 13, 1959 photograph, courtesy of Committee of Public Property, Philadelphia, Pennsylvania. VIEW OF VAULTS (on sidewalk), LOOKING EAST TOWARD FRONT STREET - Granite Street Vaults, 100-112 & 101-127 Granite Street, Philadelphia, Philadelphia County, PA

The mobility and safety of walk-and-ride systems.

DOT National Transportation Integrated Search

2015-03-01

In this project we investigate the effect of traffic calming measures, such as crosswalks and sidewalks on the overall cost and safety of a multimodal transportation network system design. Our design problem includes auto, transit, and walking as mod...

Elderly Pedestrian Safety and Driver Distractions

DOT National Transportation Integrated Search

2015-12-16

About two-thirds of pedestrian fatalities in Maine involve people crossing urban streets or rural roads. Therefore, providing safe sidewalks is not a cure-all even if that is what many pedestrians ask for. We also need to improve safety at crosswalks...

USEPA EPIC IMPERVIOUS SURFACE RESEARCH IN THE MID-ATLANTIC

EPA Science Inventory

Anthropogenic impervious surfaces have an important relationship with non-point source pollution (NPS) in urban watersheds. These human-created surfaces include such features as roads, parking lots, rooftops, sidewalks, and driveways. The amount of impervious surface area in a ...

Developing an Interactive Machine-Learning-based Approach for Sidewalk Digitalization

DOT National Transportation Integrated Search

2018-01-01

In urban areas, many socio-economic concerns have been raised regarding fatal collisions, traffic congestion, and deteriorated air quality due to increased travel and logistic demands as well as the existing on-road transportation systems. As one of ...

Checklist for School Maintenance Surveys.

ERIC Educational Resources Information Center

Maryland State Dept. of Education, Baltimore.

This document is a simple 34-category checklist to be used by technicians conducting maintenance surveys. Categories includes: roadways & parking lots; site appearance; site utilities; exterior appearance; playground equipment; exterior structural conditions; gutters and downspouts; windows and caulking; sidewalks; entryways and exit doors;…

142 E Ontario, October 2014, Lindsay Light Radiological Survey

EPA Pesticide Factsheets

During removal of granite tiles at the store front it was discovered that an existing foundation was present and appeared to be adequate to support the planned renovations. No disturbance of fill soil beneath the sidewalk area was necessary.

Acceleration Measurements During Landing in Rough Water of a 1/7-Scale Dynamic Model of Grumman XJR2F-1 Amphibian - Langley Tank Model 212, TED No. NACA 2378

NASA Technical Reports Server (NTRS)

Land, Norman S.; Zeck, Howard

1947-01-01

Tests of a 1/7 size model of the Grumman XJR2F-1 amphibian were made in Langley tank no.1 to examine the landing behavior in rough water and to measure the normal and angular accelerations experienced by the model during these landings. All landings were made normal to the direction of wave advance, a condition assumed to produce the greatest accelerations. Wave heights of 4.4 and 8.0 inches (2.5 and 4.7 ft, full size) were used in the tests and the wave lengths were varied between 10 and 50 feet (70 and 350 ft, full size). Maximum normal accelerations of about 6.5g were obtained in 4.4 inch waves and 8.5g were obtained in 8.0 inch waves. A maximum angular acceleration corresponding to 16 radians per second per second, full size, was obtained in the higher waves. The data indicate that the airplane will experience its greatest accelerations when landing in waves of about 20 feet (140 ft, full size) in length.

Manual fire suppression methods on typical machinery space spray fires

NASA Astrophysics Data System (ADS)

Carhart, H. W.; Leonard, J. T.; Budnick, E. K.; Ouellette, R. J.; Shanley, J. H., Jr.

1990-07-01

A series of tests was conducted to evaluate the effectiveness of Aqueous Film Forming Foam (AFFF), potassium bicarbonate powder (PKP) and Halon 1211, alone and in various combinations, in extinguishing spray fires. The sprays were generated by JP-5 jet fuel issuing from an open sounding tube, and open petcock, a leaking flange or a slit pipe, and contacting an ignition source. The results indicate that typical fuel spray fires, such as those simulated in this series, are very severe. Flame heights ranged from 6.1 m (20 ft) for the split pipe to 15.2 m (50 ft) for the sounding tube scenario. These large flame geometries were accompanied by heat release rates of 6 MW to greater than 50 MW, and hazardous thermal radiation levels in the near field environment, up to 9.1 m (30 ft) away. Successful suppression of these fires requires both a significant reduction in flame radiation and delivery of a suppression agent to shielded areas. Of the nine suppression methods tested, the 95 gpm AFFF hand line and the hand line in conjunction with PKP were particularly effective in reducing the radiant flux.

Phosphoric acid electric utility fuel cell technology development

NASA Astrophysics Data System (ADS)

Breault, R. D.; Briggs, T. A.; Congdon, J. V.; Demarche, T. E.; Gelting, R. L.; Goller, G. J.; Luoma, W. L.; McCloskey, M. W.; Mientek, A. P.; Obrien, J. J.

1991-04-01

The major objective of this effort was the advancement of cell and stack technology required to meet performance and cost criteria for fabrication and operation of a prototype large area, full height phosphoric acid fuel cell stack. The performance goal for the cell stack corresponded to a power density of 150 wsf, and the manufactured cost goal was a 510 $/kW reduction (in 1981 dollars) compared to existing 3.7 ft.(exp 2) active area cell stacks.

THE USE OF HELICOPTERS FOR EMERGENCY DISTRICT SURVEY AFTER AN ACCIDENTAL RELEASE OF RADIOACTIVE MATERIAL

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lister, B.A.J.

1963-10-31

The possible use of helicopters in carrying out rapid district gamma radiation surveys was studied using standard portabie equipment operated by regular health physics operations staff. Measurements have been made of radiation levels at various heights up to 1000 feet above point sources of iodine- 131 and caesium-137 and above arrays of iodine-131 sources. The results show than an area contaminated to a level of 0.4 c iodine-131/m/sup 2/ (corresponding to the imposition of emergency restrictions on milk consumption) can be readily detected using a scintillation ratemeter at a height of 50-100 ft. This sensitivity is similar to that whichmore » can be obtained using a fixed wing aircraft at 500 ft employing more elaborate techniques. The type of helicopter used is available as a continuous emergency service operated by the Royal Air Force. Operational flying tests have indicated the main problems whlch would be met during an emergency survey, and the advantages to be gained from the use of helicopters either in close support of a carborne survey or in areas where a carborne survey is impracticable. A suitable technique for such an aerial survey has been worked out and an agreement for assistance now exists between A.E.R.E. Harwell and R.A.F. Coastal Command. (auth)« less

Energy efficient engine: Fan test hardware detailed design report

NASA Technical Reports Server (NTRS)

Sullivan, T. J.

1980-01-01

A single stage fan and quarter stage booster were designed for the energy efficient engine. The fan has an inlet radius ratio of 0.342 and a specific flow rate of 208.9 Kg/S sq m (42.8 lbm/sec sq ft). The fan rotor has 32 medium aspect ratio (2.597) titanium blades with a partspan shroud at 55% blade height. The design corrected fan tip speed is 411.5 M/S (1350 ft/sec). The quarter stage island splits the total fan flow with approximately 22% of the flow being supercharged by the quarter stage rotor. The fan bypass ratio is 6.8. The core flow total pressure ratio is 1.67 and the fan bypass pressure ratio is 1.65. The design details of the fan and booster blading, and the fan frame and static structure for the fan configuration are presented.

Heavy Lift Launch Vehicles for 1995 and Beyond

NASA Technical Reports Server (NTRS)

Toelle, R. (Compiler)

1985-01-01

A Heavy Lift Launch Vehicle (HLLV) designed to deliver 300,000 lb to a 540 n mi circular polar orbit may be required to meet national needs for 1995 and beyond. The vehicle described herein can accommodate payload envelopes up to 50 ft diameter by 200 ft in length. Design requirements include reusability for the more expensive components such as avionics and propulsion systems, rapid launch turnaround time, minimum hardware inventory, stage and component flexibility and commonality, and low operational costs. All ascent propulsion systems utilize liquid propellants, and overall launch vehicle stack height is minimized while maintaining a reasonable vehicle diameter. The ascent propulsion systems are based on the development of a new liquid oxygen/hydrocarbon booster engine and liquid oxygen/liquid hydrogen upper stage engine derived from today's SSME technology. Wherever possible, propulsion and avionics systems are contained in reusable propulsion/avionics modules that are recovered after each launch.

[Gigantism with low serum level of growth hormone: a case report].

PubMed

Ran, X; Zhang, L; Xiong, P; Zhao, T; Tong, N; Li, X

2001-12-01

Gigantism with low or normal basal concentrations of growth hormone (GH) is a rare condition, possibly due to abnormal GH secretory patterns, enhanced tissue sensitivity to GH, or the existence of an unidentified growth promoting factor. Here we report an 11 year-old female case of gigantism with a normal pituitary gland. Her height was 181 cm, body weight 77 kg, and bone age 11.1 years. Her basal serum GH levels were lower than 1 ng/ml. The levels of T3, T4, FT3, FT4, TSH, E2, LH, FSH, PRL, PTC and ACTH were normal. Serum GH response to insulin-induced hypoglycemia or arginine stimulation tests was blunted. In this case, non-pulsatile GH secretion and enhanced tissue sensitivity to GH may induce hypersecretion of IGF-1 and the existence of an unidentified growth promoting factor or biologically active anti-GH receptor antibodies may cause clinical gigantism.

Free Thyroxine and Functional Mobility, Fitness, and Fatigue in Euthyroid Older Men and Women in the Baltimore Longitudinal Study of Aging.

PubMed

Simonsick, Eleanor M; Chia, Chee W; Mammen, Jennifer S; Egan, Josephine M; Ferrucci, Luigi

2016-07-01

Emerging evidence suggests that mildly down-regulated thyroid function in older persons may protect and/or reflect maintained health. Using observational data collected between January 2006 and March 2014 on a volunteer sample of 602 men and women aged 68-97 years with normal thyroid function participating in the Baltimore Longitudinal Study of Aging, this study examines the concurrent relationship between reported walking ability, usual and rapid gait speed, endurance walk performance, fatigability, and reported energy level with respect to free thyroxine (FT4) within the normal range (0.76-1.50ng/dL) as a continuous variable and categorized as low (lower quartile), medium (interquartile), or high (upper quartile). Adjusting for sex, age, race, height, weight, exercise and smoking, reported walking ability, usual and rapid gait speed, 400-m time, fatigability, and reported energy level were less favorable with increasing FT4 (p = .013 to <.001). In sex-strata, similar associations were observed except for walking ability in men and energy level in women. Categorical analyses revealed that persons with low FT4 exhibited better functional mobility, fitness, and reported energy than persons with intermediate or high levels (p < .05 for all). Persons with high-normal versus medium FT4 had slower usual and rapid gait speed (p < .05) only. Older adults with low-normal FT4 exhibit better mobility, fitness, and fatigue profiles. Mildly down-regulated thyroid function appears to align with better function in old age and may serve as a biomarker of healthy longevity. Published by Oxford University Press on behalf of the Gerontological Society of America 2016.

[Correlation of serum sex hormone levels with metabolic syndrome in elderly men].

PubMed

Xiao, H Y; Lu, Y H; Gong, Y P; Cheng, X L; Tian, H; Li, C L

2016-03-08

To investigate the relationship between sex hormones and metabolic syndrome (MS), as well as its components in elderly men. 1 505 elderly men (≥60 years old, mean age 75.4±9.7 years old) who participated in a routine health screening examination in PLA general hospital from May to June in 2012 were enrolled in this cross-sectional study. Serum lipids, glucose and sex hormones were measured along with body height, weight and blood pressure. Free testosterone (FT) and bioavailable testosterone (BT) were calculated. The correlation of serum sex hormones with the presence of MS and its components were analyzed. The prevalence of MS was 21.7% (326/1 505) in this study. Elderly men with MS had lower levels of sex hormone-binding globulin (SHBG), total testosterone (TT), FT and BT than those without MS. The levels of SHBG, TT, FT and BT were significantly lower in the overweight/obesity group, hyperglycemia group and dyslipidemia group than those in the respective control groups (P<0.05). Logistic regression analysis showed that the SHBG level was an independent risk factor for MS in elderly men(OR=0.977, 95%CI: 0.964-0.989, P<0.001), while the levels of TT, FT and BT were not associated with MS. The prevalence of MS gradually increased with decreasing of SHBG values (P<0.001). When comparing subjects in the lowest and highest quartile of SHBG, the former group demonstrated a 2.13-fold increase in the odds ratio for MS after adjusting for age, smoking, drinking and other sex hormone indices. In elderly men, lower SHBG level, not TT, FT or BT may be an independent predictor for the prevalence of MS, in which the mechanism requires further studies.

An illustrated analysis of North Carolina traffic crash statistics for 2006

DOT National Transportation Integrated Search

2006-01-01

This books purpose is to serve as a resource for traffic safety experts, : public officials and those interested in making North Carolinas roadways, : sidewalks and pedal-cyclist paths safe for all of us who travel on them. It : presents detail...

Improving small city highways : new techniques for improving safety and livability through technology transfer

DOT National Transportation Integrated Search

1998-09-16

Highways provide needed access to destinations in small cities. Many small city highways are very wide and traffic speeds excessively high. Extensive paved areas, narrow sidewalks, and little greenery has resulted in a dangerous, unpleasant environme...

Effect of maternal and neonatal factors on neonatal thyroid stimulating hormone: Results from a population-based prospective cohort study in China.

PubMed

Zhang, Yixin; Du, Cong; Wang, Wei; Chen, Wen; Shao, Ping; Wang, Chongdan; Leng, Junhong; Shen, Jun; Tan, Long; Zhang, Wanqi

2018-09-01

Neonatal TSH screening is effective in detecting congenital hypothyroidism and estimating iodine status in a given population, but various factors influence TSH levels. The aim of this study was to evaluate the effect of maternal and neonatal factors on neonatal TSH levels. Data were obtained from an ongoing prospective cohort study. A total of 988 pregnant women and their newborn infants participated in the study from April 2015 to May 2017 at Tianjin Maternal and Child Health Center and Tanggu Maternity Hospital in Tianjin, China. Maternal demographic information, including age, height, and parity, was recorded by questionnaire. Fasting blood and urinary samples were collected from all pregnant women. After parturition, information on gestation duration, mode of delivery, neonatal sex, neonatal TSH, neonatal birth weight, and neonatal birth height were recorded. Maternal age, maternal BMI, gestation duration, parity, and neonatal birth weight and height were significantly correlated with neonatal TSH (p < 0.05). Quantile regression revealed that maternal age, TSH, FT 4 , and gestation duration were positively correlated with neonatal TSH level. A logistic regression model identified maternal BMI, TSH, and birth height as risk factors for having neonatal TSH > 5 mIU/L (p < 0.05). Neonatal TSH levels are dynamic and may be affected by several maternal and neonatal factors including maternal age, TSH, FT 4 , and birth weight and height. Identification of these confounders is useful for assessing the status of neonatal thyroid development. STRENGTHS AND LIMITATIONS OF THIS STUDY: (1) Iodine deficiency disorder has generally been eliminated, so the median urinary iodine concentration of pregnancy is higher than 150 μg/L even in mildly or moderately iodine deficient areas. (2) Unlike many other studies, which did not consider the complexity of factors or examined only one or two variables, this study used a multivariate model to analyze the data. (3) This study examined numerous high-risk factors in pregnant women and considered the biological interrelation between them. Future studies should consider these confounding factors for neonatal TSH levels and establish a proper neonatal TSH range for monitoring the iodine status of a population or diagnosing congenital hypothyroidism. Copyright © 2018 Elsevier GmbH. All rights reserved.

Analysis of Possible Explosions at Kennedy Space Center Due to Spontaneous Ignition of Hypergolic Propellants

NASA Technical Reports Server (NTRS)

Brown, Stephen

2010-01-01

NASA's Constellation Program plan currently calls for the replacement of the Space Shuttle with the ARES I & V spacecraft and booster vehicles to send astronauts to the moon and beyond. Part of the ARES spacecraft is the Orion Crew Exploration Vehicle (CEV), which includes the Crew Module (CM) and Service Module (SM). The Orion CM's main propulsion system and supplies are provided by the SM. The SM is to be processed off line and moved to the Vehicle Assembly Building (V AB) for stacking to the first stage booster motors prior to ARES move to the launch pad. The new Constellation Program philosophy to process in this manner has created a major task for the KSC infrastructure in that conventional QD calculations are no longer viable because of the location of surrounding facilities near the VAB and the Multi Purpose Processing Facility (MPPF), where the SM will be serviced with nearly 18,000 pounds of hypergolic propellants. The Multi-Payload Processing Facility (MPPF) complex, constructed by NASA in 1994, is located just off E Avenue south of the Operations and Checkout (O&C) building in the Kennedy Space Center industrial area. The MPPF includes a high bay and a low bay. The MPPF high bay is 40.2 m (132 ft) long x 18.9 m (60 ft) wide with a ceiling height of 18.9 m (62 ft). The low bay is a 10.4 m (34 ft) long x 10.4 m (34 ft) wide processing area and has a ceiling height of6.1 m (20 ft). The MPPF is currently used to process non-hazardous payloads. Engineering Analysis Inc. (EAI), under contract with ASRC Aerospace, Inc. in conjunction with the Explosive Safety Office, NASA, Kennedy Space Center (KSC), has carried out an analysis of the effects of explosions at KSC in or near various facilities produced by the spontaneous ignition ofhypergolic fuel stored in the CEV SM. The facilities considered included (1) Vehicle Assembly Building (VAB) (2) Multi-Payload Processing Facility (MPPF) (3) Canister Rotation Facility (CRF) Subsequent discussion deals with the MPPF analysis. Figure 1 provides a view of the MPPF from the northwest. An interior view ofthe facility is shown in Figure 2. The study was concerned with both blast hazards and hazardous fragments which exceed existing safety standards, as described in Section 2.0. The analysis included both blast and fragmentation effects and was divided into three parts as follows: (1) blast (2) primary fragmentation (3) secondary fragmentation Blast effects are summarized in Section 3.0, primary fragmentation in Section 4.0, and secondary fragmentation (internal and external) in Section 5.0. Conclusions are provided in Section 6.0, while references cited are included in Section 7.0. A more detailed description of the entire study is available in a separate document.

Solar cycle variation of geosynchronous plasma mass density derived from the frequency of standing Alfvén waves

NASA Astrophysics Data System (ADS)

Takahashi, Kazue; Denton, Richard E.; Singer, Howard J.

2010-07-01

We have studied the solar cycle variation of equatorial plasma mass density ρeq in the plasma trough at geosynchronous altitude. The density was indirectly determined from the frequency, fT3, of the third harmonic of toroidal standing Alfvén waves detected over a 12 year period from 1980 to 1991 with magnetometers on five Geostationary Operational Environmental Satellites (GOES). Realistic models of the ambient magnetic field and field line mass distribution were used in numerically solving the wave equation to relate fT3 to ρeq. Scanning the magnetometer data in a 30 min time window that moved forward in 10 min steps, we obtained 228,382 fT3 samples equivalent to 1586 days of data. The detection rate of fT3 is highest (˜50%) in the prenoon sector, and fT3 and ρeq samples from this sector were used to examine their dependence on F10.7, Kp, and Dst. Overall, F10.7 exhibits the highest correlation with fT3 and ρeq, implying that the solar UV/EUV control of ion production at the ionospheric height is strongly reflected in mass density variations at geosynchronous orbit. Using 27 day medians computed excluding periods of plasmasphere expansion to geosynchronous orbit and geomagnetic storm, we obtained the empirical formula fT3 (mHz) = 38 - 0.097F10.7 and logρeq (amu cm-3) = 0.42 + 0.0039F10.7, where F10.7 is given in the solar flux units 10-22 W · m-2 · Hz-1. This last formula means that with the 27 day F10.7 in the range of 68-255 in the selected solar cycle, the mass density varied by a factor of ˜5 from ˜5 to ˜26 amu cm-3. During extremely quiet times (Kp averaged using a 3 day time scale <1), for which the plasmasphere may extend out to geosynchronous orbit, and during storm periods (Dst < -50 nT), the mass density may be enhanced beyond these values.

Does the social environment moderate associations of the built environment with Latinas' objectively-measured neighborhood outdoor physical activity?

PubMed

Perez, L G; Carlson, J; Slymen, D J; Patrick, K; Kerr, J; Godbole, S; Elder, J P; Ayala, G X; Arredondo, E M

2016-12-01

Favorable perceptions of the built and social neighborhood environment may promote outdoor physical activity (PA). However, little is known about their independent and interactive effects on neighborhood-specific outdoor PA. We examined associations of perceived built and social neighborhood environment factors, and their interactions, with objectively-measured neighborhood outdoor moderate-to-vigorous physical activity (MVPA) among a sample of Latina women in San Diego, CA. Analyses included baseline data collected in 2011-2013 from 86 Latinas with ≥ 2 days of combined accelerometer and global positioning system data and complete survey measures. We examined objective neighborhood outdoor MVPA within 500-meter home buffers. Generalized linear mixed models examined associations of 3 perceived built (e.g., sidewalk maintenance) and 3 social environmental (e.g., safety from crime) factors with engaging in any daily neighborhood outdoor MVPA. Models tested interactions between the built and social environmental factors. Although the perceived neighborhood environmental factors were not significantly related to daily neighborhood outdoor MVPA, we found 2 significant interactions: perceived sidewalk maintenance x safety from crime ( p  = 0.05) and neighborhood aesthetics x neighborhood social cohesion ( p  = 0.03). Sidewalk maintenance was positively related to daily neighborhood outdoor MVPA only among Latinas that reported low levels of safety from crime. Neighborhood aesthetics was positively related to daily neighborhood outdoor MVPA only among Latinas with high neighborhood social cohesion. Findings suggest several built and social environmental factors interact to influence Latinas' neighborhood outdoor MVPA. Interventions are needed targeting both built and social neighborhood environmental factors favorable to outdoor PA in the neighborhood.

Is Your Neighborhood Designed to Support Physical Activity? A Brief Streetscape Audit Tool.

PubMed

Sallis, James F; Cain, Kelli L; Conway, Terry L; Gavand, Kavita A; Millstein, Rachel A; Geremia, Carrie M; Frank, Lawrence D; Saelens, Brian E; Glanz, Karen; King, Abby C

2015-09-03

Macro level built environment factors (eg, street connectivity, walkability) are correlated with physical activity. Less studied but more modifiable microscale elements of the environment (eg, crosswalks) may also affect physical activity, but short audit measures of microscale elements are needed to promote wider use. This study evaluated the relation of a 15-item neighborhood environment audit tool with a full version of the tool to assess neighborhood design on physical activity in 4 age groups. From the 120-item Microscale Audit of Pedestrian Streetscapes (MAPS) measure of street design, sidewalks, and street crossings, we developed the 15-item version (MAPS-Mini) on the basis of associations with physical activity and attribute modifiability. As a sample of a likely walking route, MAPS-Mini was conducted on a 0.25-mile route from participant residences toward the nearest nonresidential destination for children (n = 758), adolescents (n = 897), younger adults (n = 1,655), and older adults (n = 367). Active transportation and leisure physical activity were measured with age-appropriate surveys, and accelerometers provided objective physical activity measures. Mixed-model regressions were conducted for each MAPS item and a total environment score, adjusted for demographics, participant clustering, and macrolevel walkability. Total scores of MAPS-Mini and the 120-item MAPS correlated at r = .85. Total microscale environment scores were significantly related to active transportation in all age groups. Items related to active transport in 3 age groups were presence of sidewalks, curb cuts, street lights, benches, and buffer between street and sidewalk. The total score was related to leisure physical activity and accelerometer measures only in children. The MAPS-Mini environment measure is short enough to be practical for use by community groups and planning agencies and is a valid substitute for the full version that is 8 times longer.

Assessment of sidewalk/bicycle-lane gaps with safety and developing statewide pedestrian crash rates.

DOT National Transportation Integrated Search

2016-05-31

Pedestrian and bicycle safety have emerged to be of major concern to federal and selected states in the U.S. With the : increased emphasis on the multimodal transportation, pedestrian and bicycle safety has become more common for : governmental agenc...

Flood-Inundation Maps for a 1.6-Mile Reach of Salt Creek, Wood Dale, Illinois

USGS Publications Warehouse

Soong, David T.; Murphy, Elizabeth A.; Sharpe, Jennifer B.

2012-01-01

Digital flood-inundation maps for a 1.6-mile reach of Salt Creek from upstream of the Chicago, Milwaukee, St. Paul & Pacific Railroad to Elizabeth Drive, Wood Dale, Illinois, were created by the U.S. Geological Survey (USGS) in cooperation with the DuPage County Stormwater Management Division. The inundation maps, which can be accessed through the USGS Flood Inundation Mapping Science Web site at http://water.usgs.gov/osw/flood_inundation/ depict estimates of the areal extent of flooding corresponding to selected water levels (gage heights) at the USGS streamgage on Salt Creek at Wood Dale, Illinois (station number 05531175). Current conditions at the USGS streamgage may be obtained on the Internet at http://waterdata.usgs.gov/usa/nwis/uv?05531175. In this study, flood profiles were computed for the stream reach by means of a one-dimensional unsteady flow Full EQuations (FEQ) model. The unsteady flow model was verified by comparing the rating curve output for a September 2008 flood event to discharge measurements collected at the Salt Creek at Wood Dale gage. The hydraulic model was then used to determine 14 water-surface profiles for gage heights at 0.5-ft intervals referenced to the streamgage datum and ranging from less than bankfull to approximately the highest recorded water level at the streamgage. The simulated water-surface profiles were then combined with a Geographic Information System (GIS) Digital Elevation Model (DEM) (derived from Light Detection and Ranging (LiDAR) data) in order to delineate the area flooded at each water level. The areal extent of the inundation was verified with high-water marks from a flood in July 2010 with a peak gage height of 14.08 ft recorded at the Salt Creek at Wood Dale gage. The availability of these maps along with Internet information regarding current gage height from USGS streamgages provide emergency management personnel and residents with information that is critical for flood response activities such as evacuations and road closures as well as for post-flood recovery efforts.

Laughter as a scientific problem: An adventure in sidewalk neuroscience.

PubMed

Provine, Robert R

2016-06-01

Laughter is a stereotyped, innate, human play vocalization that provides an ideal simple system for neurobehavioral analyses of the sort usually associated with such animal models as walking, wing-flapping, and bird song. Laughter research is in its early stages, where the frontiers are near and accessible to simple observational procedures termed "sidewalk neuroscience." The basic, nontechnical approach of describing the act of laughter and when humans do it has revealed a variety of phenomena of social and neurological significance. Findings include the acoustic structure of laughter, the minimal voluntary control of laughter, contagiousness, the "punctuation effect" that describes the placement of laughter in conversation, the dominance of speech over laughter, the role of breath control in the evolution of speech, the evolutionary trajectory of laughter in primates, and the role of laughter in human matching and mating. If one knows where to look and how to see, advances in neuroscience are accessible to anyone and require minimal resources. © 2015 Wiley Periodicals, Inc.

Secular growth and its harmful ramifications.

PubMed

Samaras, T T; Storms, L H

2002-02-01

Secular growth has been occurring in Europe for about 150 years. In the USA, since 1900, each new generation has increased by an average of 1in (2.54cm) in height and about 10lb (4.54kg) in weight. This trend has generally been viewed as favorable and tallness is admired, with the current ideal height for a man in the Western world being 6ft 2in (188cm). The Japanese have increased in height since the end of the Second World War by about 5in (12.7cm) in height and the Chinese have been growing at the rate of 2.54cm/decade since the 1950s. In spite of admiring greater height, a world population of increasing height and body-weight is a major threat to our environment, health and survival. Based on more than two decades of research, quantitative data are given for increased use of resources, and increased pollution, energy and fiscal costs resulting from a population of larger people. The laws of scaling are described to show why the impact of increasing stature has a non-linear impact on consumption, body-weight, strength, pollution and economic costs. Paleontological findings indicating that larger body size increases the risk of extinction are also discussed. Various studies indicate a loss of 0.47 year of longevity for each cm increment of height. Caloric restricted diets are also reviewed for their applicability to humans. Recommendations are made for dietary practices to moderate growth in our youth and to postpone development of chronic or degenerative diseases. Copyright 2002 Harcourt Publishers Ltd.

Photogrammetry with an Unmanned Aerial System to Assess Body Condition and Growth of Blainville’s Beaked Whales

DTIC Science & Technology

2015-09-30

metrics for key age/ sex classes: 1) Width profiles for adult females, specifically comparing those with (lactating) and without dependent young...hexacopter using remote controls at a height 3 of ~100ft, aided by live video output from the hexacopter that will be monitored on a portable ground unit...Blainville’s beaked whales can be readily assigned to age/ sex classes from photographs of dentition and scarring (Claridge 2013), enabling us to link

Maritime Infrared Propagation: Particle Size Distribution Measurements Using a Helicopter-Borne Aerosol Counter.

DTIC Science & Technology

1981-09-01

COUNTER by R. R. Allan S. Craig SUMMARY -Particle size distribution measurements were made on nine successive days in late August 1980 using a PMS FSSP-100...aerosol counter flown on a Wessex Mk 5 helicopter. In all, 14 flights were made giving data at two heights, 30 and 100 ft above the sea surface...aerosol content over deep water. It was a specific recommendation of TTCP-JAG9 that airborne aerosol measurements should be made in conjunction with al

The Coast Artillery Journal. Volume 81, Number 1, January-February 1938

DTIC Science & Technology

1938-02-01

officers (at Cow Pens, Bemis Heights, Bunker Hill) be- GENERAL PHILIP KEARNY. By Thomas Kearnv . New York: G. P. Putnam’s Sons, 1937. 4~ pages; 19... Holstein , :: ~~~~:f;I~~1~i~~esSystems. D that shadowy and sinister figure in the Foreign Office who ft Starting Motors, Generators, and Lighting Systems...pulled the strings and made the incompetent imperial .. Theory of Internal CombustionEngines. :: chancellors dance. But Wilhelm knew of Holstein

The U.S. Geological Survey and City of Atlanta water-quality and water-quantity monitoring network

USGS Publications Warehouse

Horowitz, Arthur J.; Hughes, W. Brian

2006-01-01

Population growth and urbanization affect the landscape, and the quality and quantity of water in nearby rivers and streams, as well as downstream receiving waters (Ellis, 1999). Typical impacts include: (1) disruption of the hydrologic cycle through increases in the extent of impervious surfaces (e.g., roads, roofs, sidewalks) that increase the velocity and volume of surface-water runoff; (2) increased chemical loads to local and downstream receiving waters from industrial sources, nonpoint-source runoff, leaking sewer systems, and sewer overflows; (3) direct or indirect soil contamination from industrial sources, power-generating facilities, and landfills; and (4) reduction in the quantity and quality of aquatic habitats. The City of Atlanta's monitoring network consists of 21 long-term sites. Eleven of these are 'fully instrumented' to provide real-time data on water temperature, pH, specific conductance, dissolved oxygen, turbidity (intended as a surrogate for suspended sediment concentration), water level (gage height, intended as a surrogate for discharge), and precipitation. Data are transmitted hourly and are available on a public Web site (http://ga.water.usgs.gov/). Two sites only measure water level and rainfall as an aid to stormwater monitoring. The eight remaining sites are used to assess water quality.

Making "Rock Hounds" of "City Slickers."

ERIC Educational Resources Information Center

Fazio, Rosario P.; Nye, Osborne

1980-01-01

Described are ways in which urban "rocks" (building stones, curbstones, sidewalks, etc.) can be used as resources for earth science teachers. Discussed are such activities as: classifying buildings according to rock type and mineral composition, extrapolating geologic history by examining common building materials, economics of stone industry, and…

15 CFR 265.16 - Parking.

Code of Federal Regulations, 2010 CFR

2010-01-01

... GOVERNING TRAFFIC AND CONDUCT ON THE GROUNDS OF THE NATIONAL INSTITUTE OF STANDARDS & TECHNOLOGY... Parking. No person, unless otherwise authorized by a posted traffic sign or directed by a uniformed guard, shall stand or park a motor vehicle: (a) On a sidewalk; (b) Within an intersection or within a crosswalk...

15 CFR 265.16 - Parking.

Code of Federal Regulations, 2011 CFR

2011-01-01

... GOVERNING TRAFFIC AND CONDUCT ON THE GROUNDS OF THE NATIONAL INSTITUTE OF STANDARDS & TECHNOLOGY... Parking. No person, unless otherwise authorized by a posted traffic sign or directed by a uniformed guard, shall stand or park a motor vehicle: (a) On a sidewalk; (b) Within an intersection or within a crosswalk...

Teaching Tolerance: Notes from the Front Line.

ERIC Educational Resources Information Center

Heller, Carol; Hawkins, Joseph A.

1994-01-01

The Southern Poverty Law Center's (Alabama) Teaching Tolerance Project provides free products and services to teachers and schools working to promote racial tolerance. Other programs combatting racism include the Westridge Young Writers Workshop, Facing History and Ourselves, the Sidewalk Theatre of New York, the Fratney School (Wisconsin), and…

ALTERNATIVE URBANIZATION SCENARIOS FOR AN AGRICULTURAL WATERSHED: DESIGN CRITERIA, SOCIAL CONSTRAINTS, AND EFFECTS ON GROUNDWATER AND SURFACE WATER SYSTEMS

EPA Science Inventory

Agricultural landscapes are being urbanized throughout the United States, resulting in the degradation of aquatic systems. Fundamental changes in watershed hydrology result from the construction of impervious surfaces (roofs, streets, sidewalks). As impervious surface area ...

13. DETAIL OF SOUTH PIER TOP (WEST SIDE) AND CANTILEVERED ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

13. DETAIL OF SOUTH PIER TOP (WEST SIDE) AND CANTILEVERED SIDEWALK. LOOKING NORTH. - Route 31 Bridge, New Jersey Route 31, crossing disused main line of Central Railroad of New Jersey (C.R.R.N.J.) (New Jersey Transit's Raritan Valley Line), Hampton, Hunterdon County, NJ

16 CFR 1512.12 - Requirements for wheel hubs.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 16 Commercial Practices 2 2014-01-01 2014-01-01 false Requirements for wheel hubs. 1512.12 Section... REGULATIONS REQUIREMENTS FOR BICYCLES Regulations § 1512.12 Requirements for wheel hubs. All bicycles (other than sidewalk bicycles) shall meet the following requirements: (a) Locking devices. Wheels shall be...

16 CFR 1512.12 - Requirements for wheel hubs.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 16 Commercial Practices 2 2012-01-01 2012-01-01 false Requirements for wheel hubs. 1512.12 Section... REGULATIONS REQUIREMENTS FOR BICYCLES Regulations § 1512.12 Requirements for wheel hubs. All bicycles (other than sidewalk bicycles) shall meet the following requirements: (a) Locking devices. Wheels shall be...

Street Smart: Sidewalk Libraries Open a World of Learning for Urban Youth.

ERIC Educational Resources Information Center

Walker, Tim

2000-01-01

Describes the street libraries program of the Fourth World Movement, which has been bringing books to children in neighborhoods in New York City, Boston, and New Orleans for more than 15 years. Recently, the program has added computers to their community programs. (SLD)

Spatio-temporal variation of urban ultrafine particle number concentrations

NASA Astrophysics Data System (ADS)

Ragettli, Martina S.; Ducret-Stich, Regina E.; Foraster, Maria; Morelli, Xavier; Aguilera, Inmaculada; Basagaña, Xavier; Corradi, Elisabetta; Ineichen, Alex; Tsai, Ming-Yi; Probst-Hensch, Nicole; Rivera, Marcela; Slama, Rémy; Künzli, Nino; Phuleria, Harish C.

2014-10-01

Methods are needed to characterize short-term exposure to ultrafine particle number concentrations (UFP) for epidemiological studies on the health effects of traffic-related UFP. Our aims were to assess season-specific spatial variation of short-term (20-min) UFP within the city of Basel, Switzerland, and to develop hybrid models for predicting short-term median and mean UFP levels on sidewalks. We collected measurements of UFP for periods of 20 min (MiniDiSC particle counter) and determined traffic volume along sidewalks at 60 locations across the city, during non-rush hours in three seasons. For each monitoring location, detailed spatial characteristics were locally recorded and potential predictor variables were derived from geographic information systems (GIS). We built multivariate regression models to predict local UFP, using concurrent UFP levels measured at a suburban background station, and combinations of meteorological, temporal, GIS and observed site characteristic variables. For a subset of sites, we assessed the relationship between UFP measured on the sidewalk and at the nearby residence (i.e., home outdoor exposure on e.g. balconies). The average median 20-min UFP levels at street and urban background sites were 14,700 ± 9100 particles cm-3 and 9900 ± 8600 particles cm-3, respectively, with the highest levels occurring in winter and the lowest in summer. The most important predictor for all models was the suburban background UFP concentration, explaining 50% and 38% of the variability of the median and mean, respectively. While the models with GIS-derived variables (R2 = 0.61) or observed site characteristics (R2 = 0.63) predicted median UFP levels equally well, mean UFP predictions using only site characteristic variables (R2 = 0.62) showed a better fit than models using only GIS variables (R2 = 0.55). The best model performance was obtained by using a combination of GIS-derived variables and locally observed site characteristics (median: R2 = 0.66; mean: R2 = 0.65). The 20-min UFP concentrations measured at the sidewalk were strongly related (R2 = 0.8) to the concurrent 20-min residential UFP levels nearby. Our results indicate that median UFP can be moderately predicted by means of a suburban background site and GIS-derived traffic and land use variables. In areas and regions where large-scale GIS data are not available, the spatial distribution of traffic-related UFP may be assessed reasonably well by collecting on-site short-term traffic and land-use data.

Shoreline to Height (S2H): an algorithm to monitor reservoirs' water height from satellite images. A flood risk management application

NASA Astrophysics Data System (ADS)

Cenci, Luca; Boni, Giorgio; Pulvirenti, Luca; Gabellani, Simone; Gardella, Fabio; Squicciarino, Giuseppe; Pierdicca, Nazzareno; Benedetto, Catia

2016-04-01

In a reservoir, water level monitoring is important for emergency management purposes. This information can be used to estimate the degree of filling of the water body, thus helping decision makers in flood control operations. Furthermore, if assimilated in hydrological models and coupled with rainfall forecasts, this information can be used for flood forecast and early warning. In many cases, water level is not known (e.g. data-scarce environments), or not shared by operators. Remote sensing may allow overcoming these limitations, enabling its estimation. The objective of this work is to present the Shoreline to Height (S2H) algorithm, developed to retrieve the height of the water stored in reservoirs from satellite images. To this aim, some auxiliary data are needed: a DEM and the maximum/minimum height that can be reached by the water. In data-scarce environments, these information can be easily obtained on the Internet (e.g. free, worldwide DEM and design data for artificial reservoirs). S2H was tested with different satellite data, both optical and SAR (Landsat and Cosmo SkyMed®-CSK®) in order to assess the impact of different sensors on the final estimates. The study area was the Place-Moulin Lake (Valle d'Aosta-VdA, Italy), where it is present a monitoring network that can provide reliable ground-truths for validating the algorithm and assessing its accuracy. When the algorithm was developed, it was assumed to be in absence of any "official"-auxiliary data. Therefore, two DEMs (SRTM 1 arc-second and ASTER GDEM) were used to evaluate their performances. The maximum/minimum water height values were found on the website of VdA Region. The S2H is based on three steps: i) satellite data preprocessing (Landsat: atmospheric correction; CSK®: geocoding and speckle filtering); ii) water mask generation (using a thresholding and region growing algorithm) and shoreline extraction; iii) retrieval of the shoreline height according to the reference DEMs (adopting a statistical approach). The algorithm was tested for different water heights and results were compared against ground-truths. Findings showed that the combination CSK®-SRTM provided more reliable results. It was also found that the overall quality of the estimates increases as the water height increases, reaching an accuracy up to some centimetres. This result is particularly interesting for flood control applications, where it is important to be accurate when the reservoir's degree of filling is high. The potentialities of S2H for operational hydrology purposes were tested in a real-case simulation, in which the river discharge's prediction downstream of the dam was needed for flood risk management purposes. The water height value retrieved with S2H was assimilated within a semi-distributed, event-based, hydrological model (DRiFt) by using a simple direct insertion algorithm. DRiFt is usually run in operative way on the reservoir by using ground-truths as input data. The result of the data assimilation experiment was compared with the "real", operative run of the model. Findings showed a high agreement between the two simulations, proving the utility/quality of the S2H algorithm. "Project carried out using CSK® Products, © of the Italian Space Agency (ASI), delivered under a license to use by ASI."

78 FR 44147 - Proposed Information Collection; National Capital Region Application for Public Gathering

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-23

...] Proposed Information Collection; National Capital Region Application for Public Gathering AGENCY: National... grievances. Those who want to hold a special event or demonstration must complete an Application for a Permit... Demonstrations for White House Sidewalk and/or Lafayette Park. The current application is available online at...

32 CFR 263.10 - Parking.

Code of Federal Regulations, 2010 CFR

2010-07-01

... VEHICLE CONTROL ON CERTAIN DEFENSE MAPPING AGENCY SITES § 263.10 Parking. (a) No person, unless otherwise authorized by a posted traffic sign or directed by a uniformed guard, shall stand or park a motor vehicle: (1) On a sidewalk, lawn, plants or shrubs. (2) Within an intersection or within a crosswalk. (3) Within...

32 CFR 263.10 - Parking.

Code of Federal Regulations, 2011 CFR

2011-07-01

... VEHICLE CONTROL ON CERTAIN DEFENSE MAPPING AGENCY SITES § 263.10 Parking. (a) No person, unless otherwise authorized by a posted traffic sign or directed by a uniformed guard, shall stand or park a motor vehicle: (1) On a sidewalk, lawn, plants or shrubs. (2) Within an intersection or within a crosswalk. (3) Within...

Teaching Guide for the Traffic Signal Light Program: Kindergarten Level.

ERIC Educational Resources Information Center

Maryland State Dept. of Education, Baltimore.

This teachers' guide provides materials and suggestions for approximately 125 lessons that are designed to increase kindergarten children's traffic safety skills and knowledge. Most of the guide focuses on (1) lessons about physical structures in the pedestrian environment such as sidewalks, curbs, crosswalks, and intersections, and (2) signal…

Designing a Bicycle and Pedestrian Traffic Count Program to Estimate Performance Measures on Streets and Sidewalks in Blacksburg, VA

DOT National Transportation Integrated Search

2016-05-31

We developed and implemented a traffic count program in Blacksburg, VA to estimate performance measures of bicycle and pedestrian traffic. We deployed and validated automated counters at 101 count sites; the count sites consisted of 4 permanent refer...

Washed Away!

ERIC Educational Resources Information Center

Cheek, Kim A.

2013-01-01

Earth's surface is constantly changing. Weathering, erosion, and deposition break down Earth materials, transport those materials, and place them in new locations. Children see evidence of these processes all around them. The sidewalk or playground surface cracks and has plants growing in it. Pieces of a rock wall or the sides of a building…

On Campus Activity Guide. Environmental Education.

ERIC Educational Resources Information Center

Pinellas County School Board, Clearwater, FL.

Descriptions of about 100 secondary-level activities that can be done on the school grounds are presented. Among the lessons included are a study of life in sidewalk cracks, methods of estimating animal populations, soil testing, constructing and using triangulation instruments to map the school area, and creative writing exercises. Although most…

Designing with Traffic Safety in Mind.

ERIC Educational Resources Information Center

Matthews, John

1998-01-01

Provides an example of how one county public school system was able to minimize traffic accidents and increase safety around its schools. Illustrations are provided of safer bus loading zones, pedestrian walkways and sidewalks, staff parking, and acceptable methods for staging buses. A checklist for school driveway design concludes the article.…

26 CFR 1.103-1 - Interest upon obligations of a State, territory, etc.

Code of Federal Regulations, 2010 CFR

2010-04-01

..., territory, a possession of the United States, the District of Columbia, or any political subdivision thereof... issued by a political subdivision for public improvements (such as sewers, sidewalks, streets, etc... against such property and which the political subdivision is required to enforce, are, for purposes of...

Evaluation of Lane Reduction "Road Diet" Measures and their Effects on Crashes and Injuries

DOT National Transportation Integrated Search

2004-12-01

Road diets are often conversions of four-lane undivided roads into three lanes (two through lanes and a center turn lane). The fourth lane may be converted to bicycle lanes, sidewalks, and/or on-street parking. In other words, existing space is reall...

36 CFR 7.96 - National Capital Region.

Code of Federal Regulations, 2014 CFR

2014-07-01

... vigils or religious services and all other like forms of conduct that involve the communication or... . . . During the following period . . . (1) The White House sidewalk and Lafayette Park November 1 through.... (3) The National Mall between 14th and 1st Streets January 6 through January 30. (E) Maps of...

36 CFR 7.96 - National Capital Region.

Code of Federal Regulations, 2013 CFR

2013-07-01

... vigils or religious services and all other like forms of conduct that involve the communication or... . . . During the following period . . . (1) The White House sidewalk and Lafayette Park November 1 through.... (3) The National Mall between 14th and 1st Streets January 6 through January 30. (E) Maps of...

36 CFR 7.97 - Golden Gate National Recreation Area.

Code of Federal Regulations, 2011 CFR

2011-07-01

... THE INTERIOR SPECIAL REGULATIONS, AREAS OF THE NATIONAL PARK SYSTEM § 7.97 Golden Gate National... Alcatraz Island. (b) Powerless flight. The use of devices designed to carry persons through the air in..., sidewalks and grass lawn of the former Coast Guard Station complex) that stretches east from the Torpedo...

Opportunities Abound for Moving Around: Get Active, Wherever You Are

MedlinePlus

... do.” NIH-funded research has found that your environment—where you live, work, or go to school—can have a big impact on how much you move and even how much you weigh. Some communities don’t have safe playgrounds or sidewalks, so kids tend to spend ...

Integers Made Easy: Just Walk It Off

ERIC Educational Resources Information Center

Nurnberger-Haag, Julie

2007-01-01

This article describes a multisensory method for teaching students how to multiply and divide as well as add and subtract integers. The author uses sidewalk chalk and the underlying concept of integers to physically and mentally engage students in understanding the concepts of integers, making connections, and developing computational fluency.…

16 CFR § 1512.12 - Requirements for wheel hubs.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 16 Commercial Practices 2 2013-01-01 2013-01-01 false Requirements for wheel hubs. § 1512.12... ACT REGULATIONS REQUIREMENTS FOR BICYCLES Regulations § 1512.12 Requirements for wheel hubs. All bicycles (other than sidewalk bicycles) shall meet the following requirements: (a) Locking devices. Wheels...

16 CFR 1512.5 - Requirements for braking system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... the braking force transmitted to the rear wheel shall be in accordance with the sidewalk bicycle.... Bicycles shall be equipped with front- and rear-wheel brakes or rear-wheel brakes only. (b) Handbrakes. Handbrakes shall be tested at least ten times by applying a force sufficient to cause the handlever to...

16 CFR 1512.5 - Requirements for braking system.

Code of Federal Regulations, 2012 CFR

2012-01-01

... the braking force transmitted to the rear wheel shall be in accordance with the sidewalk bicycle.... Bicycles shall be equipped with front- and rear-wheel brakes or rear-wheel brakes only. (b) Handbrakes. Handbrakes shall be tested at least ten times by applying a force sufficient to cause the handlever to...

16 CFR 1512.5 - Requirements for braking system.

Code of Federal Regulations, 2014 CFR

2014-01-01

... the braking force transmitted to the rear wheel shall be in accordance with the sidewalk bicycle.... Bicycles shall be equipped with front- and rear-wheel brakes or rear-wheel brakes only. (b) Handbrakes. Handbrakes shall be tested at least ten times by applying a force sufficient to cause the handlever to...

16 CFR 1512.5 - Requirements for braking system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... the braking force transmitted to the rear wheel shall be in accordance with the sidewalk bicycle.... Bicycles shall be equipped with front- and rear-wheel brakes or rear-wheel brakes only. (b) Handbrakes. Handbrakes shall be tested at least ten times by applying a force sufficient to cause the handlever to...

Phenolic Impregnated Carbon Ablators (PICA) as Thermal Protection Systems for Discovery Missions

NASA Technical Reports Server (NTRS)

Tran, Huy K.; Johnson, Christine E.; Rasky, Daniel J.; Hui, Frank C. L.; Hsu, Ming-Ta; Chen, Timothy; Chen, Y. K.; Paragas, Daniel; Kobayashi, Loreen

1997-01-01

This paper presents the development of the light weight Phenolic Impregnated Carbon Ablators (PICA) and its thermal performance in a simulated heating environment for planetary entry vehicles. The PICA material was developed as a member of the Light Weight Ceramic Ablators (LCA's), and the manufacturing process of this material has since been significantly improved. The density of PICA material ranges from 14 to 20 lbm/ft(exp 3), having uniform resin distribution with and without a densified top surface. The thermal performance of PICA was evaluated in the Ames arc-jet facility at cold wall heat fluxes from 375 to 2,960 BtU/ft(exp 2)-s and surface pressures of 0.1 to 0.43 atm. Heat loads used in these tests varied from 5,500 to 29,600 BtU/ft(exp 2) and are representative of the entry conditions of the proposed Discovery Class Missions. Surface and in-depth temperatures were measured using optical pyrometers and thermocouples. Surface recession was also measured by using a template and a height gage. The ablation characteristics and efficiency of PICA are quantified by using the effective heat of ablation, and the thermal penetration response is evaluated from the thermal soak data. In addition, a comparison of thermal performance of standard and surface densified PICA is also discussed.

Using non-invasive molecular spectroscopic techniques to detect unique aspects of protein Amide functional groups and chemical properties of modeled forage from different sourced-origins.

PubMed

Ji, Cuiying; Zhang, Xuewei; Yu, Peiqiang

2016-03-05

The non-invasive molecular spectroscopic technique-FT/IR is capable to detect the molecular structure spectral features that are associated with biological, nutritional and biodegradation functions. However, to date, few researches have been conducted to use these non-invasive molecular spectroscopic techniques to study forage internal protein structures associated with biodegradation and biological functions. The objectives of this study were to detect unique aspects and association of protein Amide functional groups in terms of protein Amide I and II spectral profiles and chemical properties in the alfalfa forage (Medicago sativa L.) from different sourced-origins. In this study, alfalfa hay with two different origins was used as modeled forage for molecular structure and chemical property study. In each forage origin, five to seven sources were analyzed. The molecular spectral profiles were determined using FT/IR non-invasive molecular spectroscopy. The parameters of protein spectral profiles included functional groups of Amide I, Amide II and Amide I to II ratio. The results show that the modeled forage Amide I and Amide II were centered at 1653 cm(-1) and 1545 cm(-1), respectively. The Amide I spectral height and area intensities were from 0.02 to 0.03 and 2.67 to 3.36 AI, respectively. The Amide II spectral height and area intensities were from 0.01 to 0.02 and 0.71 to 0.93 AI, respectively. The Amide I to II spectral peak height and area ratios were from 1.86 to 1.88 and 3.68 to 3.79, respectively. Our results show that the non-invasive molecular spectroscopic techniques are capable to detect forage internal protein structure features which are associated with forage chemical properties. Copyright © 2015 Elsevier B.V. All rights reserved.

Water Impact Test and Simulation of a Composite Energy Absorbing Fuselage Section

NASA Technical Reports Server (NTRS)

Fasanella, Edwin L.; Jackson, Karen E.; Sparks, Chad; Sareen, Ashish

2003-01-01

In March 2002, a 25-ft/s vertical drop test of a composite fuselage section was conducted onto water. The purpose of the test was to obtain experimental data characterizing the structural response of the fuselage section during water impact for comparison with two previous drop tests that were performed onto a rigid surface and soft soil. For the drop test, the fuselage section was configured with ten 100-lb. lead masses, five per side, that were attached to seat rails mounted to the floor. The fuselage section was raised to a height of 10-ft. and dropped vertically into a 15-ft. diameter pool filled to a depth of 3.5-ft. with water. Approximately 70 channels of data were collected during the drop test at a 10-kHz sampling rate. The test data were used to validate crash simulations of the water impact that were developed using the nonlinear, explicit transient dynamic codes, MSC.Dytran and LS-DYNA. The fuselage structure was modeled using shell and solid elements with a Lagrangian mesh, and the water was modeled with both Eulerian and Lagrangian techniques. The fluid-structure interactions were executed using the fast general coupling in MSC.Dytran and the Arbitrary Lagrange-Euler (ALE) coupling in LS-DYNA. Additionally, the smooth particle hydrodynamics (SPH) meshless Lagrangian technique was used in LS-DYNA to represent the fluid. The simulation results were correlated with the test data to validate the modeling approach. Additional simulation studies were performed to determine how changes in mesh density, mesh uniformity, fluid viscosity, and failure strain influence the test-analysis correlation.

Long-term Measurements of Summer-time Ozone at the Walnut Grove Tower - Understanding Trends in the Boundary Layer

NASA Astrophysics Data System (ADS)

Mahmud, A.; Di, P.; Mims, D.; Avise, J.; DaMassa, J.; Kaduwela, A. P.

2015-12-01

The California Air Resources Board (CARB) has been monitoring boundary layer ozone at the Walnut Grove Tower (WGT) since 1996 for investigating regional transport and vertical profile. Walnut Grove is located between Sacramento and Stockton, CA in the Sacramento - San Joaquin Delta. Sampling inlets are positioned at 30-ft, 400-ft, 800-ft, 1200-ft and 1600-ft levels of the 2000-ft tower, which is one of the tallest monitoring towers in the Western US. Ozone, ambient temperature, wind speed, and wind direction are simultaneously measured at each level, and reported as hourly averages. The current study included analyses of available ozone and corresponding meteorological data for the months of June - September from 1996 - 2014 with objectives to: 1) explore trends and inter-annual variability of ozone, 2) examine any correlations between ozone and meteorological parameters, 3) understand interactions of ozone measured at various levels, and 4) assess how well a regulatory state-of-the-science air quality model such as the Community Multi-scale Air Quality Model (CMAQ) captures observation. Daily 1-hr maximum ozone has been consistently decreasing during the 1996 - 2014 period at a rate of ~1 ppb per year. This indicates that CARB's measures to control ambient ozone have been effective over the past years. Evolution of the vertical profile throughout the day shows that ozone is fairly homogeneously mixed between 1 - 5 pm, when mixing height typically reaches the maximum. Ozone at 30-ft shows the greatest variability because of its proximity to the ground and emissions sources - rises faster during morning hours (7 - 10 am) and declines more rapidly during evening hours (7 - 10 pm) compared to other levels. Air masses reaching the tower are predominantly southwesterly (247 - 257 deg.) at the bottom, and southwesterly to slightly northwesterly (254 - 302 deg.) at top levels. Daily 1-hr maximum ozone was negatively correlated with wind speed (i.e. ozone was high under low wind condition) and positively correlated with ambient temperature (i.e. ozone was high under high temperature condition) during ~40% and ~50% of the time, respectively. A modeling exercise for Jun - Sep of 2012 shows that CMAQ captures the observed evolution and vertical mixing of ozone throughout the day quite well in the boundary layer.

Prospective role of ascorbic acid (vitamin C) in attenuating hexavalent chromium-induced functional and cellular damage in rat thyroid.

PubMed

Qureshi, Irfan Zia; Mahmood, Tariq

2010-07-01

Occupational exposure to toxic heavy metals may render industrial workers with thyroid-related problems. Here, we examined the role of ascorbic acid (vitamin C) against hexavalent chromium Cr (VI)-induced damage in rat thyroid gland. Potassium dichromate (K2Cr2O7) and ascorbic acid doses were 60 microg and 120 mg kg(-1) body wt (intraperitoneally [i.p.]) respectively. Treatment regimens were group I rats, saline treated control; group II, only K2Cr2O7; group III, ascorbic acid 1 hour prior K2Cr2O7; group IV, simultaneous doses of ascorbic acid and K2Cr2O7, and group V, a combined premix dose of ascorbic acid and K2 Cr2O7 (2:1 ratio). Blood samples were taken before dosing the animals and 48 hours post exposure to determine the serum thyroid-stimulating hormone (TSH), free triiodothyronine (FT3) and free thyroxine (FT4) concentrations. Toward end of experiment, rats were sacrificed and thyroid glands were processed to evaluate the extent of cellular insult. Results showed significantly increased TSH and decreased FT3 and FT4 concentrations in groups II, III and IV rats as compared to control levels (p < 0.05). In contrast, in group V rats, serum TSH, FT3 and FT4 concentrations neared control concentrations. Histopathologically, protective effect of ascorbic acid was found in group V rats only, where thyroid gland structure neared control thyroid except the follicular size that was decreased (p < 0.05). Follicular density was no different from control. Basal laminae were intact, interfollicular spaces were normal. Colloid retraction and/or reabsorption were reduced maximally. Epithelial cell height was no different from control; epithelial follicular index increased only 1.3 fold, whereas nuclear-cytoplasmic (N/C) ratio was decreased by 14% only. The study indicates that the ascorbic acid may have the potential to protect thyroid gland from chromium toxicity; however, the study warrants further in-depth experimentation to precisely elucidate this role.

Phosphoric and electric utility fuel cell technology development

NASA Astrophysics Data System (ADS)

Breault, R. D.; Briggs, T. A.; Congdon, J. V.; Demarche, T. E.; Gelting, R. L.; Goller, G. J.; Luoma, W. I.; McCloskey, M. W.; Mientek, A. P.; Obrien, J. J.

1984-01-01

The advancement of electric utility cell stack technology and reduction of cell stack cost was initiated. The cell stack has a nominal 10 ft (2) active area and operates at 120 psia/405(0)F. The program comprises six parallel phases, which culminate in a full height, 10-ft(2) stack verification test: (1) provides the information and services needed to manage the effort, including definition of the prototype commercial power plant; (2) develops the technical base for long term improvements to the cell stack; (3) develops materials and processing techniques for cell stack components incorporating the best available technology; (4) provides the design of hardware and conceptual processing layouts, and updates the power plant definition of Phase 1 to reflect the results of Phases 2 and 3; Phase 5 manufactures the hardware to verify the achievements of Phases 2 and 3, and analyzes the cost of this hardware; and Phase 6 tests the cell stacks assembled from the hardware of Phase 5 to assess the state of development.

Improving mobility in a client with hypochondroplasia (dwarfism): a case report.

PubMed

Hanson, Amy Axt

2010-04-01

A client with hypochondroplasia dwarfism and a medical diagnosis of spinal stenosis had found that her ability to walk had decreased over the past 7 years from easily walking 6 miles (10 K) to now needing to rest every half block (171 ft/52 m) due to muscle fatigue. Such weakness is consistent with nerve impingement due to spinal stenosis, which would not be improved by massage. However, during a preliminary assessment, it was found that both lower legs had severe fascial adhesions, possibly compressing lower leg blood vessels and nerves. It was hoped that by using myofascial massage techniques to relieve the adhesions, her mobility would improve over the course of 8 sessions. Myofascial massage techniques showed positive results in reducing adhesions, improving circulation, and increasing the distance the client could walk before resting to 2 blocks (686 ft/209 m). Working with this client showed that Licensed Massage Practitioners (LMPs) can easily accommodate clients of very short height. Copyright 2010 Elsevier Ltd. All rights reserved.

Examination of space/volume requirements for US underground coal mine refuge alternatives.

PubMed

Porter, William L; Dempsey, Patrick G; Jansky, Jacqueline H

2017-01-01

The Mine Safety and Health Administration requires that 1.4 m 2 (15 ft 2 ) of floor space is to be provided for each person inside a refuge alternative (RA). However, the amount of floor space needed for a person to reside inside an RA and perform basic tasks is unknown. During testing, participants entered into an RA or a simulated RA of various space/volume configurations and performed several simulated tasks that are representative of the survivability tasks performed within an RA. The results indicate that the floor space requirements were generally adequate for the tasks studied. Certain tasks such as changing scrubber cartridges, using toilets, and moving about the RA were impacted by the minimum height tested (0.6 m). As such, RAs of this height will require critical design consideration as a whole and the supplies provided for use inside of the RA to ensure the ability to use an RA.

Flight evaluation of stabilization and command augmentation system concepts and cockpit displays during approach and landing of powered-lift STOL aircraft

NASA Technical Reports Server (NTRS)

Franklin, J. A.; Innis, R. C.; Hardy, G. H.

1980-01-01

A flight research program was conducted to assess the effectiveness of manual control concepts and various cockpit displays in improving altitude (pitch, roll, and yaw) and longitudinal path control during short takeoff aircraft approaches and landings. Satisfactory flying qualities were demonstrared to minimum decision heights of 30 m (100 ft) for selected stabilization and command augmentation systems and flight director combinations. Precise landings at low touchdown sink rates were achieved with a gentle flare maneuver.

ASPHALT FOR OFF-STREET PAVING AND PLAY AREAS, 3RD EDITION.

ERIC Educational Resources Information Center

Asphalt Inst., College Park, MD.

THIS PAMPHLET DISCUSSES THE ALTERNATIVE METHODS, APPLICATIONS, AND TECHNICAL CONSIDERATIONS FOR OFF-STREET PAVING AND PLAY AREAS. OFF-STREET PAVING INCLUDES--(1) ASPHALT-PAVED PARKING AREAS, (2) ROOF DECK PARKING AREAS, (3) ASPHALT-PAVED DRIVEWAYS, (4) ASPHALT-PAVED SERVICE STATION LOTS, AND (5) SIDEWALKS. THE DISCUSSION OF PLAY AREAS…

Photocopy of drawing (November 1934 Architect Drawings by Burge and ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photocopy of drawing (November 1934 Architect Drawings by Burge and Stevens, in Possession of the Engineering and Capital Improvements Department of the Atlanta Housing Authority, Atlanta, Georgia). PLOT PLAN SHOWING STREETS AND SIDEWALK OF TECHWOOD PROJECT #1101, SHEET A-2. - Techwood Homes, Building No. 16, 488-514 Techwood Drive, Atlanta, Fulton County, GA

Arizona Traffic Safety Education, K-8. Bicycle Safety, Grades K-1.

ERIC Educational Resources Information Center

Mesa Public Schools, AZ.

One in a series designed to assist Arizona elementary and junior high school teachers in developing children's traffic safety skills, this curriculum guide contains nine lessons on sidewalk vehicles and bicycles for use in kindergarten and grade 1. Introductory information provided for the teacher includes basic highway safety concepts, stressing…

Nature's Palette

ERIC Educational Resources Information Center

McBride, Brooke B.; Brewer, Carol A.

2010-01-01

Flower petals, acorn hats, exoskeletons of beetles, and lichens are just a few of the objects students may find in a surprising array of vivid colors. These tiny examples from nature's palette can be discovered in a school yard, a park, or even along the edges of a paved sidewalk...it simply takes careful observation! This article describes a…

All in a Day's Work

ERIC Educational Resources Information Center

Pierpont, Katherine

2006-01-01

This article is the story of Drummond Montessori Magnet School. From the sidewalk, Drummond Montessori Magnet School, a 117-year-old hulking mass of a building in Chicago, Illinois, appeared to be just another prosaic part of any American cityscape. This past May, the author witnessed a schoolyard scene that has probably unfolded numerous times in…

A Radio-Controlled Car Challenge

ERIC Educational Resources Information Center

Roman, Harry T.

2010-01-01

Watching a radio-controlled car zip along a sidewalk or street has become a common sight. Within this toy are the basic ingredients of a mobile robot, used by industry for a variety of important and potentially dangerous tasks. In this challenge, students consider modifying an of-the-shelf, radio-controlled car, adapting it for a robotic task.

FRONT, STREETSIDE ELEVATION OF RESIDENCE SHOWING LUSH VEGETATION AND LANDSCAPING. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

FRONT, STREET-SIDE ELEVATION OF RESIDENCE SHOWING LUSH VEGETATION AND LANDSCAPING. SIDEWALK SHOWN IN FOREGROUND. VIEW FACING SOUTHWEST - Camp H.M. Smith and Navy Public Works Center Manana Title VII (Capehart) Housing, Three-Bedroom Single-Family Type 9, Birch Circle, Elm Drive, Elm Circle, and Date Drive, Pearl City, Honolulu County, HI

13. Photocopy of drawing (original in AMTRAK Engineering Department), Boston ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

13. Photocopy of drawing (original in AMTRAK Engineering Department), Boston Bridge Works, Inc., March 8, 1912 N. Y. N. H. & H. R. R. BRIDGE #214 SHORE LINE DIV. DETAILS OF SIDEWALK BKTS, SHOES, ROLLERS, ETC. - Ferry Street Railroad Bridge, Ferry Street over New Haven Railroad, New Haven, New Haven County, CT

32 CFR 636.26 - Pedestrian's rights and duties.

Code of Federal Regulations, 2012 CFR

2012-07-01

... shoulder of the roadway as far from the edge of the roadway as possible. When neither sidewalks nor a shoulder are available, pedestrians will walk on the extreme edge of the roadway, facing traffic, and will... pedestrians or joggers while walking or jogging on roadways or on the shoulders of roadways is prohibited. ...

32 CFR 636.26 - Pedestrian's rights and duties.

Code of Federal Regulations, 2014 CFR

2014-07-01

... shoulder of the roadway as far from the edge of the roadway as possible. When neither sidewalks nor a shoulder are available, pedestrians will walk on the extreme edge of the roadway, facing traffic, and will... pedestrians or joggers while walking or jogging on roadways or on the shoulders of roadways is prohibited. ...

32 CFR 636.26 - Pedestrian's rights and duties.

Code of Federal Regulations, 2011 CFR

2011-07-01

... shoulder of the roadway as far from the edge of the roadway as possible. When neither sidewalks nor a shoulder are available, pedestrians will walk on the extreme edge of the roadway, facing traffic, and will... pedestrians or joggers while walking or jogging on roadways or on the shoulders of roadways is prohibited. ...

32 CFR 636.26 - Pedestrian's rights and duties.

Code of Federal Regulations, 2013 CFR

2013-07-01

... shoulder of the roadway as far from the edge of the roadway as possible. When neither sidewalks nor a shoulder are available, pedestrians will walk on the extreme edge of the roadway, facing traffic, and will... pedestrians or joggers while walking or jogging on roadways or on the shoulders of roadways is prohibited. ...

A View From the Sidewalk: "Flowers for Algernon,""Requiem for a Heavyweight,- "Hurricane's Corner."

ERIC Educational Resources Information Center

Hochberg, Frances

1968-01-01

Those high school students who are unmotivated slow-learners living in a "sense-oriented" world respond to instructional units centered around a sense-oriented medium--the motion picture. A unit incorporating "Requiem for a Heavyweight" (a motion picture), "Hurricane's Corner" (an editorial about a fighter), and…

Drink Specials and the Intoxication Levels of Patrons Exiting College Bars

ERIC Educational Resources Information Center

Thombs, Dennis L.; Dodd, Virginia; Porkorny, Steven B.; Omli, Morrow R.; O'Mara, Ryan; Webb, Monica C.; Lacaci, Diana M.; Werch, Chad

2008-01-01

Objectives: To determine whether drink specials independently increase patrons' risk of achieving a high level of intoxication upon exiting drinking establishments. Methods: In a campus community, data were collected from exiting patrons (N=291) via sidewalk interviews and breath tests on 6 nights of 2 consecutive semesters. Results: A…

Perceptions of Environmental Supports on the Physical Activity Behaviors of University Men and Women: A Preliminary Investigation

ERIC Educational Resources Information Center

Reed, Julian; Ainsworth, Barbara

2007-01-01

Objective: To examine perception differences between genders of university sidewalks and safety from crime on the physical activity (PA) behaviors of undergraduate students. Participants: Five hundred and sixty undergraduate students participated in this study. Methods: The authors derived questions from the South Carolina Environmental Supports…

The Strip-of-Grass Challenge

ERIC Educational Resources Information Center

Roman, Harry T.

2016-01-01

This brief article discusses various ways to use the grassy strip of land extending about three feet between the sidewalk and the street curb in many cities and neighborhoods. Next, it discusses the potential impact of different uses of this space on things like: people disembarking from their cars, clearance to existing fire hydrants, and town…

3. CONSTRUCTION DETAIL WEST PORTAL SHOWING CONCRETE LINING. NOTE DRILL ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. CONSTRUCTION DETAIL WEST PORTAL SHOWING CONCRETE LINING. NOTE DRILL HOLES IN GRANITE AT RIGHT EDGE. US GEOLOGICAL SURVEY BENCHMARK AT BOTTOM CORNER OF SIDEWALK - 4,621 FEET. SLOT IN FAR WALL FOR SEMAPHORE OF OBSOLETE CARBON MONOXIDE WARNING SYSTEM. - Wawona Tunnel, Wawona Road through Turtleback Dome, Yosemite Village, Mariposa County, CA

16 CFR § 1512.5 - Requirements for braking system.

Code of Federal Regulations, 2013 CFR

2013-01-01

... the braking force transmitted to the rear wheel shall be in accordance with the sidewalk bicycle.... Bicycles shall be equipped with front- and rear-wheel brakes or rear-wheel brakes only. (b) Handbrakes. Handbrakes shall be tested at least ten times by applying a force sufficient to cause the handlever to...

QUESTION--WHAT MAKES A SCHOOL SITE SAFE. ANSWER--DEFINITE PLANNING.

ERIC Educational Resources Information Center

GEORGE, N.L.; GILLILAND, LONNIE, SR.

TWO STAFF MEMBERS FROM A SYSTEM OF PUBLIC SCHOOLS, THE ASSISTANT SUPERINTENDENT, AND THE DIRECTOR OF SAFETY EDUCATION DISCUSSED THE PROBLEMS OF TRAFFIC SAFETY ON AND AROUND THE SCHOOL SITE. FACTORS WHICH WERE CONSIDERED INCLUDE--(1) SCHOOL SITE AND BUILDING LOCATION, (2) SAFETY REQUIREMENTS, PRACTICES AND PRINCIPLES, (3) SIDEWALK DESIGN AND…

Safety behavior of in-line skaters

PubMed Central

Osberg, J; Stiles, S.

2000-01-01

Objectives and setting—Injuries from in-line skating have risen sharply in many cities around the world. To understand risk taking behavior and safety practices associated with urban in-line skating, 2210 outdoor skaters were observed in Boston, Massachusetts. Methods—Estimated age, gender, use of helmets, wrist guards, elbow and kneepads were recorded. Skaters were coded as beginner, average, or advanced, and skating locations were classified as street, sidewalk, or bicycle path. Results—About 60% of skaters wore wrist guards, but only 5.7% wore helmets. Males wore less protective equipment than females, and were more likely to skate on streets. Beginners and advanced skaters wore more protective gear than average skaters. Surprisingly, street skaters wore less protective gear than skaters on sidewalks or paths. Conclusions—Renewed focus on the importance of wearing helmets is needed. Given the higher injury risks for males, clinicians and public health experts need to target male skaters in prevention efforts. In addition, average and advanced skaters need to be convinced that even though they have improved, it is still important to wear protective gear. PMID:11003191

Mapping of pedestrian characteristics and level of service for facilities at Universitas Negeri Malang using geographic information system

NASA Astrophysics Data System (ADS)

Rahayuningsih, Titi; Pranoto, Nindyawati, Umniati, B. Sri; Mardhika, Moch Aqfa Syabahid

2017-09-01

Universitas Negeri Malang (UM) is a university with the second largest academic community in Malang. The activities of the academic community should be supported by adequate facilities, such as pedestrian facilities—crucial yet much neglected matters, so pedestrians to walk along the roadway. As a result, conflicts between pedestrians with motor vehicle users and accidents might occur at any time. This research aimed at: 1) investigating the geometric conditions of pedestrian facilities at UM; 2) identifying the characteristics of pedestrians and the pedestrian facilities at UM; and 3) determining the level of service for pedestrian facilities at UM using Geographic Information System (GIS). The research was conducted through survey of location, survey of geometric conditions, estimation of the number of pedestrians using sidewalk (data were recorded every 15 minutes), measurement of pedestrian speed, and questionnaire about pedestrians' identity, destination, as well as travel time and distance. Data analysis was carried out to identify the pedestrian characteristics, pedestrian flow characteristics, and pedestrian level of service. The research result showed that the percentage of road segments in campus without sidewalks was 52%. The average width of sidewalk was 1.33 m, which was less than the minimum standard of i.e. 2 m. In terms of pedestrian characteristics, the pedestrians consisted of more female (51%) who were mostly students of the Faculty of Letters whose destination was classroom building. The maximum pedestrian flow was at 10.00-13.30 i.e. 4.2018 p/m/min. The average speed of pedestrian was 63.49 m/min. The highest pedestrian density of 0.0609 p/m2 occurred at 10.00-13.30. The largest walking space was 28.0348 m2/p and occurred in the afternoon at 13.30-17.00. The level of service for pedestrian facilities belonged to category A in the morning and afternoon. The level of service at 10.00-13.30 decreased to category B.

Flood-inundation maps for the DuPage River from Plainfield to Shorewood, Illinois, 2013

USGS Publications Warehouse

Murphy, Elizabeth A.; Sharpe, Jennifer B.

2013-01-01

Digital flood-inundation maps for a 15.5-mi reach of the DuPage River from Plainfield to Shorewood, Illinois, were created by the U.S. Geological Survey (USGS) in cooperation with the Will County Stormwater Management Planning Committee. The inundation maps, which can be accessed through the USGS Flood Inundation Mapping Science Web site at http://water.usgs.gov/osw/flood_inundation/ depict estimates of the areal extent of flooding corresponding to selected water levels (gage heights or stages) at the USGS streamgage at DuPage River at Shorewood, Illinois (sta. no. 05540500). Current conditions at the USGS streamgage may be obtained on the Internet at http://waterdata.usgs.gov/usa/nwis/uv?05540500. In addition, the information has been provided to the National Weather Service (NWS) for incorporation into their Advanced Hydrologic Prediction Service (AHPS) flood warning system (http://water.weather.gov/ahps/). The NWS forecasts flood hydrographs at many places that are often colocated with USGS streamgages. The NWS-forecasted peak-stage information, also shown on the DuPage River at Shorewood inundation Web site, may be used in conjunction with the maps developed in this study to show predicted areas of flood inundation. In this study, flood profiles were computed for the stream reach by means of a one-dimensional step-backwater model. The hydraulic model was then used to determine nine water-surface profiles for flood stages at 1-ft intervals referenced to the streamgage datum and ranging from NWS Action stage of 6 ft to the historic crest of 14.0 ft. The simulated water-surface profiles were then combined with a Digital Elevation Model (DEM) (derived from Light Detection And Ranging (LiDAR) data) by using a Geographic Information System (GIS) in order to delineate the area flooded at each water level. These maps, along with information on the Internet regarding current gage height from USGS streamgages and forecasted stream stages from the NWS, provide emergency management personnel and residents with information that is critical for flood response activities such as evacuations and road closures, as well as for postflood recovery efforts.

Implications of Upwells as Hydrodynamic Jets in a Pulse Jet Mixed System

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pease, Leonard F.; Bamberger, Judith A.; Minette, Michael J.

2015-08-01

This report evaluates the physics of the upwell flow in pulse jet mixed systems in the Hanford Tank Waste Treatment and Immobilization Plant (WTP). Although the initial downward flow and radial flow from pulse jet mixers (PJMs) has been analyzed in some detail, the upwells have received considerably less attention despite having significant implications for vessel mixing. Do the upwells behave like jets? How do the upwells scale? When will the central upwell breakthrough? What proportion of the vessel is blended by the upwells themselves? Indeed, how the physics of the central upwell is affected by multiple PJMs (e.g., sixmore » in the proposed mixing vessels), non-Newtonian rheology, and significant multicomponent solids loadings remain unexplored. The central upwell must satisfy several criteria to be considered a free jet. First, it must travel for several diameters in a nearly constant direction. Second, its velocity must decay with the inverse of elevation. Third, it should have an approximately Gaussian profile. Fourth, the influence of surface or body forces must be negligible. A combination of historical data in a 12.75 ft test vessel, newly analyzed data from the 8 ft test vessel, and conservation of momentum arguments derived specifically for PJM operating conditions demonstrate that the central upwell satisfies these criteria where vigorous breakthrough is achieved. An essential feature of scaling from one vessel to the next is the requirement that the underlying physics does not change adversely. One may have confidence in scaling if (1) correlations and formulas capture the relevant physics; (2) the underlying physics does not change from the conditions under which it was developed to the conditions of interest; (3) all factors relevant to scaling have been incorporated, including flow, material, and geometric considerations; and (4) the uncertainty in the relationships is sufficiently narrow to meet required specifications. Although the central upwell satisfies these criteria when vigorous breakthrough is achieved, not all available data follow the free jet profile for the central upwell, particularly at lower nozzle velocities. Alternative flow regimes are considered and new models for cloud height, “cavern height,” and the rate of jet penetration (jet celerity) are benchmarked against data to anchor scaling analyses. This analytical modeling effort to provide a technical basis for scaling PJM mixed vessels has significant implications for vessel mixing, because jet physics underlies “cavern” height, cloud height, and the volume of mixing considerations. A new four-parameter cloud height model compares favorably to experimental results. This model is predictive of breakthrough in 8 ft vessel tests with the two-part simulant. Analysis of the upwell in the presence of yield stresses finds evidence of expanding turbulent jets, confined turbulent jets, and confined laminar flows. For each, the critical elevation at which jet momentum depletes is predicted, which compare favorably to experimental cavern height data. Partially coupled momentum and energy balances suggest that these are limiting cases of a gradual transition from a turbulent expanding flow to a confined laminar flow. This analysis of the central upwell alone lays essential groundwork for complete analysis of mode three mixing (i.e., breakthrough with slow peripheral mixing). Consideration of jet celerity shows that the rate of jet penetration is a governing consideration in breakthrough to the surface. Estimates of the volume of mixing are presented. This analysis shows that flow along the vessel wall is sluggish such that the central upwell governs the volume of mixing. This analysis of the central upwell alone lays essential groundwork for complete analysis of mode three mixing and estimates of hydrogen release rates from first principles.« less

Air quality considerations for stormwater green street design.

PubMed

Shaneyfelt, Kathryn M; Anderson, Andrew R; Kumar, Prashant; Hunt, William F

2017-12-01

Green streets are increasingly being used as a stormwater management strategy to mitigate stormwater runoff at its source while providing other environmental and societal benefits, including connecting pedestrians to the street. Simultaneously, human exposure to particulate matter from urban transportation is of major concern worldwide due to the proximity of pedestrians, drivers, and cyclists to the emission sources. Vegetation used for stormwater treatment can help designers limit the exposure of people to air pollutants. This goal can be achieved through the deliberate placement of green streets, along with strategic planting schemes that maximize pollutant dispersion. This communication presents general design considerations for green streets that combine stormwater management and air quality goals. There is currently limited guidance on designing green streets for air quality considerations; this is the first communication to offer suggestions and advice for the design of green stormwater streets in regards to their effects on air quality. Street characteristics including (1) the width to height ratio of the street to the buildings, (2) the type of trees and their location, and (3) any prevailing winds can have an impact on pollutant concentrations within the street and along sidewalks. Vegetation within stormwater control measures has the ability to reduce particulate matter concentrations; however, it must be carefully selected and placed within the green street to promote the dispersion of air flow. Copyright © 2017 Elsevier Ltd. All rights reserved.

Using task dynamics to quantify the affordances of throwing for long distance and accuracy.

PubMed

Wilson, Andrew D; Weightman, Andrew; Bingham, Geoffrey P; Zhu, Qin

2016-07-01

In 2 experiments, the current study explored how affordances structure throwing for long distance and accuracy. In Experiment 1, 10 expert throwers (from baseball, softball, and cricket) threw regulation tennis balls to hit a vertically oriented 4 ft × 4 ft target placed at each of 9 locations (3 distances × 3 heights). We measured their release parameters (angle, speed, and height) and showed that they scaled their throws in response to changes in the target's location. We then simulated the projectile motion of the ball and identified a continuous subspace of release parameters that produce hits to each target location. Each subspace describes the affordance of our target to be hit by a tennis ball moving in a projectile motion to the relevant location. The simulated affordance spaces showed how the release parameter combinations required for hits changed with changes in the target location. The experts tracked these changes in their performance and were successful in hitting the targets. We next tested unusual (horizontal) targets that generated correspondingly different affordance subspaces to determine whether the experts would track the affordance to generate successful hits. Do the experts perceive the affordance? They do. In Experiment 2, 5 cricketers threw to hit either vertically or horizontally oriented targets and successfully hit both, exhibiting release parameters located within the requisite affordance subspaces. We advocate a task dynamical approach to the study of affordances as properties of objects and events in the context of tasks as the future of research in this area. (PsycINFO Database Record (c) 2016 APA, all rights reserved).

Winds over Japan.

NASA Astrophysics Data System (ADS)

Plumley, William J.

1994-01-01

Before World War II, weather forecasters had little knowledge of upper-air wind patterns above 20000 feet. Data were seldom avai able at these heights, and the need was not great because commercial aircraft seldom flew at these altitudes. The war in the Pacific changed all that. Wind forecasts for 30000 feet plus became urgent to support the XXI Bomber Command in its bombing mission over Japan.The U.S. Army Air Force Pacific Ocean Area (AAFPOA) placed a Weather Central in the Marianas Islands in 1944 (Saipan in 1944 and Guam in 1945) to provide forecasting support for this mission. A forecasting procedure was put into operation that combined the elements known as "single-station forecasting" and an advanced procedure that used "altirmeter corrections" to analyze upper-airdata and make prognoses. Upper-air charts were drawn for constant pressure surfaces rather than constant height surfaces. The constant pressure surfaces were tied together by means of the atmospheric temperature field represented by specific temperature anomalies between pressure surfaces. Wind forecasts over the Marianas-Japan route made use of space cross sections that provided the data to forecast winds at each 5000-ft level to 35000 ft along the mission flight path. The new procedures allowed the forecaster to construct internally consistent meteorological charts in three dimensions in regions of sparse data.Army air force pilots and their crews from the Marianas were among the first to experience the extreme wind conditions now known as the "jet stream". Air force forecasters demonstrated that, with experience, such winds could reasonably be forecast under difficult operational conditions.

Anticipating Future Sea Level Rise and Coastal Storms in New York City (Invited)

NASA Astrophysics Data System (ADS)

Horton, R. M.; Gornitz, V.; Bader, D.; Little, C. M.; Oppenheimer, M.; Patrick, L.; Orton, P. M.; Rosenzweig, C.; Solecki, W.

2013-12-01

Hurricane Sandy caused 43 fatalities in New York City and 19 billion in damages. Mayor Michael Bloomberg responded by convening the second New York City Panel on Climate Change (NPCC2), to provide up-to-date climate information for the City's Special Initiative for Rebuilding and Resiliency (SIRR). The Mayor's proposed 20 billion plan aims to strengthen the City's resilience to coastal inundation. Accordingly, the NPCC2 scientific and technical support team generated a suite of temperature, precipitation, and sea level rise and extreme event projections through the 2050s. The NPCC2 sea level rise projections include contributions from ocean thermal expansion, dynamic changes in sea surface height, mass changes in glaciers, ice caps, and ice sheets, and land water storage. Local sea level changes induced by changes in ice mass include isostatic, gravitational, and rotational effects. Results are derived from CMIP5 model-based outputs, expert judgment, and literature surveys. Sea level at the Battery, lower Manhattan, is projected to rise by 7-31 in (17.8-78.7cm) by the 2050s relative to 2000-2004 (10 to 90 percentile). As a result, flood heights above NAVD88 for the 100-year storm (stillwater plus waves) would rise from 15.0 ft (0.71 m) in the 2000s to 15.6-17.6 ft (4.8-5.4 m) by the 2050s (10-90 percentile). The annual chance of today's 100-year flood would increase from 1 to 1.4-5.0 percent by the 2050s.

Design Through Simulation of a Molecular Sieve Column for Treatment of MON-3

NASA Technical Reports Server (NTRS)

Swartz, A. Ben; Wilson, D. B.

1999-01-01

The presence of water in propellant-grade MON-3 is a concern in the Aerospace Industry. NASA Johnson Space Center (JSC), White Sands Test Facility (WSTF) Propulsion Department has evaluated many types of molecular sieves for control of iron, the corrosion product of water in Mixed Oxides of Nitrogen (MON-3). In 1995, WSTF initiated laboratory and pilot-scale testing of molecular sieve type 3A for removal of water and iron. These tests showed sufficient promise that a series of continuous recycle tests were conducted at WSTF. Periodic samples of the circulating MON-3 solution were analyzed for water (wt %) and iron (ppm, wt). This test column was modeled as a series of transfer units; i. e., each unit represented the height equivalent of a theoretical plate. Such a model assumes there is equilibrium between the adsorbent material and the effluent stream from the unit. Operational and design parameters were derived based on the simulation results. These parameters were used to predict the design characteristics of a proposed molecular sieve column for removal of water and iron from MON-3 at the NASA Kennedy Space Center (KSC). In addition, these parameters were used to simulate a small, single-pass operation column at KSC currently used for treating MON-3. The results of this work indicated that molecular sieve type 3A in 1/16 in. diameter pellets, in a column 2.5 ft. in diameter, 18 ft. in height, and operated at 25 gpm is adequate for the required removal of water and iron from MON-3.

ARIM-1: The Atmospheric Refractive Index Measurements Sounding Rocket Mission

NASA Technical Reports Server (NTRS)

Ruiz, B. Ian (Editor)

1995-01-01

A conceptual design study of the ARIM-1 sounding rocket mission, whose goal is to study atmospheric turbulence in the tropopause region of the atmosphere, is presented. The study was conducted by an interdisciplinary team of students at the University of Alaska Fairbanks who were enrolled in a Space Systems Engineering course. The implementation of the ARIM-1 mission will be carried out by students participating in the Alaska Student Rocket Program (ASRP), with a projected launch date of August 1997. The ARIM-1 vehicle is a single stage sounding rocket with a 3:1 ogive nose cone, a payload diameter of 8 in., a motor diameter of 7.6 in., and an overall height of 17.0 ft including the four fins. Emphasis is placed on standardization of payload support systems. The thermosonde payload will measure the atmospheric turbulence by direct measurement of the temperature difference over a distance of one meter using two 3.45-micron 'hot-wire' probes. The recovery system consists of a 6 ft. diameter ribless guide surface drogue chute and a 33 ft. diameter main cross parachute designed to recover a payload of 31 pounds and slow its descent rate to 5 m/s through an altitude of 15 km. This document discusses the science objectives, mission analysis, payload mechanical configuration and structural design, recovery system, payload electronics, ground station, testing plans, and mission implementation.

Wind Loads on Flat Plate Photovoltaic Array Fields

NASA Technical Reports Server (NTRS)

Miller, R.; Zimmerman, D.

1979-01-01

The aerodynamic forces resulting from winds acting on flat plate photovoltaic arrays were investigated. Local pressure distributions and total aerodynamic forces on the arrays are shown. Design loads are presented to cover the conditions of array angles relative to the ground from 20 deg to 60 deg, variable array spacings, a ground clearance gap up to 1.2 m (4 ft) and array slant heights of 2.4 m (8 ft) and 4.8 m (16 ft). Several means of alleviating the wind loads on the arrays are detailed. The expected reduction of the steady state wind velocity with the use of fences as a load alleviation device are indicated to be in excess of a factor of three for some conditions. This yields steady state wind load reductions as much as a factor of ten compared to the load incurred if no fence is used to protect the arrays. This steady state wind load reduction is offset by the increase in turbulence due to the fence but still an overall load reduction of 2.5 can be realized. Other load alleviation devices suggested are the installation of air gaps in the arrays, blocking the flow under the arrays and rounding the edges of the array. A wind tunnel test plan to supplement the theoretical study and to evaluate the load alleviation devices is outlined.

NASA in the Park, 2018

NASA Image and Video Library

2018-06-20

NASA in the Park on June 16 in Huntsville featured more than 60 exhibits and demonstrations by NASA experts, as well as performances by Marshall musicians, educational opportunities, games and hands-on activities for all ages. MSFC Summer Interns Eben Lenfest, Nick Bonini, and April Benedict display their artistic talents on Big Spring Park sidewalk during NASA in the Park festivities.

NREL, Hewlett-Packard Developed Ultra-Efficient, High-Performance Computing

Science.gov Websites

and allows the heat captured from the supercomputer to provide all the heating needs for the Energy Systems Integration Facility. And there's even enough heat left over to melt snow outside on sidewalks during the winter. During the summer, the unused heat can be rejected via cooling towers. R&D

Child Adjustment to Parental Combat Deployment: Risk and Resilience Models

DTIC Science & Technology

2012-03-01

include words even if bottle). FOODS 1. apple 2. banana 3. bread 4. butter 5. cake 6. candy 7. cereal 8. cheese 9~ coffee 10. cookie 11...41. 42. swing 43. teddy bear OUTDOORS 44. flower 45. house moon 47. rain 48. sidewalk 49. sky 50. snow 51. star 52 street I’>Uil tree

PHYSICAL EDUCATION ACTIVITIES FOR THE ELEMENTARY SCHOOL.

ERIC Educational Resources Information Center

SMALLEY, JEANNETTE

PHYSICAL EDUCATION ACTIVITIES FOR USE IN GRADES ONE THROUGH SIX ARE ENUMERATED AND DESCRIBED IN THIS MANUAL. UNITS OF THE MANUAL WHICH ARE CONCERNED WITH SIDEWALK GAMES, SCHOOLROOM GAMES, BALL GAMES FOR GRADES ONE AND TWO, STUNTS AND STUNT GAMES, AND GAMES OF LOW ORGANIZATION ARE PRESENTED IN A FORMAT WHICH CONSISTS OF (1) A LISTING OF CRITERIA BY…

Fort Leonard Wood Lake of the Ozarks Recreation Area, NRHP Section 110 Inventory and Evaluation

DTIC Science & Technology

2016-06-01

respective owners. The findings of this report are not to be construed as an official Department of the Army position unless so designated by other...Other support facilities located at LORA (with no building numbers) .................... 80 3.4 Roads, sidewalks, pavements , parking lots, retaining...88 3.4.3 Pavements /parking lots

An Analysis of Two Reading Intervention Programs: How Do the Words, Texts, and Programs Compare?

ERIC Educational Resources Information Center

Murray, Maria S.; Munger, Kristen A.; Hiebert, Elfrieda H.

2014-01-01

In this study, the student texts and teacher guides of two reading intervention programs for at-risk, first-grade students were analyzed and compared: Fountas and Pinnell's "Leveled Literacy Intervention" (LLI) and Scott Foresman's "My Sidewalks" (MS). The analyses drew on the framework of available theory and…

36 CFR 910.57 - Curb-cut.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 36 Parks, Forests, and Public Property 3 2010-07-01 2010-07-01 false Curb-cut. 910.57 Section 910... DEVELOPMENT AREA Glossary of Terms § 910.57 Curb-cut. Curb-cut means that portion of the curb and sidewalk over which vehicular access is allowed. The number of access lanes for each curb-cut shall be specified...

26 CFR 1.164-4 - Taxes for local benefits.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 26 Internal Revenue 2 2013-04-01 2013-04-01 false Taxes for local benefits. 1.164-4 Section 1.164... local benefits. (a) So-called taxes for local benefits referred to in paragraph (g) of § 1.164-2, more properly assessments, paid for local benefits such as street, sidewalk, and other like improvements...

"Where the sidewalk ends": sustainable mobility in Atlanta's Cascade community

Treesearch

Cassandra Johnson Gaither; David Himmelfarb; Sarah Hitchner; John Schelhas; J. Marshall Shepherd; Binita K.C.

2016-01-01

Roughly one third of U.S. greenhouse gas emissions are travel-related, and much of these are from routine, short trips that can be controlled by individual consumers. Because of this, sustainability advocates encourage greater use of alternative transportation modes such as mass transit and non-motorized transport to help limit carbon dioxide emissions. However, the...

36 CFR 1280.2 - What property is under the control of the Archivist of the United States?

Code of Federal Regulations, 2011 CFR

2011-07-01

... the building; (2) On the 7th Street, 9th Street, and Constitution Avenue, NW, sides of the building... sidewalks and other grounds, the steps leading up to the Constitution Avenue entrance, the Constitution Avenue entrance, and the portico area between the steps and the Constitution Avenue entrance. (3) The...

76 FR 30855 - Accident/Incident Reporting Requirements

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-27

... definition contained in the final rule, if an individual suffers a reportable injury as the result of a car... sidewalk/walkway D5--In airport; D6- In airplane; D7--In hotel room; E1--On parking lot; E2--In building... reporting forms in addition to its Companion Guide: Guidelines for Submitting Accident/Incident Reports by...

En route noise of two turboprop aircraft

NASA Technical Reports Server (NTRS)

Dobrzynski, Werner

1990-01-01

In order to weigh en route noise emissions originating from future propfan powered aircraft, a data base of emission levels from conventional turboprop aircraft is needed. For this reason flyover noise measurements on two twin-engine turboprop aircraft were conducted at flight heights between 17,000 and 21,000 ft. Acoustic data are presented together with propeller operational parameters and environmental meteorological data. Narrowband spectral analyses demonstrate the characteristic features of the measured propeller noise signatures: Noise spectra are dominated by the propeller rotational noise fundamental frequency and pronounced noise beats occur as a consequence of different rotational speeds of the propellers.

Boundary Layer Measurements on Slender Blunt Cones at Free-Stream Mach Number 8

DTIC Science & Technology

1979-12-01

34 Angle of a t t a c k , deg Model c o n f i g u r a t i o n d e s i g n a t i o n Center of rotation~ tunnel centerline axial station about...ft/sec X Axial location located from virtual apex of 7-deg cone model, in. ZA ZP ZT ~ . . = ° Anemometer-probe height, distance to probe...300 psla at Math number 6, and 50 to 900 psia at Math number 8, with air supplied by the VKF main compressor plant. Stagnation temperatures sufficient

11. Photocopy of Drawing (November 1934 Architectural Drawings by Burge ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

11. Photocopy of Drawing (November 1934 Architectural Drawings by Burge and Stevens, in Possession of the Engineering and Capital Improvements Department of the Atlanta Housing Authority, Atlanta, Georgia). PLOT PLAN SHOWING STREETS AND SIDEWALK OF TECHWOOD PROJECT #1101, SHEET A-2. - Techwood Homes (Public Housing), Bounded by North Avenue, Parker Street, William Street & Lovejoy Street, Atlanta, Fulton County, GA

A Technical Guide to Urban Community Forestry: Urban and Community Forestry: Improving Our Quality of Life

Treesearch

USDA Forest Service

1993-01-01

Trees growing within cities and towns form a forest-an urban forest. But urban trees require special attention, because they are expected to exist within the urban environment. With its infrastructure of streets, sidewalks, curbs, buried utilities, overhead power lines and buildings, the urban environment places tremendous stresses on trees. With proper care, trees...

32 CFR 256.9 - Real estate interests to be considered for clear zones and accident potential zone.

Code of Federal Regulations, 2010 CFR

2010-07-01

.... (i) The right to post signs on said land indicating the nature and extent of the Government's control... on the ground at said base, and, (3) Aircraft engine test/stand/cell operations at said base. (b) The... highways, without sidewalks or bicycle trails and single track railroads. (6) Communications and utilities...

32 CFR 256.9 - Real estate interests to be considered for clear zones and accident potential zone.

Code of Federal Regulations, 2011 CFR

2011-07-01

.... (i) The right to post signs on said land indicating the nature and extent of the Government's control... on the ground at said base, and, (3) Aircraft engine test/stand/cell operations at said base. (b) The... highways, without sidewalks or bicycle trails and single track railroads. (6) Communications and utilities...

City Safaris. A Sierra Club Explorer's Guide to Urban Adventures for Grownups and Kids.

ERIC Educational Resources Information Center

Shaffer, Carolyn; Fielder, Erica

Most people think of nature in the city as parks and zoos and dandelions pushing up through cracks in the sidewalk, but it is also asphalt streets, granite office buildings and mazes of underground pipes and cables. The materials of which the streets and buildings are constructed began as prehistoric jungles and ancient mountains. The systems that…

Sidewalks and City Streets: A Model for Vibrant Agricultural Education in Urban American Communities

ERIC Educational Resources Information Center

Brown, Nicholas R.; Kelsey, Kathleen D.

2013-01-01

In 2005, The National Council for Agricultural Education (NCAE) unveiled The Long Range Goal for Agricultural Education also known as 10 x 15. According to NCAE, the primary goal of 10 x 15 was to create 10,000 new agricultural education programs by 2015 that focused on an integrated model of classroom and laboratory instruction, experiential…

A Rain Garden for Our School: Becoming Environmental Stewards

ERIC Educational Resources Information Center

McFadyen, Joy

2012-01-01

In this article, the author talks about a rain garden project at Hampton Elementary School in Bay City, Michigan. The goal of the project was to slow and filter silt-laden runoff (from parking lots, sidewalks, and playground) on its path to Saginaw Bay in Lake Huron. In addition, doing so, the rain gardens would demonstrate to the township, city,…

The Bicycle Illusion: Sidewalk Science Informs the Integration of Motion and Shape Perception

ERIC Educational Resources Information Center

Masson, Michael E. J.; Dodd, Michael D.; Enns, James T.

2009-01-01

The authors describe a new visual illusion first discovered in a natural setting. A cyclist riding beside a pair of sagging chains that connect fence posts appears to move up and down with the chains. In this illusion, a static shape (the chains) affects the perception of a moving shape (the bicycle), and this influence involves assimilation…

36 CFR § 1280.2 - What property is under the control of the Archivist of the United States?

Code of Federal Regulations, 2013 CFR

2013-07-01

... the building; (2) On the 7th Street, 9th Street, and Constitution Avenue, NW, sides of the building... sidewalks and other grounds, the steps leading up to the Constitution Avenue entrance, the Constitution Avenue entrance, and the portico area between the steps and the Constitution Avenue entrance. (3) The...

Worlds Apart: One City, Two Libraries, and Ten Years of Watching Inequality Grow

ERIC Educational Resources Information Center

Neuman, Susan B.; Celano, Donna C.

2012-01-01

Like a bright beacon on the hill, the Lillian Marrero public library rises majestically above the deserted buildings and bulldozed voids below on Germantown Avenue. Here in the heart of what is known as the Philadelphia Badlands, makeshift garbage dumps line the sidewalks. The tall grass that surrounds abandoned lots does nothing to obscure the…

Newspaper content analysis in evaluation of a community-based participatory project to increase physical activity.

PubMed

Granner, Michelle L; Sharpe, Patricia A; Burroughs, Ericka L; Fields, Regina; Hallenbeck, Joyce

2010-08-01

This study conducted a newspaper content analysis as part of an evaluation of a community-based participatory research project focused on increasing physical activity through policy and environmental changes, which included activities related to media advocacy and media-based community education. Daily papers (May 2003 to December 2005) from both the intervention and comparison counties were reviewed for topics related to physical activity and an active living environment (e.g. safety, policy, urban design, transportation and recreational resources). A total of 2681 articles from 1764 newspapers were analyzed. The intervention county had a greater proportion of articles on the selected topics. Specifically, the intervention county had a greater proportion of articles in topics related to safety, policy and community initiatives, as well as in sidewalks and recreational facilities; both priority areas for the intervention. Prominence of the articles was assessed using a composite index score. Generally, prominence of the topics analyzed was low. Articles in the sidewalks and recreational facilities topic category in the intervention county had higher prominence scores on average than the comparison county. The study demonstrates that media content analysis can be a valuable component in evaluating community-based interventions.

Invariance of wearing location of Omron-BI pedometers: a validation study.

PubMed

Zhu, Weimo; Lee, Miyoung

2010-11-01

The purpose of this study was to investigate the validity and reliability evidences of the Omron BI pedometer, which could count steps taken even when worn at different locations on the body. Forty (20 males and 20 females) adults were recruited to walk wearing 5 sets, 1 set at a time, of 10 BI pedometers during testing, 1 each at 10 different locations. For comparison, they also wore 2 Yamax Digi-Walker SW-200 pedometers and a Dynastream AMP 331 activity monitor. The subjects walked in 3 free-living conditions: a flat sidewalk, stairs, and mixed conditions. Except for a slight decrease in accuracy in the pant pocket locations, Omron BI pedometers counted steps accurately across other locations when subjects walked on the flat sidewalk, and the performance was consistent across devices and trials. When the subjects climbed up stairs, however, the absolute error % of the pant pocket locations increased significantly (P < .05) and similar or higher error rates were found in the AMP 331 and SW-200s. The Omron BI pedometer can accurately count steps when worn at various locations on the body in free-living conditions except for front pant pocket locations, especially when climbing stairs.

Spatial Analysis of Urban Form and Pedestrian Exposure to Traffic Noise

PubMed Central

Sheng, Ni; Tang, U. Wa

2011-01-01

In the Macao Peninsula, the high population density (49,763 inhabitants/km2) and the lack of control over the number of vehicles (460 vehicles/km) have led to an increase in urban pollution. To provide useful information to local government and urban planners, this paper investigates the spatial distribution of traffic noise in the Macao Peninsula. The interactions among urban form, traffic flow and traffic noise are addressed. Considering the spatial nature of urban geometry and traffic, a high-resolution GIS-based traffic noise model system is applied. Results indicate that the Macao Peninsula has fallen into a situation of serious traffic noise pollution. About 60% of traffic noise levels along the major pedestrian sidewalks in the evening peak hour exceed the National Standard of 70 dB(A) in China. In particular, about 21% of traffic noise levels along the pedestrian sidewalks are above the National Standard by 5 dB(A). Noticeably, the high pedestrian exposure to traffic noise in the historical urban area reduces the comfort of tourists walking in the historic centre and is ruining the reputation of the area as a World Cultural Heritage site. PMID:21776213

Spatial analysis of urban form and pedestrian exposure to traffic noise.

PubMed

Sheng, Ni; Tang, U Wa

2011-06-01

In the Macao Peninsula, the high population density (49,763 inhabitants/km2) and the lack of control over the number of vehicles (460 vehicles/km) have led to an increase in urban pollution. To provide useful information to local government and urban planners, this paper investigates the spatial distribution of traffic noise in the Macao Peninsula. The interactions among urban form, traffic flow and traffic noise are addressed. Considering the spatial nature of urban geometry and traffic, a high-resolution GIS-based traffic noise model system is applied. Results indicate that the Macao Peninsula has fallen into a situation of serious traffic noise pollution. About 60% of traffic noise levels along the major pedestrian sidewalks in the evening peak hour exceed the National Standard of 70 dB(A) in China. In particular, about 21% of traffic noise levels along the pedestrian sidewalks are above the National Standard by 5 dB(A). Noticeably, the high pedestrian exposure to traffic noise in the historical urban area reduces the comfort of tourists walking in the historic centre and is ruining the reputation of the area as a World Cultural Heritage site.

Healthy food outside: farmers' markets, taco trucks, and sidewalk fruit vendors.

PubMed

Morales, Alfonso; Kettles, Gregg

2009-01-01

This paper explores the many dimensions of street vending and public markets, the multiple intersections vending and markets have with food regulation, and the historical connection markets have with other policy problems. We develop the article in four parts, following the introduction found in section one the article touches on three elements of law and public policy. The second section considers markets and merchants in public goods with their associated dilemmas. Our approach is to reconfigure the emphasis on public space as transportation by justifying the use of the street and sidewalk for street vending. The importance of public space for commerce and other creative activities bridges the second and third sections of the article. The third section chronicles the history of law and regulation around street and public markets. Here we emphasize how cities historically used public markets as public policy tools to address food security, employment, and to help those growing cities accommodate new immigrants. The fourth section focuses on public health by examining the law of outdoor food sold on the street. Through our analysis we set forth numerous suggestions for advocacy, policy, and legal reform.

Occurrence, Distribution, and Accumulation of Pesticides in Exterior Residential Areas.

PubMed

Jiang, Weiying; Conkle, Jeremy L; Luo, Yuzhou; Li, Juying; Xu, Karen; Gan, Jay

2016-12-06

Pesticides are commonly applied around residential homes, but their occurrence on exterior surfaces (e.g., pavement) has not been thoroughly evaluated. We collected 360 dust samples from curbside gutters, sidewalks, and street surfaces at 40 houses in southern California to evaluate pesticide occurrence on urban paved surfaces as well as their spatial and temporal distributions. Pesticides and select degradates were ubiquitously detected in dust, with the median concentration of total target analytes at 85 μg kg -1 . A total of 75% of samples contained at least five pesticides. As a result of recurring pesticide applications, concentrations increased throughout the summer. The pyrethroids bifenthrin and permethrin accounted for 55% of total pesticides detected in the dust. The highest concentrations in dust were found on the sidewalk and in the gutter. Relative to indoor environments, human exposure risk to pesticides on paved surfaces was estimated to be lower, with the highest potential oral and dermal exposure predicted to be 38 ng day -1 for permethrin. The ubiquitous detection of pesticides on residential outdoor surfaces and the fact that the exterior concentrations did not correlate to the indoor areas highlight the necessity to measure pesticides in both indoor and outdoor areas for complete residential pesticide risk assessment.

Level II scour analysis for Bridge 7 (WALDTH00020007) on Town Highway 2, crossing Coles Brook, Walden, Vermont

USGS Publications Warehouse

Striker, Lora K.; Medalie, Laura

1997-01-01

ft, an average channel top width of 37 ft and an average bank height of 4 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) of 32.9 mm (0.108 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 9, 1995, indicated that the reach was laterally unstable due to cut-banks, point bars, and loose unconsolidated bed material. The Town Highway 2 crossing of Coles Brook is a 74-ft-long, two-lane bridge consisting of one 71-foot steel-beam span (Vermont Agency of Transportation, written communication, April 5, 1995). The opening length of the structure parallel to the bridge face is 69.3 ft. The bridge is supported by spill-through abutments. The channel is skewed approximately 35 degrees to the opening while the measured opening-skew-to-roadway is 15 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed from 60 ft. to 100 ft. downstream during the Level I assessment. Scour protection measures at the site include: type-1 stone fill (less than 12 inches diameter) along the right bank upstream, at the downstream end of the downstream left wingwall and downstream right wingwall; and type-2 stone fill (less than 36 inches diameter) along the left bank upstream, at the upstream end of the upstream right wingwall, and along the entire base of the left and right abutments. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.8 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge. Abutment scour ranged from 5.7 to 12.9 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

A Floating Cylinder on an Unbounded Bath

NASA Astrophysics Data System (ADS)

Chen, Hanzhe; Siegel, David

2018-03-01

In this paper, we reconsider a circular cylinder horizontally floating on an unbounded reservoir in a gravitational field directed downwards, which was studied by Bhatnagar and Finn (Phys Fluids 18(4):047103, 2006). We follow their approach but with some modifications. We establish the relation between the total energy E_T relative to the undisturbed state and the total force F_T , that is, F_T = -dE_T/dh , where h is the height of the center of the cylinder relative to the undisturbed fluid level. There is a monotone relation between h and the wetting angle φ _0 . We study the number of equilibria, the floating configurations and their stability for all parameter values. We find that the system admits at most two equilibrium points for arbitrary contact angle γ , the one with smaller φ _0 is stable and the one with larger φ _0 is unstable. Since the one-sided solution can be translated horizontally, the fluid interfaces may intersect. We show that the stable equilibrium point never lies in the intersection region, while the unstable equilibrium point may lie in the intersection region.

Temporal distribution and behaviour of sand flies (Diptera: Psychodidae) in a cutaneous leishmaniasis focus of the Kani Tribe settlements in the Western Ghats, India.

PubMed

Srinivasan, R; Jambulingam, P; Kumar, N Pradeep; Selvakumar, M; Edwin, B; Kumar, T Dilip

2015-08-01

The temporal distribution of sand flies in relation to environmental factors was studied in the Kani tribe settlements located on the southernmost part of the Western Ghats, Kerala, India, between June 2012 and May 2013. This area is known for occurrence of cutaneous leishmaniasis (CL) cases. Employing hand-held aspirator, light trap and sticky-trap collection methods, a total of 7874 sand fly specimens, comprising 19 species was collected. Sergentomyia baghdadis was predominant species, followed by Phlebotomus argentipes. Sand fly abundance was significantly higher indoors (χ(2)=9241.8; p=0.0001) than outdoors. Mean density of P. argentipes in human dwellings, cattle sheds and outdoors was 7.2±2.9, 27.33±21.1 and 0.64±0.2 females/per man-hour (MHR), respectively. No sand fly species other than P. argentipes was obtained from cattle sheds. Although, sand fly populations were prevalent throughout the year, their abundance fluctuated with seasonal changes. Multiple regression analysis with backward elimination indicated that the increase in precipitation and relative humidity contributed to a significant positive association with the increase in sand fly abundance, while the increase in temperature showed no association. Fully engorged female sand flies tested for blood meal source showed multiple host-blood feeding. Analysis of resting populations of sand flies collected from human shelters indicated that the populations were found maximum on interior walls at 6-8 and >8 ft height, including ceiling during summer (F=83.7, df=6, p=0.001) and at the lower half of the wall at 0 and 0-2 ft height, during monsoon season (F=41.4, df=6, p=0.001). In cooler months, no preference to any height level (F=1.67, df=6, p=0.2) was observed. Proportion of females sand flies with Sella's classification of abdominal stages, namely full-fed, half-gravid and gravid females did not vary significantly (t=1.98, p=0.13827) indoors, confirming their endophilic behaviour. Risk of CL transmission in these tribal settlements is discussed. Copyright © 2015 Elsevier B.V. All rights reserved.

Slipping and Tipping: Measuring Static Friction with a Straightedge

NASA Astrophysics Data System (ADS)

Dietz, Eric; Aguilar, Isaac

2012-11-01

Following a discussion of forces, torques, and the conditions for static equilibrium, I tell my introductory mechanics class that I will show them how to measure the coefficient of static friction, μs, between the surfaces of a block and the front bench using nothing but a straightedge. After a few seconds of hushed anticipation, I nudge the block in Fig. 1 (a) gently with the straightedge, applying a horizontal force F that gradually increases from zero to a value that either causes the object to slip (Fs) or to tip (Ft). Which of these happens first depends on μs, the depth D of the block, and on h, the height above the bench surface at which F is applied. Starting at the bottom of the block, it tends to slip before tipping, but there is a critical height hc above which the block tips before slipping. The value of hc at which this transition occurs is then used to produce a value of μs for these surfaces.

Around Marshall

NASA Image and Video Library

1963-04-17

At its founding, the Marshall Space Flight Center (MSFC) inherited the Army’s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. This photograph taken April 17, 1963, gives a look at the four tower legs of the S-IC test stand at their completed height.

Around Marshall

NASA Image and Video Library

1963-06-24

At its founding, the Marshall Space Flight Center (MSFC) inherited the Army’s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. In this photo, taken June 24, 1963, the four tower legs of the test stand can be seen at their maximum height.

Around Marshall

NASA Image and Video Library

1963-05-07

At its founding, the Marshall Space Flight Center (MSFC) inherited the Army’s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. This photograph, taken from ground level on May 7, 1963, gives a close look at one of the four towers legs of the S-IC test stand nearing its completed height.

Around Marshall

NASA Image and Video Library

1963-05-07

At its founding, the Marshall Space Flight Center (MSFC) inherited the Army’s Jupiter and Redstone test stands, but much larger facilities were needed for the giant stages of the Saturn V. From 1960 to 1964, the existing stands were remodeled and a sizable new test area was developed. The new comprehensive test complex for propulsion and structural dynamics was unique within the nation and the free world, and they remain so today because they were constructed with foresight to meet the future as well as on going needs. Construction of the S-IC Static test stand complex began in 1961 in the west test area of MSFC, and was completed in 1964. The S-IC static test stand was designed to develop and test the 138-ft long and 33-ft diameter Saturn V S-IC first stage, or booster stage, weighing in at 280,000 pounds. Required to hold down the brute force of a 7,500,000-pound thrust produced by 5 F-1 engines, the S-IC static test stand was designed and constructed with the strength of hundreds of tons of steel and 12,000,000 pounds of cement, planted down to bedrock 40 feet below ground level. The foundation walls, constructed with concrete and steel, are 4 feet thick. The base structure consists of four towers with 40-foot-thick walls extending upward 144 feet above ground level. The structure was topped by a crane with a 135-foot boom. With the boom in the upright position, the stand was given an overall height of 405 feet, placing it among the highest structures in Alabama at the time. This photograph, taken May 7, 1963, gives a close look at the four concrete tower legs of the S-IC test stand at their completed height.

[Hypogonadism and the quality of life in male patients with type-2 diabetes mellitus].

PubMed

Zhang, Lu-Yao; He, Wei; Wan, Jian-Xin; Yin, Qi-Qi; Cheng, Zhen; Chen, Guan-Ming; Ji, Wen; Li, Hai; Li, Yan-Bing; Liao, Zhi-Hong

2016-12-01

To compare the level of testosterone between type-2 diabetes mellitus (T2DM) patients and healthy controls and to investigate the status of hypogonadism and the influence of hypopgonadism on the quality of life. We collected serum total testosterone (TT), free testosterone (FT), sex hormone-binding globulin (SHBG), and other clinical data from 166 T2DM patients aged over 30 years and 186 age-matched healthy controls. We investigated the quality of life (QoL) of the two groups of subjects using the questionnaires of Androgen Deficiency in Aging Males (ADAM), Aging Male Symptoms (AMS), 36-Item Short-Form Health Survey (SF-36), and Special Quality of Life for Diabetes Mellitus (DSQL). The level of calculated FT (cFT) was remarkably lower in the T2DM patients than in the healthy controls (P<0.05), but no statistically significant differences were observed between the two groups in the levels of TT, bio-available testosterone (Bio-T), and SHBG. The T2DM males with hypogonadism showed significant differences from those without in age, height, systolic blood pressure, and creatinine (P<0.05). Based on the criteria of cFT <0.3 nmol/L and AMS score ≥27, the incidence rate of hypogonadism was 51.81% in the T2DM patients, 31.58% in the 30－39 yr group, 32.50% in the 40－49 yr group, 50% in the 50－59 yr group, 69.23% in the 60－69 yr group, and 77.27% in the ≥70 yr group, elevated by 77.4% with the increase of 10 years of age (OR = 1.774, P<0.001). The AMS score was significantly correlated with the scores of DSQL (r = 0.557, P<0.001) and SF-36 (r = －0.739, P<0.001) in the T2DM patients. T2DM patients have lower levels of cFT than healthy men, accompanied with a higher incidence of hypogonadism. Age is a main risk factor of hypogonadism. Severer testosterone deficiency symptoms are associated with lower scores of QoL in T2DM males.

Radiation dose in coronary angiography and intervention: initial results from the establishment of a multi-centre diagnostic reference level in Queensland public hospitals

DOE Office of Scientific and Technical Information (OSTI.GOV)

Crowhurst, James A, E-mail: jimcrowhurst@hotmail.com; School of Medicine, University of Queensland, St. Lucia, Brisbane, Queensland; Whitby, Mark

Radiation dose to patients undergoing invasive coronary angiography (ICA) is relatively high. Guidelines suggest that a local benchmark or diagnostic reference level (DRL) be established for these procedures. This study sought to create a DRL for ICA procedures in Queensland public hospitals. Data were collected for all Cardiac Catheter Laboratories in Queensland public hospitals. Data were collected for diagnostic coronary angiography (CA) and single-vessel percutaneous intervention (PCI) procedures. Dose area product (P{sub KA}), skin surface entrance dose (K{sub AR}), fluoroscopy time (FT), and patient height and weight were collected for 3 months. The DRL was set from the 75th percentilemore » of the P{sub KA.} 2590 patients were included in the CA group where the median FT was 3.5 min (inter-quartile range = 2.3–6.1). Median K{sub AR} = 581 mGy (374–876). Median P{sub KA} = 3908 uGym{sup 2} (2489–5865) DRL = 5865 uGym{sup 2}. 947 patients were included in the PCI group where median FT was 11.2 min (7.7–17.4). Median K{sub AR} = 1501 mGy (928–2224). Median P{sub KA} = 8736 uGym{sup 2} (5449–12,900) DRL = 12,900 uGym{sup 2}. This study established a benchmark for radiation dose for diagnostic and interventional coronary angiography in Queensland public facilities.« less

Security on Campus. Hearing before a Subcommittee of the Committee on Appropriations, United State Senate, One Hundred Fifth Congress, Second Session. Special Hearing.

ERIC Educational Resources Information Center

Congress of the U.S., Washington, DC. Senate Committee on Appropriations.

This document presents the transcript of a congressional hearing held before a Senate subcommittee concerning reporting requirements of the Student Right to Know and Campus Security Act of 1990. Among issues addressed is whether the definition of "campus" includes buildings used partially or completely for commercial purposes, sidewalks,…

Street characteristics preferred for transportation walking among older adults: a choice-based conjoint analysis with manipulated photographs.

PubMed

Van Cauwenberg, Jelle; De Bourdeaudhuij, Ilse; Clarys, Peter; Nasar, Jack; Salmon, Jo; Goubert, Liesbet; Deforche, Benedicte

2016-01-16

Knowledge about the relationships between micro-scale environmental factors and older adults' walking for transport is limited and inconsistent. This is probably due to methodological limitations, such as absence of an accurate neighborhood definition, lack of environmental heterogeneity, environmental co-variation, and recall bias. Furthermore, most previous studies are observational in nature. We aimed to address these limitations by investigating the effects of manipulating photographs on micro-scale environmental factors on the appeal of a street for older adults' transportation walking. Secondly, we used latent class analysis to examine whether subgroups could be identified that have different environmental preferences for transportation walking. Thirdly, we investigated whether these subgroups differed in socio-demographic, functional and psychosocial characteristics, current level of walking and environmental perceptions of their own street. Data were collected among 1131 Flemish older adults through an online (n = 940) or an interview version of the questionnaire (n = 191). This questionnaire included a choice-based conjoint exercise with manipulated photographs of a street. These manipulated photographs originated from one panoramic photograph of an existing street that was manipulated on nine environmental attributes. Participants chose which of two presented streets they would prefer to walk for transport. In the total sample, sidewalk evenness had by far the greatest appeal for transportation walking. The other environmental attributes were less important. Four subgroups that differed in their environmental preferences for transportation walking were identified. In the two largest subgroups (representing 86% of the sample) sidewalk evenness was the most important environmental attribute. In the two smaller subgroups (each comprising 7% of the sample), traffic volume and speed limit were the most important environmental attributes for one, and the presence of vegetation and a bench were the most important environmental attributes for the other. This latter subgroup included a higher percentage of service flat residents than the other subgroups. Our results suggest that the provision of even sidewalks should be considered a priority when developing environmental interventions aiming to stimulate older adults' transportation walking. Natural experiments are needed to confirm whether our findings can be translated to real environments and actual transportation walking behavior.

Parental safety concerns and active school commute: correlates across multiple domains in the home-to-school journey

PubMed Central

2014-01-01

Background Empirical evidence of the relationship between safety concerns and walking to school (WTS) is growing. However, current research offers limited understanding of the multiple domains of parental safety concerns and the specific mechanisms through which parents articulate safety concerns about WTS. A more detailed understanding is needed to inform environmental and policy interventions. This study examined the relationships between both traffic safety and personal safety concerns and WTS in the U.S. Methods This cross-sectional analysis examined data from the Texas Childhood Obesity Prevention Policy Evaluation (T-COPPE) project, an evaluation of state-wide obesity prevention policy interventions. All study data were from the survey (n = 830) of parents with 4th grade students attending 81 elementary schools across Texas, and living within two miles from their children's schools. Traffic safety and personal safety concerns were captured for the home neighborhood, en-route to school, and school environments. Binary logistic regression analysis was used to assess the odds of WTS controlling for significant covariates. Results Overall, 18% of parents reported that their child walked to school on most days of the week. For traffic safety, students were more likely to walk to school if their parent reported favorable perceptions about the following items in the home neighborhood environment: higher sidewalk availability, well maintained sidewalks and safe road crossings. For the route to school, the odds of WTS were higher for those who reported "no problem" with each one of the following: traffic speed, amount of traffic, sidewalks/pathways, intersection/crossing safety, and crossing guards, when compared to those that reported "always a problem". For personal safety in the en-route to school environment, the odds of WTS were lower when parents reported concerns about: stray or dangerous animals and availability of others with whom to walk. Conclusions Findings offered insights into the specific issues that drive safety concerns for elementary school children’s WTS behaviors. The observed associations between more favorable perceptions of safety and WTS provide further justification for practical intervention strategies to reduce WTS barriers that can potentially bring long-term physical activity and health benefits to school-aged children. PMID:24602213

KSC01pp0565

NASA Image and Video Library

2001-03-22

KENNEDY SPACE CENTER, Fla. -- Viewed from across the turn basin at Launch Complex 39 area, Space Shuttle Endeavour leaves the Vehicle Assembly Building high bay 3 (open door) atop a Mobile Launcher Platform and begins rolling to Launch Pad 39A via a crawler-transporter. The combined height of the Shuttle, MLP and transporter is 235.2 ft. (71.6 m). Once at the pad, routine launch pad validations will commence, verifying all vehicle and facility interfaces. Endeavour is expected to lift off on mission STS-100 on April 19, carrying the Multi-Purpose Logistics Module Raffaello and the Canadian robotic arm, SSRMS, to the International Space Station

KSC01padig173

NASA Image and Video Library

2001-03-22

KENNEDY SPACE CENTER, Fla. -- Viewed from across the turn basin at Launch Complex 39 area, Space Shuttle Endeavour leaves the Vehicle Assembly Building high bay 3 (open door) atop a Mobile Launcher Platform and begins rolling to Launch Pad 39A via a crawler-transporter. The combined height of the Shuttle, MLP and transporter is 235.2 ft. (71.6 m). Once at the pad, routine launch pad validations will commence, verifying all vehicle and facility interfaces. Endeavour is expected to lift off on mission STS-100 on April 19, carrying the Multi-Purpose Logistics Module Raffaello and the Canadian robotic arm, SSRMS, to the International Space Station

Evaluating the effects of herbicide drift on nontarget terrestrial plants: A case study with mesotrione.

PubMed

Brain, Richard A; Perine, Jeff; Cooke, Catriona; Ellis, Clare Butler; Harrington, Paul; Lane, Andrew; O'Sullivan, Christine; Ledson, Mark

2017-09-01

Nature of exposure is a fundamental driver in nontarget terrestrial plant risk assessment for pesticides; consequently a novel study was designed to generate field-based drift exposure and evaluate corresponding biological effects of the herbicide mesotrione. The approach used a combination of US guideline drift reduction technology and vegetative vigor approaches. In each of 3 independent replicate spray application trials, 10 pots each of lettuce and tomato were placed at distances of 10, 20, 30, 40, and 50 ft (∼3, 6, 9, 12, and 15 m) from the downwind edge of the spray boom. Each application was conducted using a commercial 60-ft (18-m) boom sprayer fitted with TeeJet ® Technologies TTI110025 nozzles, with a nominal application rate of 0.2 lb a.i./A (224 g a.i./ha). The environmental conditions required by the protocol (air temperature 10-30 °C and wind perpendicular to the swath (±30°) blowing toward the plants at a mean wind speed of ≥10 mph [≥4.5 m/s] measured at 2.0 m above the ground) were met for each application. Following exposure, plants were transferred to a greenhouse for the 21-d vegetative vigor phase of the study. Symptoms of phytotoxicity and plant height were assessed at 7, 14, and 21 d after treatment. On completion of the 21-d after treatment assessment, all plants were harvested and dried in an oven to determine shoot dry weight. The biological data indicated that no statistically significant effects were observed at a distance of 30 ft (∼9 m) from mesotrione drift at wind speeds of ≥10 mph (10.9-12.4 mph); this endpoint (30 ft) is defined as the no observed effects distance (NOED). Environ Toxicol Chem 2017;36:2465-2475. © 2017 SETAC. © 2017 SETAC.

Active transportation safety features around schools in Canada.

PubMed

Pinkerton, Bryn; Rosu, Andrei; Janssen, Ian; Pickett, William

2013-10-31

The purpose of this study was to describe the presence and quality of active transportation safety features in Canadian school environments that relate to pedestrian and bicycle safety. Variations in these features and associated traffic concerns as perceived by school administrators were examined by geographic status and school type. The study was based on schools that participated in 2009/2010 Health Behaviour in School-aged Children (HBSC) survey. ArcGIS software version 10 and Google Earth were used to assess the presence and quality of ten different active transportation safety features. Findings suggest that there are crosswalks and good sidewalk coverage in the environments surrounding most Canadian schools, but a dearth of bicycle lanes and other traffic calming measures (e.g., speed bumps, traffic chokers). Significant urban/rural inequities exist with a greater prevalence of sidewalk coverage, crosswalks, traffic medians, and speed bumps in urban areas. With the exception of bicycle lanes, the active transportation safety features that were present were generally rated as high quality. Traffic was more of a concern to administrators in urban areas. This study provides novel information about active transportation safety features in Canadian school environments. This information could help guide public health efforts aimed at increasing active transportation levels while simultaneously decreasing active transportation injuries.

Exploring the impact of walk–bike infrastructure, safety perception, and built-environment on active transportation mode choice: a random parameter model using New York City commuter data

DOE PAGES

Aziz, H. M. Abdul; Nagle, Nicholas N.; Morton, April M.; ...

2017-02-06

Here, this study finds the effects of traffic safety, walk-bike network facilities, and land use attributes on walk and bicycle mode choice decision in the New York City for home-to-work commute. Applying the flexible econometric structure of random parameter models, we capture the heterogeneity in the decision making process and simulate scenarios considering improvement in walk-bike infrastructure such as sidewalk width and length of bike lane. Our results indicate that increasing sidewalk width, total length of bike lane, and proportion of protected bike lane will increase the likelihood of more people taking active transportation mode This suggests that the localmore » authorities and planning agencies to invest more on building and maintaining the infrastructure for pedestrians. Furthermore, improvement in traffic safety by reducing traffic crashes involving pedestrians and bicyclists will increase the likelihood of taking active transportation modes. Our results also show positive correlation between number of non-motorized trips by the other family members and the likelihood to choose active transportation mode. The findings will help to make smart investment decisions in context of building sustainable transportation systems accounting for active transportation.« less

Exploring the impact of walk–bike infrastructure, safety perception, and built-environment on active transportation mode choice: a random parameter model using New York City commuter data

DOE Office of Scientific and Technical Information (OSTI.GOV)

Aziz, H. M. Abdul; Nagle, Nicholas N.; Morton, April M.

Here, this study finds the effects of traffic safety, walk-bike network facilities, and land use attributes on walk and bicycle mode choice decision in the New York City for home-to-work commute. Applying the flexible econometric structure of random parameter models, we capture the heterogeneity in the decision making process and simulate scenarios considering improvement in walk-bike infrastructure such as sidewalk width and length of bike lane. Our results indicate that increasing sidewalk width, total length of bike lane, and proportion of protected bike lane will increase the likelihood of more people taking active transportation mode This suggests that the localmore » authorities and planning agencies to invest more on building and maintaining the infrastructure for pedestrians. Furthermore, improvement in traffic safety by reducing traffic crashes involving pedestrians and bicyclists will increase the likelihood of taking active transportation modes. Our results also show positive correlation between number of non-motorized trips by the other family members and the likelihood to choose active transportation mode. The findings will help to make smart investment decisions in context of building sustainable transportation systems accounting for active transportation.« less

Associations between observed neighborhood characteristics and physical activity: findings from a multiethnic urban community

PubMed Central

Kwarteng, Jamila L.; Schulz, Amy J.; Mentz, Graciela B.; Zenk, Shannon N.; Opperman, Alisha A.

2014-01-01

Background There is growing interest in the contributions of characteristics of the neighborhood environment to inequalities in physical activity. However, few studies have examined the relationship between observed neighborhood environmental characteristics and physical activity in a multiethnic urban area. Purpose The purpose of this study was to assess relationships between neighborhood environments and physical activity and the extent to which these associations varied by demographic characteristics or perceptions of the physical and social environment. Methods Cross-sectional analyses drew upon data collected from a stratified proportional probability sample of non-Hispanic Black, Hispanic and non-Hispanic White (NHW) adults (n = 919) in low-to-moderate income neighborhoods in Detroit, Michigan. Physical activity was assessed as self-reported duration and frequency of vigorous and moderate physical activity. Observed physical environment was assessed through systematic social observation by trained observers on blocks adjacent to survey respondents' residences. Results We find a positive association of sidewalk condition with physical activity, with stronger effects for younger compared with older residents. In addition, physical disorder was more negatively associated with physical activity among NHW and older residents. Conclusions These findings suggest that sidewalk improvements and reductions in physical disorder in urban communities may promote greater equity in physical activity. PMID:24159053

Active Transportation Safety Features around Schools in Canada

PubMed Central

Pinkerton, Bryn; Rosu, Andrei; Janssen, Ian; Pickett, William

2013-01-01

The purpose of this study was to describe the presence and quality of active transportation safety features in Canadian school environments that relate to pedestrian and bicycle safety. Variations in these features and associated traffic concerns as perceived by school administrators were examined by geographic status and school type. The study was based on schools that participated in 2009/2010 Health Behaviour in School-aged Children (HBSC) survey. ArcGIS software version 10 and Google Earth were used to assess the presence and quality of ten different active transportation safety features. Findings suggest that there are crosswalks and good sidewalk coverage in the environments surrounding most Canadian schools, but a dearth of bicycle lanes and other traffic calming measures (e.g., speed bumps, traffic chokers). Significant urban/rural inequities exist with a greater prevalence of sidewalk coverage, crosswalks, traffic medians, and speed bumps in urban areas. With the exception of bicycle lanes, the active transportation safety features that were present were generally rated as high quality. Traffic was more of a concern to administrators in urban areas. This study provides novel information about active transportation safety features in Canadian school environments. This information could help guide public health efforts aimed at increasing active transportation levels while simultaneously decreasing active transportation injuries. PMID:24185844

Application of second derivative spectroscopy for increasing molecular specificity of Fourier transform infrared spectroscopic imaging of articular cartilage.

PubMed

Rieppo, L; Saarakkala, S; Närhi, T; Helminen, H J; Jurvelin, J S; Rieppo, J

2012-05-01

Fourier transform infrared (FT-IR) spectroscopic imaging is a promising method that enables the analysis of spatial distribution of biochemical components within histological sections. However, analysis of FT-IR spectroscopic data is complicated since absorption peaks often overlap with each other. Second derivative spectroscopy is a technique which enhances the separation of overlapping peaks. The objective of this study was to evaluate the specificity of the second derivative peaks for the main tissue components of articular cartilage (AC), i.e., collagen and proteoglycans (PGs). Histological bovine AC sections were measured before and after enzymatic removal of PGs. Both formalin-fixed sections (n = 10) and cryosections (n = 6) were investigated. Relative changes in the second derivative peak heights caused by the removal of PGs were calculated for both sample groups. The results showed that numerous peaks, e.g., peaks located at 1202 cm(-1) and 1336 cm(-1), altered less than 5% in the experiment. These peaks were assumed to be specific for collagen. In contrast, two peaks located at 1064 cm(-1) and 1376 cm(-1) were seen to alter notably, approximately 50% or more. These peaks were regarded to be specific for PGs. The changes were greater in cryosections than formalin-fixed sections. The results of this study suggest that the second derivative spectroscopy offers a practical and more specific method than routinely used absorption spectrum analysis methods to obtain compositional information on AC with FT-IR spectroscopic imaging. Copyright © 2012 Osteoarthritis Research Society International. Published by Elsevier Ltd. All rights reserved.

Characterizing the Severe Turbulence Environments Associated With Commercial Aviation Accidents: A Real-Time Turbulence Model (RTTM) Designed for the Operational Prediction of Hazardous Aviation Turbulence Environments

NASA Technical Reports Server (NTRS)

Kaplan, Michael L.; Lux, Kevin M.; Cetola, Jeffrey D.; Huffman, Allan W.; Riordan, Allen J.; Slusser, Sarah W.; Lin, Yuh-Lang; Charney, Joseph J.; Waight, Kenneth T.

2004-01-01

Real-time prediction of environments predisposed to producing moderate-severe aviation turbulence is studied. We describe the numerical model and its postprocessing system designed for said prediction of environments predisposed to severe aviation turbulence as well as presenting numerous examples of its utility. The numerical model is MASS version 5.13, which is integrated over three different grid matrices in real time on a university work station in support of NASA Langley Research Center s B-757 turbulence research flight missions. The postprocessing system includes several turbulence-related products, including four turbulence forecasting indices, winds, streamlines, turbulence kinetic energy, and Richardson numbers. Additionally, there are convective products including precipitation, cloud height, cloud mass fluxes, lifted index, and K-index. Furthermore, soundings, sounding parameters, and Froude number plots are also provided. The horizontal cross-section plot products are provided from 16 000 to 46 000 ft in 2000-ft intervals. Products are available every 3 hours at the 60- and 30-km grid interval and every 1.5 hours at the 15-km grid interval. The model is initialized from the NWS ETA analyses and integrated two times a day.

What I Learned from Building a Customized Home for My Special Needs Mother

ERIC Educational Resources Information Center

Flinders, Boyd

2010-01-01

When the author was a boy growing up in Van Nuys, California, during the 1950s and 60s, he remembers waiting patiently by the curb so he could help his mother, who suffered from polio and was on crutches, get up on the sidewalk. The world they lived in back then certainly was not designed to meet her special needs, but a lot has changed since…

Excessive physical activity in young girls with restrictive-type anorexia nervosa: its role on cardiac structure and performance.

PubMed

Billeci, Lucia; Brunori, Elena; Scardigli, Silvia; Curzio, Olivia; Calderoni, Sara; Maestro, Sandra; Morales, Maria Aurora

2017-10-20

The aim of this study was to investigate the influence of hyperactivity on left ventricular mass (LVM) in Anorexia Nervosa restricting-type (AN-R) and the correlation between LVM and auxologic parameters/circulating hormones. Echocardiography was performed in 44 AN-R girls, subgrouped in 24 hyperactive (ANH+) and 20 non-hyperactive (ANH-), and in 20 controls (HC). LVM indexed to Body Surface Area (LVMi) and LVM indexed to height (LVMh) were calculated. LVMi and LVMh were significantly lower in the AN-R subjects compared to HC. Moreover, both LVMi and LVMh were higher in the ANH+ than in the ANH-. In the HC, LVMi was higher when compared to the ANH- subjects than to the ANH+. Stepwise analysis revealed that in the ANH+ group, fT4 was the only independent predictor of LVMh, while in the ANH- group, height was the only independent predictors of LVMi. Despite its negative influence on disease severity and outcome, hyperactivity from the standpoint of cardiac function makes the LVM of AN-R young girls more similar to HC. Level III, case-control study.

Level II scour analysis for Bridge 8 (ANDOTH00010008) on Town Highway 1, crossing Andover Branch, Andover, Vermont

USGS Publications Warehouse

Flynn, Robert H.; Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ANDOTH00010008 on Town Highway 1 crossing the Andover Branch, Andover , Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.The site is in the Green Mountain section of the New England physiographic province in south-central Vermont. The 5.30-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover along the immediate banks, both upstream and downstream of the bridge, is grass while farther upstream and downstream, the surface cover is primarily forest.In the study area, the Andover Branch has an incised, straight channel with a slope of approximately 0.01 ft/ft, an average channel top width of 35 ft and an average bank height of 3 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 63.6 mm (0.209 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 27, 1996, indicated that the reach was stable.The Town Highway 1 crossing of the Andover Branch is a 54-ft-long, two-lane bridge consisting of one 51-foot steel-beam span (Vermont Agency of Transportation, written communication, March 28, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is 30 degrees.A scour hole 0.7 ft deeper than the mean thalweg depth was observed approximately 52 feet downstream of the downstream face of the bridge during the Level I assessment. Scour countermeasures at the site include type-2 stone fill (less than 36 inches diameter) along the entire base length of the left and right abutments and along the left bank from 65 ft to 89 ft upstream. Type-1 stone fill was found along the right bank from the bridge to 47 ft upstream and along the left bank from 40 ft to 65 ft upstream. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.0 to 0.1 ft. The worst case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 5.0 to 8.1 ft along the left abutment and from 2.1 to 4.6 ft along the right abutment. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Measuring the hydraulic fracture-induced deformation of reservoirs and adjacent rocks employing a deeply buried inclinometer array: GRI/DOE multi-site project

DOE Office of Scientific and Technical Information (OSTI.GOV)

Branagan, P.T.; Warpinski, N.R.; Engler, B.

A vertical inclinometer array consisting of six biaxial tiltmeters was cemented behind pipe at depths between 4,273 and 4,628 ft. This wide-aperture array provided real-time tilt profiles corresponding to a series of seven hydraulic fractures being conducted in a nearby offset well in a fluvial sandstone reservoir. Array profiles for three KCl water fracs indicated that height growth was confined to the gross thickness of the reservoir despite extensive fracture length extension. Long-term monitoring of the array suggests that a substantial residual frac: width remained long after fracture closure occurred. For two 400-bbl linear gel minifracs, some height growth wasmore » observed but it was not extensive. Tilt amplitudes related to expanded frac widths were found to increase as would be expected with these thicker frac fluids. When cross-linker and proppant were included in the last fracture, tilt-derived heights were seen to grow rapidly extending into the bounding layers as the more complex fluids entered the fracture system. This inclinometer array was one of several independent, yet complimentary, fracture diagnostics tools that included crosswell multilevel microseismic arrays, FRACPRO{reg_sign} and a remote fracture intersection well. Their purpose was to provide integrated field-scale data regarding hydraulic fracture dynamics and geometry that would be used to construct accurate fracture mapping and diagnostic techniques.« less

Thermal Analysis and Design of Air Cooled Electronic Circuit Boards Using a Desktop Computer.

DTIC Science & Technology

1980-06-01

pi rameter is" 3340 PRINT "as1gneid ,hii:h cauas;.es the progran to beg’ rat ’he section which a_=! for the" 3350 PRINT "geometric parieters of the...THERMELE:.: 1030 LiNE TYPE 3 1035 LruBdl N r I LR - LENGTH OF EACH PEGIr4t4 1040 HrmBdh- Hr I HP a HEIGHT OF EiCH PEG ;ION 1045 FOR 1-1 TO Ni.r-1 1650 MOVE I...PAGEHEAD 3345 ! 3350 Errin:1 THIS SECTION ALERTS THE USER TO AN ATTEtiFT TO INPUT SAD DATA 3355 BEEP 3360 DISP "INPUT OUT OF ’RNGE ............ TRY AGAIN

The contribution of testosterone to skeletal development and maintenance: lessons from the androgen insensitivity syndrome.

PubMed

Marcus, R; Leary, D; Schneider, D L; Shane, E; Favus, M; Quigley, C A

2000-03-01

Although androgen status affects bone mass in women and men, an androgen requirement for skeletal normalcy has not been established. Women with androgen insensitivity syndrome (AIS) have 46,XY genotypes with androgen receptor abnormalities rendering them partially or completely refractory to androgen. Twenty-eight women with AIS (22 complete and 6 high grade partial), aged 11-65 yr, responded to questionnaires about health history, gonadal surgery, and exogenous estrogen use and underwent bone mineral density (BMD) assessment by dual energy x-ray absortiometry. BMD values at the lumbar spine and proximal femur were compared to age-specific female normative values and listed as z-scores. Average height for adults in this cohort, 174 cm (68.5 in.), was moderately increased compared with the average height of adult American women of 162.3 cm, with skewing toward higher values: 5 women exceeded 6 ft in height, and 30% of the 18 adult women with complete AIS exceeded 5 ft, 11 in. in height. The average lumbar spine and hip BMD z-scores of the 6 women with partial AIS did not differ from population norms. In contrast, the average lumbar spine BMD z-score of women with complete AIS was significantly reduced at -1.08 (P = 0.0003), whereas the average value for hip BMD did not differ from normal. When BMD was compared between women who reported good estrogen replacement therapy compliance and those who reported poor compliance, there was a significantly greater deficit at the spine for women with poor compliance (z = -2.15 +/- 0.15 vs. -0.75 +/- 0.28; P < .0001). Furthermore, hip BMD was also significantly reduced in the noncompliant group (z = -0.95 +/- .40). Comparison of BMD values to normative male standards gave z-score reductions (z = -1.81 +/- 0.36) greater than those observed with female standards. Because of the high prevalence of tall stature in this study sample, we calculated bone mineral apparent density, a variable that adjusts for differences in bone size. Even for the estrogen-compliant group, bone mineral apparent density z-scores were subnormal at both the spine (z = -1.3 +/- 0.43; P < 0.01) and the hip (z = -1.38 +/- 0.28; P = 0.017). Six women with complete AIS had sustained cortical bone fractures, of whom 3 reported multiple (>3) fractures. We conclude that even when compliance to exogenous estrogen use is excellent, women with complete AIS show moderate deficits in spine BMD, averaging close to 1 SD from normative means, and that with correction of BMD for bone size, skeletal deficits are magnified and include the proximal femur. The results suggest that severe osteopenia in some women with AIS probably reflects a component of inadequate estrogen replacement rather than androgen lack alone.

School administrators' perceptions of factors that influence children's active travel to school.

PubMed

Price, Anna E; Pluto, Delores M; Ogoussan, Olga; Banda, Jorge A

2011-12-01

Increasing children's active travel to school may be 1 strategy for addressing the growing prevalence of obesity among school age children. Using the School Travel Survey, we examined South Carolina school district leaders' perceptions of factors that influence elementary and middle school students walking to school. Frequency distributions and chi-square tests were used to analyze the survey responses; open-ended questions were reviewed qualitatively for recurring topics and themes. School and district leaders (N = 314) most often reported street crossing safety (54.0%) and number of sidewalks (54.0%) as priority factors that should be addressed to increase students' active travel to school, followed by distance to school (46.0%), traffic volume (42.4%), parental attitudes (27.0%), traffic speed (26.7%), neighborhood condition (24.4%), and student attitudes (10.0%). Several respondents expressed concerns about liability issues related to students' active travel to school while others reported that schools are not responsible for students' safety once students leave school grounds. Independent of their comments about liability, respondents were concerned about the safety of students while walking to school. Those promoting active travel to school may benefit from addressing those factors perceived as most important by school and district leaders, including street crossing safety, number of sidewalks, and by educating school and district leaders about liability and safety issues related to students walking to school. © 2011, American School Health Association.

Level II scour analysis for Bridge 29 (HUNTTH00290029) on Town Highway 29, crossing Cobb Brook, Huntington, Vermont

USGS Publications Warehouse

Flynn, Robert H.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure HUNTTH00290029 on Town Highway 29 crossing Cobb Brook, Huntington, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in northwestern Vermont. The 4.16-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and downstream of the bridge. In the study area, Cobb Brook has an incised, straight channel with a slope of approximately 0.024 ft/ft, an average channel top width of 53 ft and an average bank height of 4 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D50) of 112.0 mm (0.367 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 25, 1996, indicated that the reach was stable. The Town Highway 29 crossing of Cobb Brook is a 36-ft-long, one-lane bridge consisting of one 30-foot steel-beam span (Vermont Agency of Transportation, written communication, December 11, 1995) and a wooden deck. The opening length of the structure parallel to the bridge face is 27 ft.The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 25 degrees to the opening while the opening-skew-to-roadway was measured to be 20 degrees. VTAOT records indicate an opening-skew-to-roadway of zero degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed extending from 12 ft upstream of the upstream end of the left abutment to 10 ft under the bridge in the center of the channel during the Level I assessment. Another scour hole approximately 1.2 ft deeper than the mean thalweg depth was observed along the downstream end of the right abutment during the Level I assessment. The scour protection measures at the site included type-2 stone fill (less than 36 inches diameter) along the upstream end of the right abutment and type-3 stone fill (less than 48 inches diameter) along the upstream end of the upstream left retaining wall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was computed to be zero ft. Abutment scour ranged from 9.9 to 12.5 ft along the left abutment and from 6.2 to 8.6 ft along the right abutment. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Piecewise Linear Approach for Timing Simulation of VLSI (Very-Large-Scale-Integrated) Circuits on Serial and Parallel Computers.

DTIC Science & Technology

1987-12-01

8217ftp.. *,*IS ~. ~bw ~ ft.. p ’ft ’ft ft.. ’ft *I~ P* ’ft ’p 0n-I ci via 1 ca j I .11’ ft~ ’ fttH vialca *- ’ft ft..I ft. ’ft ft.. --ft ..ft ’ft ftp

Influence of tides and planetary waves on E sporadic layer at mid latitudes

NASA Astrophysics Data System (ADS)

Pezzopane, Michael; Pignalberi, Alessio; Zuccheretti, Enrico

This paper describes the influence that tides and planetary waves have on the variability shown by the main characteristics of the E sporadic (Es) layer, that is the top frequency (ftEs) and the lowest virtual height (h’Es). The study is based on ionograms recorded during the summertime of 2013, a year falling in the maximum of solar activity of cycle 24, and precisely in June, July, August and September, by the Advanced Ionospheric Sounder by Istituto Nazionale di Geofisica e Vulcanologia (AIS-INGV) ionosondes installed at Rome (41.8°N, 12.5°E) and Gibilmanna (37.9°N, 14.0°E), Italy. We applied the height-time-intensity (HTI) methodology proposed by Haldoupis et al. (2006) to investigate how tides control the Es dynamics. As a whole, the HTI analysis showed that a well-defined semidiurnal periodicity characterizes the Es layer descent and occurrence for all the considered months, although in September some cases which showed a prevailing diurnal periodicity were recorded. Through the application of the wavelet analysis it was also found that the tidal oscillations shown by ftEs and h’Es are affected by a strong amplitude modulation with periods of several days but with important differences between the two parameters. This amplitude modulation is a proof that Es layers are indirectly affected by planetary waves through their nonlinear interaction with tides at lower altitudes; this nonlinear interaction produces the presence of secondary waves with frequencies that are the sum and difference of the primary waves frequencies involved in the interaction as proposed by Teitelbaum and Vial [1991]. This work adds to those that were already done by Haldoupis et al. (2004, 2006), and confirms that ionosonde data, especially those registered in summertime, can be used as a powerful tool for studying tidal and planetary waves properties, as well as their climatology, in the mesosphere-low-termosphere region.

United States Navy and United States Naval Reserve. Fiscal Year 1989. Military Equal Opportunity Assessment

DTIC Science & Technology

1990-03-06

ft. ft ft --- -f ftL ft V)... .- - - f ft ft f ft t ft ft t ft ft f ’Cx ft~0 ft f t ft f3 ,t ft- ft -t -t ft ft...a0 aZ a a a a m a a~ ~~ ~~ al a4 = a . 0- a ~ ~ ~ ~ ~ ~ -a O n - - - - . a~c accA - a 03- a a ~ .a atal Jm’C 0-~0 a) -C a a Ir az a * a a~ a m OA- 0~W a

Relationship between Physiological Off-Ice Testing, On-Ice Skating, and Game Performance in Division I Women's Ice Hockey Players.

PubMed

Boland, Michelle; Miele, Emily M; Delude, Katie

2017-10-07

The purpose was to identify off-ice testing variables that correlate to skating and game performance in Division I collegiate women ice hockey players. Twenty female, forward and defensive players (19.95 ± 1.35 yr) were assessed for weight, height, percent fat mass (%FAT), bone mineral density, predicted one repetition maximum (RM) absolute and relative (REL%) bench press (BP) and hex bar deadlift (HDL), lower body explosive power, anaerobic power, countermovement vertical jump (CMJ), maximum inspiratory pressure (MIP), and on-ice repeated skate sprint (RSS) performance. The on-ice RSS test included 6 timed 85.6 m sprints with participants wearing full hockey equipment; fastest time (FT), average time (AT) and fatigue index (FI) for the first length skate (FLS; 10 m) and total length skate (TLS; 85.6 m) were used for analysis. Game performance was evaluated with game statistics: goals, assists, points, plus-minus, and shots on goal (SOG). Correlation coefficients were used to determine relationships. Percent fat mass was positively correlated (p < 0.05) with FLS-FI and TLS-AT; TLS-FT was negatively correlated with REL%HDL; BP-RM was negatively correlated with FLS-FT and FLS-AT; MIP positively correlated with assists, points, and SOG; FLS-AT negatively correlated with assists. Game performance in women ice hockey players may be enhanced by greater MIP, repeat acceleration ability, and mode-specific training. Faster skating times were associated with lower %FAT. Skating performance in women ice hockey players may be enhanced by improving body composition, anaerobic power, and both lower and upper body strength in off-ice training.

Significant role of structural fractures in Ren-Qiu buried-block oil field, eastern China

DOE Office of Scientific and Technical Information (OSTI.GOV)

Fei, Q.; Xie-Pei, W.

1983-03-01

Ren-qui oil field is in a buried block of Sinian (upper Proterozoic) rocks located in the Ji-zhong depression of the western Bohai Bay basin in eastern China. The main reservoir consists of Sinian dolomite rocks. It is a fault block with a large growth fault on the west side which trends north-northeast with throws of up to 1 km (0.6 mi) or more. The source rocks for the oil are Paleogene age and overlie the Sinian dolomite rocks. The structural fractures are the main factor forming the reservoir of the buried-block oil field. Three structural lines, trending northeast, north-northeast, andmore » northwest, form the regional netted fracture system. The north-northeast growth fault controlled the structural development of the buried block. The block was raised and eroded before the Tertiary sediments were deposited. In the Eocene Epoch, the Ji-zhong depression subsided, but the deposition, faulting, and related uplift of the block happened synchronously as the block was gradually submerged. At the same time, several horizontal and vertical karst zones were formed by the karst water along the netted structural fractures. The Eocene oil source rocks lapped onto the block and so the buried block, with many developed karst fractures, was surrounded by a great thickness of source rocks. As the growth fault developed, the height of the block was increased from 400 m (1300 ft) before the Oligocene to 1300 m (4250 ft) after. As the petroleum was generated, it migrated immediately into the karst fractures of the buried block along the growth fault. The karst-fractured block reservoir has an 800-m (2600-ft) high oil-bearing closure and good connections developed between the karst fractures.« less

Female fibromyalgia patients: lower resting metabolic rates than matched healthy controls.

PubMed

Lowe, John C; Yellin, Jackie; Honeyman-Lowe, Gina

2006-07-01

Many features of fibromyalgia and hypothyroidism are virtually the same, and thyroid hormone treatment trials have reduced or eliminated fibromyalgia symptoms. These findings led the authors to test the hypothesis that fibromyalgia patients are hypometabolic compared to matched controls. Resting metabolic rate (RMR) was measured by indirect calorimetry and body composition by bioelectrical impedance for 15 fibromyalgia patients and 15 healthy matched controls. Measured resting metabolic rate (mRMR) was compared to percentages of predicted RMR (pRMR) by fat-free weight (FFW) (Sterling-Passmore: SP) and by sex, age, height, and weight (Harris-Benedict: HB). Patients had a lower mRMR (4,306.31+/-1077.66 kJ vs 5,411.59+/-695.95 kJ, p=0.0028) and lower percentages of pRMRs (SP: -28.42+/-15.82% vs -6.83+/-12.55%, p<0.0001. HB: -29.20+/-17.43% vs -9.13+/-9.51%, p=0.0008). Whereas FFW, age, weight, and body mass index (BMI) best accounted for variability in controls' RMRs, age and fat weight (FW) did for patients. In the patient group, TSH level accounted for 28% of the variance in pain distribution, and free T3 (FT3) accounted for 30% of the variance in pressure-pain threshold. Patients had lower mRMR and percentages of pRMRs. The lower RMRs were not due to calorie restriction or low FFW. Patients' normal FFW argues against low physical activity as the mechanism. TSH, FT4, and FT3 levels did not correlate with RMRs in either group. This does not rule out inadequate thyroid hormone regulation because studies show these laboratory values do not reliably predict RMR.

Sustainability Assessment of a Military Installation: A Template for Developing a Mission Sustainability Framework, Goals, Metrics and Reporting System

DTIC Science & Technology

2009-08-01

integration across base MSF Category: Neighbors and Stakeholders (NS) No. Conceptual Metric No. Conceptual Metric NS1 “ Walkable ” on-base community...34 Walkable " on- base community design 1 " Walkable " community Design – on-base: clustering of facilities, presence of sidewalks, need for car...access to public transit LEED for Neighborhood Development (ND) 0-100 index based on score of walkable community indicators Adapt LEED-ND

Demonstration Mobile Seismic Unit for Detecting Subterranean Passageways

DTIC Science & Technology

2009-01-01

streamer. Note the rubberized foot configuration as to avoid damaging the thin concrete sidewalk. Figure 3.9 Common offset analysis of the 1 meter... Landfill 400-750 235-442 Clay 1000-2500 588-1470 Sandstone 1400-4500 824-2647 Limestone 1700-4200 1000-2470 Table 3.1: Material Velocities of...hammer and 0.5 inch thick , 6 by 6 inch metal plate as the seismic source. The condition of the ground at the site was generally dry at the surface

The effects of prompting and reinforcement on safe behavior of bicycle and motorcycle riders.

PubMed

Okinaka, Takeru; Shimazaki, Tsuneo

2011-01-01

A reversal design was used to evaluate the effects of vocal and written prompts as well as reinforcement on safe behavior (dismounting and walking bicycles or motorcycles on a sidewalk) on a university campus. Results indicated that an intervention that consisted of vocal and written prompts and reinforcement delivered by security guards was effective at increasing safe behavior exhibited by bicycle and motorcycle riders. No differences were observed between vehicle type or gender with regard to engagement in safe behavior.

Longitudinal aerodynamic characteristics of a large scale model with a swept wing and augmented jet flap in ground effect

NASA Technical Reports Server (NTRS)

Falarski, M. D.; Koenig, D. G.

1972-01-01

The investigation of the in-ground-effect, longitudinal aerodynamic characteristics of a large scale swept augmentor wing model is presented, using 40 x 80 ft wind tunnel. The investigation was conducted at three ground heights; h/c equals 2.01, 1.61, and 1.34. The induced effect of underwing nacelles, was studied with two powered nacelle configurations. One configuration used four JT-15D turbofans while the other used two J-85 turbojet engines. Two conical nozzles on each J-85 were used to deflect the thrust at angles from 0 to 120 deg. Tests were also performed without nacelles to allow comparison with previous data from ground effect.

Results from Sandia National Laboratories/Lockheed Martin Electromagnetic Missile Launcher (EMML).

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lockner, Thomas Ramsbeck; Skurdal, Ben; Gaigler, Randy

2005-05-01

Sandia national laboratories (SNL) and lockheed martin MS2 are designing an electromagnetic missile launcher (EMML) for naval applications. The EMML uses an induction coilgun topology with the requirement of launching a 3600 lb. missile up to a velocity of 40 m/s. To demonstrate the feasibility of the electromagnetic propulsion design, a demonstrator launcher was built that consists of approximately 10% of the propulsion coils needed for a tactical design. The demonstrator verified the design by launching a 1430 lb weighted sled to a height of 24 ft in mid-December 2004 (Figure 1). This paper provides the general launcher design, specificmore » pulsed power system component details, system operation, and demonstration results.« less

Level II scour analysis for Bridge 18 (GROTTH00480018) on Town Highway 48, crossing the Wells River Groton, Vermont

USGS Publications Warehouse

Striker, Lora K.; Medalie, Laura

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure GROTTH00480018 on Town Highway 48 crossing the Wells River, Groton, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in eastern Vermont. The 53.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the right bank upstream and the left bank downstream while the surface cover is shrub and brushland along the left bank upstream and the right bank downstream. The immediate banks are vegetated with brush and scattered trees. In the study area, the Wells River has an incised, straight channel with a slope of approximately 0.003 ft/ft, an average channel top width of 69 ft and an average bank height of 7 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) of 66.7 mm (0.219 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 28, 1995, indicated that the reach was stable. The Town Highway 48 crossing of the Wells River is a 38-ft-long, one-lane bridge consisting of one 36-foot steel-beam span (Vermont Agency of Transportation, written communication, March 24, 1995). The opening length of the structure parallel to the bridge face is 33.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 0 degrees to the opening and the opening-skew-toroadway is also 0 degrees. Local scour 3.25 ft deeper than the mean thalweg depth was observed underneath the bridge along the left and right abutments during the Level I assessment. In addition, a scour hole extends from 90 ft US to 50 ft DS for a total length of 115 ft with an average scour depth of 2.0 ft. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the left bank upstream, along the entire base length of the downstream right wingwall, and along the left and right banks downstream; and type-1 stone fill (less than 12 inches diameter) along the entire base length of the upstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was 0.0 ft. Abutment scour ranged from 2.0 to 2.3 ft at the left abutment and 8.8 to 14.6 ft at the right abutment. The worst-case abutment scour occurred at the 500-year discharge at the right abutment. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 5 (DUMMVT00300005) on State Route 30, crossing Stickney Brook, Dummerston, Vermont

USGS Publications Warehouse

Ivanoff, Michael A.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure DUMMVT00300005 on State Route 30 crossing Stickney Brook, Dummerston, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in southeastern Vermont. The 6.31-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest and brush. In the study area, Stickney Brook has an incised, straight channel with a slope of approximately 0.04 ft/ft, an average channel top width of 80 ft and an average bank height of 7 ft. The channel bed material is predominantly cobble with a median grain size (D50) of 80.3 mm (0.264 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 12, 1996, indicated that the reach was aggrading. The State Route 30 crossing of Stickney Brook is a 84-ft-long, two-lane bridge consisting of one 82-foot steel-beam span (Vermont Agency of Transportation, written communication, March 30, 1995). The opening length of the structure parallel to the bridge face is 79.7 ft. The bridge is supported by vertical, concrete abutments with spill-through embankments. The channel is skewed approximately 5 degrees to the opening while the opening-skew-to-roadway is 0 degrees. A scour hole 0.5 ft deeper than the mean thalweg depth was observed along the toe of the right spill-through slope during the Level I assessment. The scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) along the left and right bank under the bridge forming a spill-through slope and type-2 stone fill from approximately 20 ft to 64 ft upstream on the right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.2 ft. The worst-case contraction scour occurred at the 100-year discharge. Left abutment scour ranged from 5.5 to 6.3 ft. Right abutment scour ranged from 2.0 to 3.8 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Head-body ratio as a visual cue for stature in people and sculptural art.

PubMed

Mather, George

2010-01-01

Body size is crucial for determining the outcome of competition for resources and mates. Many species use acoustic cues to measure caller body size. Vision is the pre-eminent sense for humans, but visual depth cues are of limited utility in judgments of absolute body size. The reliability of internal body proportion as a potential cue to stature was assessed with a large sample of anthropometric data, and the ratio of head height to body height (HBR) was found to be highly correlated with stature. A psychophysical experiment was carried out to investigate whether the cue actually influences stature judgments. Participants were shown pairs of photographs of human figures in which HBR had been manipulated systematically, and asked to select the figure that appeared taller. Results showed that figures with a relatively small HBR were consistently perceived as taller than figures with a relatively large HBR. Many classical statues such as Michelangelo's David depart from the classical proportions defined in Leonardo's Vitruvian Man. A supplementary experiment showed that perceived stature in classical statues also depends on HBR. Michelangelo's David was created with the HBR of a man 165 cm (5 ft 5 in) tall.

On the variability of tropospheric ozone in the Tropical Eastern Pacific and its impact on the oxidizing capacity

NASA Astrophysics Data System (ADS)

Saiz-Lopez, A.; Gomez Martin, J.; Hay, T.; Mahajan, A.; Ordoñez, C.; Parrondo Sempere, M.; Gil, M. J.; Agama Reyes, M.; Paredes Mora, J.; Voemel, H.

2012-12-01

Observations of surface ozone, NOx and meteorological variables were made during two ground based field campaigns in the Eastern Pacific marine boundary layer (MBL). The first study was PIQUERO (Primera Investigación de la Química, Evolución y Reparto de Ozono), running from September 2000 to July 2001 in parallel to the Southern Hemisphere ADditional OZonesondes (SHADOZ) in the Galápagos Islands. The second study is the Climate and HAlogen Reactivity tropicaL EXperiment (CHARLEX), running from September 2010 to present. These long-term, high frequency, measurements enable a detailed description of the daily, monthly, seasonal and interannual variability of ozone and help to constrain the MBL and lower free troposphere (FT) ozone budget. In the Equatorial Eastern Pacific "cold season" (August - October), net ozone photochemical destruction of ~ 2 ppb day-1 occurs in the MBL (~30% due to halogens, and the rest to HOx). Ozone recovers by entrainment from aloft at night. The monthly baseline is set by the tropical instability waves (TIW), which also impact the ozone concentration in the lower FT. In the cold phase of the TIWs the MBL is stratified and, apart from higher surface ozone, it may also contain an upper drier layer with higher ozone between ~ 500 m and the main inversion at ~1 km. In the warm phase the buoyant MBL expands upwards (as much as 500 m) and poor ozone air reaches the FT. As the system shifts to the warm season (February- April), the TIWs stop and the sea becomes warmer, increasing evaporation and reducing ozone. The inversion is pushed upwards and finally disappears or becomes very weak. Surface ozone is so low that even at the low background NOx levels observed ozone production balances photochemical destruction, so the daily profile is flat (observed local effects in the populated areas of Galapagos are discussed). In February Galapagos is almost in the doldrums because the Inter-Tropical Convergence Zone (ITCZ) shifts south. In this situation, air convected at the ITZC is advected at different heights in the FT over Galapagos, so the entrainment of air from the FT does not replenish MBL ozone, explaining the low seasonal minimum. An important aspect of the marked ozone seasonal cycle is the impact on OH. levels. The consequences of this for the oxidizing capacity of the lower atmosphere are discussed.

Walkability for Different Urban Granularities

NASA Astrophysics Data System (ADS)

Hollenstein, D.; Bleisch, S.

2016-06-01

The positive effects of low-intensity physical activity are widely acknowledged and in this context walking is often promoted as an active form of transport. Under the concept of walkability the role of the built environment in encouraging walking is investigated. For that purpose, walkability is quantified area-wise by measuring a varying set of built environment attributes. In purely GIS-based approaches to studying walkability, indices are generally built using existing and easily accessible data. These include street network design, population density, land use mix, and access to destinations. Access to destinations is usually estimated using either a fixed radius, or distances in the street network. In this paper, two approaches to approximate a footpath network are presented. The two footpath networks were built making different assumptions regarding the walkability of different street types with respect to more or less restrictive safety preferences. Information on sidewalk presence, pedestrian crossings, and traffic restrictions were used to build both networks. The first network comprises car traffic free areas only. The second network includes streets with low speed limits that have no sidewalks. Both networks are compared to the more commonly used street network in an access-to-distance analysis. The results suggest that for the generally highly walkable study area, access to destination mostly depends on destination density within the defined walkable distance. However, on single street segments access to destinations is diminished when only car traffic free spaces are assumed to be walkable.

Level II scour analysis for Bridge 48 (FFIETH00300048) on Town Highway 30, crossing Wanzer Brook, Fairfield, Vermont

USGS Publications Warehouse

Flynn, Robert H.; Boehmler, Erick M.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure FFIETH00300048 on Town Highway 30 crossing Wanzer Brook, Fairfield, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in northwestern Vermont. The 6.78-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover upstream of the bridge and on the downstream right bank is primarily pasture. The downstream left bank is forested. In the study area, Wanzer Brook has an incised, straight channel with a slope of approximately 0.03 ft/ft, an average channel top width of 65 ft and an average bank height of 5 ft. The channel bed material is cobble with a median grain size (D50) of 111 mm (0.364 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 11, 1995, indicated that the reach was stable. The Town Highway 30 crossing of Wanzer Brook is a 31-ft-long, two-lane bridge consisting of one 28-foot steel-beam span (Vermont Agency of Transportation, written communication, March 8, 1995). The opening length of the structure parallel to the bridge face is 26 ft.The bridge is supported by vertical stone wall abutments with concrete caps and “kneewall” footings. The channel is skewed approximately 25 degrees to the opening while the measured opening-skew-to-roadway is 20 degrees. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the downstream left retaining wall (extended concrete footing) during the Level I assessment. It was also observed that the right abutment is undermined with a scour depth of 0.5 ft. The scour protection at the site was limited to four large boulders (type-4, less than 60 inches diameter) along the downstream right retaining wall. The channel under the bridge is a “corduroy” log mat floor composed of 13 logs which are parallel to the bridge face and extend from 5 ft under the bridge to the downstream bridge face. The most downstream log is approximately 0.3 to 0.4 ft higher than the other logs and controls flow at lower flows. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.3 to 0.6 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 14.1 to 16.0 ft at the left abutment and from 6.8 to 7.6 ft at the right abutment. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 30 (NEWHTH00050030) on Town Highway 5, crossing the New Haven River, New Haven, Vermont

USGS Publications Warehouse

Burns, Ronda L.; Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure NEWHTH00050030 on Town Highway 5 crossing the New Haven River, New Haven, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (Federal Highway Administration, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D.The site is in the Champlain section of the St. Lawrence Valley physiographic province in west-central Vermont. The 115-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the right bank upstream and downstream of the bridge while the immediate banks have dense woody vegetation. The upstream left bank is also pasture. The downstream left bank is forested.In the study area, the New Haven River has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 127 ft and an average bank height of 5 ft. The channel bed material ranges from silt to cobble with a median grain size (D50) of 20.4 mm (0.067 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 19, 1996, indicated that the reach was laterally unstable. The stream bends through the bridge and impacts the left bank where there is a cut bank and scour hole.The Town Highway 5 crossing of the New Haven River is a 181-ft-long, two-lane bridge consisting of four 45-ft concrete tee-beam spans (Vermont Agency of Transportation, written communication, December 15, 1995). The opening length of the structure parallel to the bridge face is 175.9 ft. The bridge is supported by vertical, concrete abutments with stone fill spill-through embankments and three concrete piers. The channel is skewed approximately 15 degrees to the opening while the computed opening-skew-to-roadway is 10 degrees.A scour hole 4.5 ft deeper than the mean thalweg depth was observed along the downstream left bank during the Level I assessment. Also observed was a scour hole 1.5 ft deeper than the mean thalweg depth at the upstream end of the middle pier. The only scour protection measure at the site was type-3 stone fill (less than 48 inches diameter) in front of the left and right abutments creating spill through slopes. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.7 to 2.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.8 to 8.4 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 11.2 to 14.0 ft. The worst-case right abutment scour occurred at the 500-year discharge. Pier scour ranged from 12.9 to 19.3 ft. The worst-case pier scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Stable Low Cloud Phase II: Nocturnal Event Study

NASA Technical Reports Server (NTRS)

Bauman, William H., III; Barrett, Joe, III

2007-01-01

This report describes the work done by the Applied Meteorology Unit (AMU) in developing a database of nights that experienced rapid (< 90 minutes) low cloud formation in a stable atmosphere, resulting in ceilings at the Shuttle Landing Facility (TTS) that violated Space Shuttle Flight Rules (FR). This work is the second phase of a similar AMU task that examined the same phenomena during the day. In the first phase of this work, the meteorological conditions favoring the rapid formation of low ceilings include the presence of any inversion below 8000 ft, high relative humidity (RH) beneath the inversion and a clockwise turning of the winds from the surface to the middle troposphere (-15000 ft). The AMU compared and contrasted the atmospheric and thermodynamic conditions between nights with rapid low ceiling formation and nights with low ceilings resulting from other mechanisms. The AMU found that there was little to discern between the rapidly-forming ceiling nights and other low ceiling nights at TTS. When a rapid development occurred, the average RH below the inversions was 87% while non-events had an average RH of 79%. One key parameter appeared to be the vertical wind profile in the Cape Canaveral, FL radiosonde (XMR) sounding. Eighty-three percent of the rapid development events had veering winds with height from the surface to the middle troposphere (-15,000 ft) while 61% of the non-events had veering winds with height. Veering winds indicate a warm-advection regime, which supports large-scale rising motion and ultimately cloud formation in a moist environment. However, only six of the nights (out of 86 events examined) with low cloud ceilings had an occurrence of rapidly developing ceilings. Since only 7% rapid development events were observed in this dataset, it is likely that rapid low cloud development is not a common occurrence during the night, or at least not as common as during the day. In the AMU work on the daytime rapid low cloud development (Case and Wheeler 2005), nearly 30% of the low cloud ceiling cases investigated were identified as rapidly developing events. Forecasters at the Space Meteorology Group (SMG) issue 30 to 90 minute forecasts for low cloud ceilings at TTS to support Space Shuttle landings. Mission verification statistics have shown ceilings to be the number one forecast challenge. More specifically, forecasters at SMG are concerned with any rapidly developing clouds/ceilings below 8000 R in a stable, capped thermodynamic environment. Therefore, the AMU was tasked to examine archived events of rapid stable cloud formation resulting in ceilings below 8000 ft, and document the atmospheric regimes favoring this type of cloud development. The AMU examined the cool season months of November to March during the years of 1994-2005 for nights that had low-level inversions and rapid, stable low cloud formation that resulted in ceilings violating the Space Shuttle FR. The AMU wrote and modified existing code to identify inversions from the evening and morning XMR radiosonde during the cool season and output pertinent sounding information. They parsed all days with cloud ceilings below 8000 ft at TTS, forming a database of possible rapidly-developing low ceiling events. Nights with precipitation or noticeable fog burn-off situations were excluded from the database. Only the nighttime hours were examined for possible ceiling development events since the daytime events were examined in the first phase of this work. The report presents one sample case of rapidly-developing low cloud ceilings. The case depicts the representative meteorological and thermodynamic characteristics of such events. The case also illustrates how quickly the cloud decks can develop, sometimes forming in 30 minutes or less. The report also summarizes the composite meteorological conditions for 6 event nights with rapid low cloud ceiling formation and 80 non-events nights consisting of advection or widespread low cloud ceilings. The teorological conditions were quite similar for both the event and non-event nights, since both types of nights experienced low cloud ceilings. Both types of nights had a relatively moist environment beneath an inversion based below 8000 ft.

Level II scour analysis for Bridge 37 (DUXBTH00120037) on Town Highway 12, crossing Ridley Brook, Duxbury, Vermont

USGS Publications Warehouse

Wild, Emily C.; Ivanhoff, Michael A.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure DUXBTH00120037 on Town Highway 12 crossing Ridley Brook, Duxbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in north central Vermont. The 10.1-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and downstream of the bridge. In the study area, Ridley Brook has an incised, straight channel with a slope of approximately 0.04 ft/ft, an average channel top width of 67 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 123 mm (0.404 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 1, 1996, indicated that the reach was stable. The Town Highway 12 crossing of Ridley Brook is a 33-ft-long, two-lane bridge consisting of five 30-ft steel rolled beams (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 30 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the measured opening-skew-to-roadway is 20 degrees. A scour hole 2 ft deeper than the mean thalweg depth was observed along the right abutment and downstream right wingwall during the Level I assessment. Scour countermeasures at the site include type-2 stone fill (less than 3 feet diameter) along the upstream and downstream left road embankments, and type-3 stone fill (less than 4 feet diameter) along the upstream right bank and upstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.6 to 1.7 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 5.0 to 8.3 ft, with the worst-case occurring at the incipient-overtopping discharge. Right abutment scour ranged from 13.1 to 16.7 ft, with the worst-case occurring at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 63 (MTH0TH00120063) on Town Highway 12, crossing Russell Brook, Mount Holly, Vermont

USGS Publications Warehouse

Wild, Emily C.; Severance, Timothy

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure MTHOTH00120063 on Town Highway 12 crossing Russell Brook, Mount Holly, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in south-central Vermont. The 3.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and downstream of the bridge. In the study area, Russell Brook has an incised, sinuous channel with a slope of approximately 0.0263 ft/ft, an average channel top width of 29 ft and an average bank height of 3 ft. The channel bed material ranges from cobbles to boulders with a median grain size (D50) of 97.1 mm (0.318 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 4, 1995, indicated that the reach was stable. The Town Highway 12 crossing of Russell Brook is a 29-ft-long, one-lane bridge consisting of a 26-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 21, 1995). The opening length of the structure parallel to the bridge face is 23.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 40 degrees to the opening while the computed opening-skew-to-roadway is 35 degrees. During the Level I assessment, it was observed that the upstream left wingwall footing was exposed 0.2 ft, in reference to the mean thalweg depth, and the upstream end of the left abutment was exposed 0.1 ft. The scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream end of the upstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.1 ft. The worst-case contraction scour occurred at the 100-year discharge. Left abutment scour ranged from 4.4 to 5.7 ft. Right abutment scour ranged from 11.3 to 12.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 16 (RIPTTH00110016) on Town Highway 11, crossing the Middle Branch Middlebury River, Ripton, Vermont

USGS Publications Warehouse

Burns, Ronda L.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure RIPTTH00110016 on Town Highway 11 crossing the Middle Branch Middlebury River, Ripton, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in west-central Vermont. The 6.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover consists of shrubs, brush and trees except for the upstream left bank which is completely forested. In the study area, the Middle Branch Middlebury River has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 68 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 97.6 mm (0.320 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 11, 1996, indicated that the reach was stable. The Town Highway 11 crossing of the Middle Branch Middlebury River is a 44-ft-long, two-lane bridge consisting of one 42-foot steel-beam span (Vermont Agency of Transportation, written communication, December 15, 1995). The opening length of the structure parallel to the bridge face is 40.2 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 40 degrees to the opening. The opening-skew-to-roadway value from the VTAOT database is 20 degrees while 30 degrees was computed from surveyed points. A scour hole, 3 ft deeper than the mean thalweg depth, was observed along the left abutment and upstream left wingwall during the Level I assessment. In addition, 1 ft of channel scour was observed just downstream of the downstream left wingwall along the left bank. Scour countermeasures at the site included type-2 stone fill (less than 36 inches diameter) along the upstream left and right banks and along the upstream end of the downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.1 to 0.4 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 7.2 to 8.6 ft along the right abutment and from 11.7 to 13.7 ft along the left abutment. The worstcase abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Associations of Perceived Social and Physical Environmental Supports With Physical Activity and Walking Behavior

PubMed Central

Addy, Cheryl L.; Wilson, Dawn K.; Kirtland, Karen A.; Ainsworth, Barbara E.; Sharpe, Patricia; Kimsey, Dexter

2004-01-01

We evaluated perceived social and environmental supports for physical activity and walking using multivariable modeling. Perceptions were obtained on a sample of households in a southeastern county. Respondents were classified according to physical activity levels and walking behaviors. Respondents who had good street lighting; trusted their neighbors; and used private recreational facilities, parks, playgrounds, and sports fields were more likely to be regularly active. Perceiving neighbors as being active, having access to sidewalks, and using malls were associated with regular walking. PMID:14998810

10. View (looking west) of the ground floor in the ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. View (looking west) of the ground floor in the south segment of the building. The door opening is on the Central Avenue sidewalk. The ground floor had two noteworthy pressed-steel ceilings, an elaborate one in the larger west room and a plain one in the smaller 'back room.' Most of the elaborate ceiling panels were removed when a suspended ceiling (here removed) was installed. The plain ceiling is still in-tact above the suspended ceiling. Credit GADA/MRM. - Stroud Building, 31-33 North Central Avenue, Phoenix, Maricopa County, AZ

Estimation of mean sea surfaces in the North Atlantic, the Pacific and the Indian Ocean using GEOS-3 altimeter data

NASA Technical Reports Server (NTRS)

Marsh, J. G.; Martin, T. V.; Mccarthy, J. J.; Chovitz, P. J.

1979-01-01

The sea surface heights above the reference ellipsoid were determined for several regions of the world's ocean using data from the radar altimeter on board the GEOS-3 satellite in conjunction with precise orbital position information derived from laser data. The resolution of the estimated sea surfaces varied from 0.25 degrees off the east coast of the United States to about 2 degrees in the Indian Ocean near Australia. The rms crossover discrepancy after adjustment varied from 30 cm to 70 cm depending on geographic location. Comparison of the altimeter derived mean sea surface in the North Atlantic with the 5 x 5 ft GEM-8 detailed gravimetric geoid indicated a relative consistency of better than one meter.

Effects of aerially applied glyphosate and hexazinone on hardwoods and pines in a loblolly pine plantation. Forest Service research paper

DOE Office of Scientific and Technical Information (OSTI.GOV)

Haywood, J.D.

1993-09-01

Areas in a 4-year-old loblolly pine (Pinus taeda L.) plantation were treated with aerially applied Roundup (glyphosate), Pronone 10G (hexazinone), and Velpar L (hexazinone) plus Lo Drift (a spray additive). All herbicides were applied with appropriate helicopter-mounted equipment. The proportion of free-to-grow pine trees increased over a 2-year period in both the treated and untreated areas, but the increase was slightly greater in the treated areas. Final loblolly pine height, d.b.h., and volume per tree did not differ significantly among the four treatments. About 1,200 hardwood trees and 4,700 shrubs over 3 ft tall per acre were present at themore » beginning of the study.« less

October 1, 1989 tornado at the Savannah River Site

DOE Office of Scientific and Technical Information (OSTI.GOV)

Parker, M.J.; Kurzeja, R.J.

1990-01-01

A tornado with wind speeds in the 113 to 157 mph range struck the southern portion of the Savannah River Site near Aiken, SC at around 7:30 pm on October 1, 1989. The tornado was spawned from a severe thunderstorm with a height of 57,000 ft in a warm and humid air mass. Two million dollars in timber damage occurred over 2,500 acres along a ten-mile swath, but no onsite structural damage or personal injury occurred. Tree-fall patterns indicated that some of this damage was the result of thunderstorm downbursts which accompanied the tornado. Ground-based and aerial photography showed bothmore » snapped and mowed over trees which indicate that the tornado was elevated at times. 4 refs., 25 figs., 2 tabs.« less

Microseismic and deformation imaging of hydraulic fracture growth and geometry in the C sand interval, GRI/DOE M-Site project

DOE Office of Scientific and Technical Information (OSTI.GOV)

Warpinski, N.R.; Uhl, J.E.; Engler, B.P.

Six hydraulic-fracture injections into a fluvial sandstone at a depth of 4300 ft were monitored with multi-level tri-axial seismic receivers in two wells and an inclinometer array in one well, resulting in maps of the growth and final geometry of each fracture injection. These diagnostic images show the progression of height and length growth with fluid volume, rate and viscosity. Complexities associated with shut downs and high treatment pressures can be observed. Validation of the seismic geometry was made with the inclinometers and diagnostic procedures in an intersecting well. Fracture information related to deformation, such as fracture closure pressure, residualmore » widths, and final prop distribution, were obtained from the inclinometer data.« less

Hunter AAF, Savannah, Georgia. Revised Uniform Summary of Surface Weather Observations (RUSSWO)

DTIC Science & Technology

1970-11-18

Center of AIT/I.1Q-11 No Chile 13 Ft. to F~po 62 Rnwy 6 mar 62 Located 471 pt. 883 of Ros. No Chgc No Chile 15 Ft. to Feb 67 7 Mar 67 1. Located 300 Ft...N of lbwy 09 No Chile No Chile 25 Ft. o Feb 68 at 500 Ft Marker. 2. Located 300 Ft. N of Rawy 27 No Chile 15 Ft. at 500 Ft. Marker. 8 Mar 68 1...Located 500 Ft.from. Center Linc No Chile No Chile 20 Ft. May 70 and 1500 Pt from end of 1"w 95 2. Located 1100 Ft from Center Lir No Chge J-- 16 Ft and

Using ATR-FT/IR to detect carbohydrate-related molecular structure features of carinata meal and their in situ residues of ruminal fermentation in comparison with canola meal

NASA Astrophysics Data System (ADS)

Xin, Hangshu; Yu, Peiqiang

2013-10-01

There is no information on the co-products from carinata bio-fuel and bio-oil processing (carinata meal) in molecular structural profiles mainly related to carbohydrate biopolymers in relation to ruminant nutrition. Molecular analyses with Fourier transform infrared spectroscopy (FT/IR) technique with attenuated total reflectance (ATR) and chemometrics enable to detect structural features on a molecular basis. The objectives of this study were to: (1) determine carbohydrate conformation spectral features in original carinata meal, co-products from bio-fuel/bio-oil processing; and (2) investigate differences in carbohydrate molecular composition and functional group spectral intensities after in situ ruminal fermentation at 0, 12, 24 and 48 h compared to canola meal as a reference. The molecular spectroscopic parameters of carbohydrate profiles detected were structural carbohydrates (STCHO, mainly associated with hemi-cellulosic and cellulosic compounds; region and baseline ca. 1483-1184 cm-1), cellulosic compounds (CELC, region and baseline ca. 1304-1184 cm-1), total carbohydrates (CHO, region and baseline ca. 1193-889 cm-1) as well as the spectral ratios calculated based on respective spectral intensity data. The results showed that the spectral profiles of carinata meal were significantly different from that of canola meal in CHO 2nd peak area (center at ca. 1091 cm-1, region: 1102-1083 cm-1) and functional group peak intensity ratios such as STCHO 1st peak (ca. 1415 cm-1) to 2nd peak (ca. 1374 cm-1) height ratio, CHO 1st peak (ca. 1149 cm-1) to 3rd peak (ca. 1032 cm-1) height ratio, CELC to total CHO area ratio and STCHO to CELC area ratio, indicating that carinata meal may not in full accord with canola meal in carbohydrate utilization and availability in ruminants. Carbohydrate conformation and spectral features were changed by significant interaction of meal type and incubation time and almost all the spectral parameters were significantly decreased (P < 0.05) during 48 h ruminal degradation in both carinata meal and canola meal. Although carinata meal differed from canola meal in some carbohydrate spectral parameters, multivariate results from agglomerative hierarchical cluster analysis and principal component analysis showed that both original and in situ residues of two meals were not fully distinguished from each other within carbohydrate spectral regions. It was concluded that carbohydrate structural conformation could be detected in carinata meal by using ATR-FT/IR techniques and further study is needed to explore more information on molecular spectral features of other functional group such as protein structure profile and their association with potential nutrient supply and availability of carinata meal in animals.

Using ATR-FT/IR to detect carbohydrate-related molecular structure features of carinata meal and their in situ residues of ruminal fermentation in comparison with canola meal.

PubMed

Xin, Hangshu; Yu, Peiqiang

2013-10-01

There is no information on the co-products from carinata bio-fuel and bio-oil processing (carinata meal) in molecular structural profiles mainly related to carbohydrate biopolymers in relation to ruminant nutrition. Molecular analyses with Fourier transform infrared spectroscopy (FT/IR) technique with attenuated total reflectance (ATR) and chemometrics enable to detect structural features on a molecular basis. The objectives of this study were to: (1) determine carbohydrate conformation spectral features in original carinata meal, co-products from bio-fuel/bio-oil processing; and (2) investigate differences in carbohydrate molecular composition and functional group spectral intensities after in situ ruminal fermentation at 0, 12, 24 and 48 h compared to canola meal as a reference. The molecular spectroscopic parameters of carbohydrate profiles detected were structural carbohydrates (STCHO, mainly associated with hemi-cellulosic and cellulosic compounds; region and baseline ca. 1483-1184 cm(-1)), cellulosic compounds (CELC, region and baseline ca. 1304-1184 cm(-1)), total carbohydrates (CHO, region and baseline ca. 1193-889cm(-1)) as well as the spectral ratios calculated based on respective spectral intensity data. The results showed that the spectral profiles of carinata meal were significantly different from that of canola meal in CHO 2nd peak area (center at ca. 1091 cm(-1), region: 1102-1083 cm(-1)) and functional group peak intensity ratios such as STCHO 1st peak (ca. 1415 cm(-1)) to 2nd peak (ca. 1374 cm(-1)) height ratio, CHO 1st peak (ca. 1149 cm(-1)) to 3rd peak (ca. 1032 cm(-1)) height ratio, CELC to total CHO area ratio and STCHO to CELC area ratio, indicating that carinata meal may not in full accord with canola meal in carbohydrate utilization and availability in ruminants. Carbohydrate conformation and spectral features were changed by significant interaction of meal type and incubation time and almost all the spectral parameters were significantly decreased (P<0.05) during 48 h ruminal degradation in both carinata meal and canola meal. Although carinata meal differed from canola meal in some carbohydrate spectral parameters, multivariate results from agglomerative hierarchical cluster analysis and principal component analysis showed that both original and in situ residues of two meals were not fully distinguished from each other within carbohydrate spectral regions. It was concluded that carbohydrate structural conformation could be detected in carinata meal by using ATR-FT/IR techniques and further study is needed to explore more information on molecular spectral features of other functional group such as protein structure profile and their association with potential nutrient supply and availability of carinata meal in animals. Copyright © 2013 Elsevier B.V. All rights reserved.

Head-up transition behavior of pilots during simulated low-visibility approaches

NASA Technical Reports Server (NTRS)

Haines, R. F.

1980-01-01

Each of 13 commercial pilots from four airlines flew a total of 108 manual flight director approaches in a moving base simulation of a medium-sized turbojet (95,000 lb gross weight) which had a day and night Redifon external scene. Three levels of runway visual range (RVR) (1,600; 2,400; and greater than 8,000 ft), three wind-shear profiles, nine ceiling heights, and continuous and intermittent visibility after initial breakout were tested. The results indicated that: (1) mean decision time ranged from 2 to 4.6 sec for ceilings under 380 ft across the three RVR conditions; (2) mean vertical distance traveled during the visual-cue assessment period was a relatively constant proportion below the existing ceiling; (3) a significant three way interaction in mean decision time between wind shear, day-night, and ceiling RVR variables occurred; (4) mean number of head-up transitions to VFR conditions after breakout ranged from 4.6 to 13.4 and increased as a function of ceiling and severity of wind shear; the typical duration of fixation out the window was 1.5 sec; and (5) subjective pilot ratings of controllability and precision of control as well as amount of skill, attention, or effort required to make the landing were influenced significantly by the wind shear, night conditions, and low breakout ceiling conditions.

Aerothermodynamic Testing and Boundary Layer Trip Sizing of the HIFiRE Flight 1 Vehicle

NASA Technical Reports Server (NTRS)

Berger, Karen T.; Greene, Frank A.; Kimmel, Roger; Alba, Christopher; Johnson, Heath

2008-01-01

An experimental wind tunnel test was conducted in the NASA Langley Research Center s 20-Inch Mach 6 Air Tunnel in support of the Hypersonic International Flight Research Experimentation Program. The information in this article is focused on the Flight 1 configuration, the first in a series of flight experiments. The article documents experimental measurements made over a Reynolds numbers range of 2.1x10(exp 6)/ft to 5.6x10(exp 6)/ft and angles of attack of -5 to +5 deg on several scaled ceramic heat transfer models of the Flight 1 configuration. Global heat transfer was measured using phosphor thermography and the resulting images and heat transfer distributions were used to infer the state of the boundary layer on the vehicle windside and leeside surfaces. Boundary layer trips were used to force the boundary layer turbulent and the experimental data highlighted in this article were used to size and place the boundary layer trip for the flight vehicle. The required height of the flight boundary layer trip was determined to be 0.079 in and the trip was moved from the design location of 7.87 in to 20.47 in to ensure that augmented heating would not impact the laminar side of the vehicle. Allowable roughness was selected to be 3.2x10(exp -3) in.

An Analysis of Thrust Normalization of Ground Flowfield Pressures, Temperatures, and Velocities, for an AV-8B -408 Harrier During Hover

NASA Technical Reports Server (NTRS)

Naumowicz, Tim; Hange, Craig; Olson, Lawrence E. (Technical Monitor)

1998-01-01

An external environment test for an AV-8B Harrier during hover and vertical operations was conducted at NAWCAD at Patuxent River, Maryland in July 1997. Four boundary layer rakes were instrumented with static and total pressures, and thermocouples for measuring temperatures. These rakes were installed at 30, 50, 75, and 100 foot from the hover center. The 50 ft and 100 ft rakes were offset 20 deg from the other two to minimize interference effects. In order to measure a complete flowfield footprint, it was necessary to have the Harrier change its heading relative to the rakes from 0 to 180 deg. A 20 deg increment in azimuth was used. This permitted the four rakes to measure the flowfield at 72 locations relative to the aircraft. However, as the Harrier burns fuel, the hover thrust must be reduced by the pilot in order to maintain a constant height above ground. The typical test procedure employed was: (1) vertical takeoff at an initial heading; (2) 20 second hover dwell at that heading; (3) pedal turn to a second heading, followed by a 20 second dwell hover; (4) pedal turn to a third heading, followed by a 20 second dwell hover; and (5) vertical landing at the third heading. Additional information is contained in the original extended abstract.

Visualizing DOM super-spectrum covariance in vanKrevelen space

NASA Astrophysics Data System (ADS)

Fatland, D. R.; Kalawe, J.; Stubbins, A.; Spencer, R. G.; Sleighter, R. L.; Abdulla, H. A.; Dittmar, T.

2011-12-01

We investigate the fate of terrigenous organic matter, DOM exported to the coastal marine environ. Many methods (fluor., FT-ICR-MS, NMR, 13C, lignin, etc) help characterize this DOM. We define a 'super spectrum' as amalgamation of analyses to a data stack and we search for physically significant patterns therein beginning with covariance across 31 samples from six circum-Arctic rivers: The Ob, Kolyma, Mackenzie, Yukon, Lena, and Yenisey sampled five times throughout the year. A vanKrevelen diagram is convenient to view distributions of molecules provided by Fourier Transform Ion Cyclotron Resonance Mass Spectometry (FT-ICR-MS). We augment this distribution space in the vertical dimension, for example to show peak height, molecular mass, principle component weighting or covariance. We use Worldwide Telescope, a virtual globe with strong data support from Microsoft Research to explore covariance results along 3+ dimensions (adding brightness, color and a parameter slide). The results show interesting covariance e.g. between molecules and PARAFAC peaks, a step towards fluorophore and cohort identification in the terrigenous DOM spectrum. Given the geoscience explosion in data volume and data complexity we feel these results should survive beyond the end point of a journal article. We are building a cloud-based Library on the Microsoft Azure platform to support this and subsequent analyses to enable data and methods to carry over and benefit other research groups and objectives.

Autumn Afternoon in Hale Crater

NASA Technical Reports Server (NTRS)

2000-01-01

The seasons on Mars and Earth are anti-correlated at present: days are getting shorter and shadows are getting longer as autumn end sand the beginning of winter draws nearer in the martian southern hemisphere, just as the same is occurring in Earth's northern hemisphere. Long shadows are especially prominent in this high resolution view of mountains forming part of the central peaks of Hale Crater (left), a 136 kilometer-(85 mile)-diameter impact crater at 36oS, 37oW. The two pictures were taken simultaneously by the Mars Global Surveyor Mars Orbiter Camera on November 10, 2000. The sun illuminates the scene from the northwest (upper left)about 22o above the horizon. Knowing the sun angle and the length of the longest shadow (1.6 km; 1.0 mi), the height of the largest peak in the high resolution view (right) is about 630 meters (2,070 ft) above the crater floor. Sand dunes blanket the middle portion of the high resolution view, and small gullies--possibly carved by water--can be seen on the slopes of some of the peaks at the upper left. Winter in the southern hemisphere will begin in mid-December 2000. The high resolution view covers an area 3 km (1.9 mi) wide at a full-resolution scale of 3 meters (9.8 ft) per pixel.

Evaluation of some facial anthropometric parameters in an Iranian population: infancy through adolescence.

PubMed

Jahanbin, Arezoo; Rashed, Roozbeh; Yazdani, Roghayeh; Shahri, Naser Mahdavi; Kianifar, Hamidreza

2013-05-01

By finding the mean value of anthropometric parameters in normal samples of a population, it is possible to create a template for facial analysis. The aim of our study was to measure the anthropometric parameters in 0- to 12-year-old girls of Fars ethnic origin in the Northeast of Iran. Six hundred sixty-two newborn to 12-year-old girls of Fars ethnic origin participated in the study. A digital camera was used to take frontal full-face photographs of each child. Thirteen measurements were taken with the Smile Analyzer software: al-al, ch-ch, en-en, ex-ex, ft'-ft', go'-go', t-t, zy'-zy', n'-gn', n'-sn, t-g', t-gn', t-sn. Data were analyzed using the SPSS software at the significance level of 0.05. In almost all parameters, we found significant growth acceleration between 2 and 4 years as well as 5 and 6 years of age. Another growth spurt was seen between 9 and 11 years, although it was less noticeable. Comparing the linear regression equations suggests that different craniofacial dimensions do not grow similarly. By age, craniofacial dimensions change at different rates. Different craniofacial dimensions do not grow at consistent rates. Some parts grow slower compared with others. The intercanthal width has the slowest growth. Facial height shows the fastest growth.

Natural laminar flow experiments on modern airplane surfaces

NASA Technical Reports Server (NTRS)

Holmes, B. J.; Obara, C. J.; Yip, L. P.

1984-01-01

Flight and wind-tunnel natural laminar flow experiments have been conducted on various lifting and nonlifting surfaces of several airplanes at unit Reynolds numbers between 0.63 x 10 to the 6th power/ft and 3.08 x 10 to the 6th power/ft, at Mach numbers from 0.1 to 0.7, and at lifting surface leading-edge sweep angles from 0 deg to 63 deg. The airplanes tested were selected to provide relatively stiff skin conditions, free from significant roughness and waviness, on smooth modern production-type airframes. The observed transition locations typically occurred downstream of the measured or calculated pressure peak locations for the test conditions involved. No discernible effects on transition due to surface waviness were observed on any of the surfaces tested. None of the measured heights of surface waviness exceeded the empirically predicted allowable surface waviness. Experimental results consistent with spanwise contamination criteria were observed. Large changes in flight-measured performance and stability and control resulted from loss of laminar flow by forced transition. Rain effects on the laminar boundary layer caused stick-fixed nose-down pitch-trim changes in two of the airplanes tested. No effect on transition was observed for flight through low-altitude liquid-phase clouds. These observations indicate the importance of fixed-transition tests as a standard flight testing procedure for modern smooth airframes.

Level II scour analysis for Bridge 19 (SHEFTH00440019) on Town Highway 44, crossing Trout Brook, Sheffield, Vermont

USGS Publications Warehouse

Wild, Emily C.; Medalie, Laura

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure SHEFTH00440019 on Town Highway 44 crossing Trout Brook, Sheffield, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the White Mountain section of the New England physiographic province in northeastern Vermont. The 3.0-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is grass on the upstream and downstream right overbanks, while the immediate banks have dense woody vegetation. The surface cover of the upstream and downstream left overbanks is shrub and brushland. In the study area, Trout Brook has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 45 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) of 116 mm (0.381 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 31, 1995, indicated that the reach was stable. The Town Highway 44 crossing of Trout Brook is a 24-ft-long, one-lane bridge consisting of a 22-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 28, 1994). The opening length of the structure parallel to the bridge face is 19.8 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is zero degrees. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows resulted in zero ft. Left abutment scour ranged from 4.4 to 5.6 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 3.6 to 4.8 ft. The worst-case right abutment scour occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particlesize distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 17 (LYNDTH00020017) on Town Highway 2, crossing Hawkins Brook, Lyndon, Vermont

USGS Publications Warehouse

Wild, Emily C.; Medalie, Laura

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure LYNDTH00020017 on Town Highway 2 crossing Hawkins Brook, Lyndon, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.The site is in the Green Mountain section of the New England physiographic province in northeastern Vermont. The 7.7-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the left and right upstream overbanks. The downstream left and right overbanks are brushland.In the study area, Hawkins Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 78 ft and an average bank height of 7.3 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) of 46.6 mm (0.153 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 4, 1995, indicated that the reach was laterally unstable with the presence of point bars and side bars.The Town Highway 2 crossing of Hawkins Brook is a 49-ft-long, two-lane bridge consisting of a 46-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 27, 1995). The opening length of the structure parallel to the bridge face is 43 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the computed opening-skew-to-roadway is zero degrees.A scour hole 0.75 ft deeper than the mean thalweg depth was observed along the downstream left abutment during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) at the upstream end of the downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.1 to 0.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 3.8 to 6.6 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 25 (JAMATH00010025) on Town Highway 1, crossing Ball Mountain Brook, Jamaica, Vermont

USGS Publications Warehouse

Burns, Ronda L.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure JAMATH00010025 on Town Highway 1 crossing Ball Mountain Brook, Jamaica, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in southern Vermont. The 29.5-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest except on the downstream right bank which is pasture with some trees along the channel. In the study area, Ball Mountain Brook has an incised, straight channel with a slope of approximately 0.021 ft/ft, an average channel top width of 86 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D50) of 222 mm (0.727 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 13, 1996, indicated that the reach was stable. The Town Highway 1 crossing of Ball Mountain Brook is a 78-ft-long, two-lane bridge consisting of one 75-foot steel-beam span (Vermont Agency of Transportation, written communication, March 29, 1995). The opening length of the structure parallel to the bridge face is 73 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 30 degrees to the opening while the opening-skew-to-roadway is 30 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed at the upstream bridge face. The scour protection measures at the site were type-2 stone fill (less than 36 inches diameter) along the upstream banks and along both abutments, and type-3 stone fill (less than 48 inches diameter) along the downstream banks. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour only occurred at the 500-year discharge and was 0.1 ft. Abutment scour ranged from 11.2 to 15.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 32 (HUNTTH00220032) on Town Highway 22, crossing Brush Brook, Huntington, Vermont

USGS Publications Warehouse

Burns, Ronda L.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure HUNTTH00220032 on Town Highway 22 crossing Brush Brook, Huntington, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 5.7-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest except on the downstream right overbank which is pasture. In the study area, Brush Brook has an incised, straight channel with a slope of approximately 0.05 ft/ft, an average channel top width of 58 ft and an average bank height of 6 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 127 mm (0.416 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 25, 1996, indicated that the reach was stable. The Town Highway 22 crossing of Brush Brook is a 36-ft-long, one-lane bridge consisting of one 34-foot steel-beam span and a timber deck (Vermont Agency of Transportation, written communication, December 12, 1995). The opening length of the structure parallel to the bridge face is 35.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls on the left. The channel is skewed approximately 50 degrees to the opening while the measured opening-skew-to-roadway is 15 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the left abutment and downstream left wingwall during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.2 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 6.4 to 10.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 25 (ANDOTH00230025) on Town Highway 23, crossing Andover Branch, Andover, Vermont

USGS Publications Warehouse

Flynn, Robert H.; Burns, Ronda L.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ANDOTH00230025 on Town Highway 23 crossing the Andover Branch, Andover, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in south-central Vermont. The 6.74-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the right overbank and forest on the left overbank while the immediate banks, both upstream and downstream, are forested. In the study area, the Andover Branch has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 55 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 78.4 mm (0.257 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 27, 1996, indicated that the reach was stable. The Town Highway 23 crossing of the Andover Branch is a 25-ft-long, two-lane structure consisting of a multi-plate corrugated steel arch culvert with concrete footings (Vermont Agency of Transportation, written communication, March 29, 1995). The culvert is mitered at the inlet and outlet. The channel is skewed approximately zero degrees to the opening while the opening-skew-to-roadway is zero degrees. The footings are exposed approximately 1.25 ft, with the exception of the downstream end of the right footing which is exposed approximately 0.5 ft. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream left bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for modelled flows ranged from 1.6 to 2.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 10.0 to 11.7 ft along the left footing and from 11.8 to 16.7 along the right footing. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A crosssection of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 22 (JAY-TH00400022) on Town Highway 40, crossing Jay Branch, Jay, Vermont

USGS Publications Warehouse

Ivanoff, Michael A.; Song, Donald L.

1997-01-01

8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in northern Vermont. The 2.15-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is primarily pasture on the upstream and downstream left overbank while the immediate banks have dense woody vegetation. The downstream right overbank of the bridge is forested. In the study area, Jay Branch Tributary has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 26 ft and an average bank height of 3 ft. The channel bed material ranges from gravel to cobble with a median grain size (D50) of 40.5 mm (0.133 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 7, 1995, indicated that the reach was stable. The Town Highway 40 crossing of Jay Branch Tributary is a 27-ft-long, two-lane bridge consisting of one 25-foot steel-beam span (Vermont Agency of Transportation, written communication, March 6, 1995). The opening length of the structure parallel to the bridge face is 23.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel skew and the opening-skew-to-roadway are zero degrees. The scour counter-measures at the site included type-2 stone fill (less than 36 inches diameter) at the upstream end of the left and right abutments, at the upstream right wingwall, and at the downstream left wingwall. There was also type-3 stone fill (less than 48 inches diameter) at the upstream left and downstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.7 to 1.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 4.6 to 4.9 ft. The worst-case left abutment scour occurred at the 100-year discharge. Right abutment scour ranged from 4.0 to 5.0 ft. The worst-case right abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 22 (BRADTH00270022) on Town Highway 27, crossing the Waits River, Bradford, Vermont

USGS Publications Warehouse

Wild, Emily C.; Ivanoff, Michael A.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure BRADTH00270022 on Town Highway 27 crossing the Waits River, Bradford, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, obtained from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in east-central Vermont. The 153-mi2 drainage area is in a predominantly rural and forested basin. However, in the vicinity of the study site, the upstream and downstream left banks are suburban and the upstream and downstream right banks are shrub and brushland. In the study area, the Waits River has an incised, sinuous channel with a slope of approximately 0.0002 ft/ft, an average channel top width of 125 ft and an average bank height of 4 ft. The channel bed material ranges from silt and clay to bedrock with a median grain size (D50) of 0.393 mm (0.00129 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 7, 1995, indicated that the reach was stable. The Town Highway 27 crossing of the Waits River is a 109-ft-long, one-lane bridge consisting of a 104-ft steel-truss span (Vermont Agency of Transportation, written communication, March 16, 1995). The opening length of the structure parallel to the bridge face is 99.2 ft. The bridge is supported by vertical, laid-up stone abutments. The channel is skewed approximately 30 degrees to the opening while the opening-skew-to-roadway is zero degrees. No evidence of scour was observed during the Level I assessment. Scour protection measures at the site included type-2 stone fill (less than 36 inches diameter) along the upstream right and downstream left banks and type-3 stone fill (less than 48 inches diameter) along the left and right abutments. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.5 to 2.0 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 11.8 to 18.8 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results.” Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 25 (ROCHTH00400025) on Town Highway 40, crossing Corporation Brook, Rochester, Vermont

USGS Publications Warehouse

Wild, Emily C.; Weber, Matthew A.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ROCHTH00400025 on Town Highway 40 crossing Corporation Brook, Rochester, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, from Vermont Agency of Transportation files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 4.97-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the upstream left and right overbanks, and the downstream left overbank. On the downstream right overbank, the surface cover is predominately brushland. In the study area, Corporation Brook has an incised, sinuous channel with a slope of approximately 0.04 ft/ft, an average channel top width of 37 ft and an average bank height of 6 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 101 mm (0.332 ft). The geomorphic assessment at the time of the Level I site visit on April 12, 1995 and Level I and II site visit on July 8, 1996, indicated that the reach was stable. The Town Highway 40 crossing of Corporation Brook is a 31-ft-long, one-lane bridge consisting of a 26-foot steel stringer span (Vermont Agency of Transportation, written communication, March 22, 1995). The opening length of the structure parallel to the bridge face is 24 ft. The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is 15 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed in the channel at the downstream bridge face during the Level I assessment. Additionally, it was observed that the left abutment footing was exposed 1.0 ft and the right abutment footing was exposed 2.0 ft. Scour countermeasures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream left and right banks and the downstream left bank. Type-2 stone fill (less than 36 inches diameter) scour protection extended along the downstream right bank and the upstream and downstream ends of the abutments. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.1 to 1.5 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.5 to 7.0 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 5.6 to 6.0 ft. The worst-case right abutment scour occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 37 (PLYMTH00080037) on Town Highway 8, crossing Broad Brook, Plymouth, Vermont

USGS Publications Warehouse

Wild, Emily C.; Medalie, Laura

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure PLYMTH00080037 on Town Highway 8 crossing Broad Brook, Plymouth, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gathered from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in south-central Vermont. The 5.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream and downstream of the bridge. In the study area, Broad Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 46 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 87.5 mm (0.287 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 3, 1995, indicated that the reach was laterally unstable due to cut-banks present on the upstream left bank and the downstream left and right banks. The Town Highway 8 crossing of Broad Brook is a 31-ft-long, one-lane bridge consisting of a 28-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 22, 1995). The opening length of the structure parallel to the bridge face is 27.0 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is 15 degrees. During the Level I assessment, it was observed that the left abutment footing was exposed 1.25 ft at the downstream end, and the subfooting was exposed 1 ft. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream right wingwall, the right abutment and the downstream right wingwall. Type-2 stone fill (less than 36 inches diameter) was along the upstream left wingwall, the upstream end of the left abutment and the downstream end of the downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.5 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Left abutment scour ranged from 11.1 to 12.0 ft. Right abutment scour ranged from 3.0 to 7.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Pier scour ranged from 6.2 to 7.1 ft. The worst-case pier scour also occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 16 (BURKTH00070016) on Town Highway 7, crossing Dish Mill Brook, Burke, Vermont

USGS Publications Warehouse

Burns, Ronda L.; Severance, Tim

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure BURKTH00070016 on Town Highway 7 crossing Dish Mill Brook, Burke, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the White Mountain section of the New England physiographic province in northeastern Vermont. The 6.0-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest except on the left bank upstream which is brushland. In the study area, Dish Mill Brook has an incised, sinuous channel with a slope of approximately 0.04 ft/ft, an average channel top width of 40 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) of 94.1 mm (0.309 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 7, 1995, indicated that the reach was stable. The Town Highway 7 crossing of Dish Mill Brook is a 28-ft-long, two-lane bridge consisting of one 24-foot steel-beam span (Vermont Agency of Transportation, written communication, March 24, 1995). The opening length of the structure parallel to the bridge face is 24.8 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 35 degrees to the opening while the computed opening-skew-to-roadway is 35 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the left and right abutments during the Level I assessment. In front of the upstream and downstream left wingwalls the scour depth was only 0.5 ft, while in front of the downstream right wingwall it was 0.75 ft and in front of the upstream right wingwall it was 0.3 ft. The scour countermeasures at the site include type-1 stone fill (less than 12 inches diameter) at the downstream end of the right abutment and along the downstream right wingwall. Type-2 stone fill (less than 36 inches diameter) is along the upstream left bank, the upstream and downstream left wingwalls, and at the upstream end of the upstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.5 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 6.7 to 9.3 ft. The worst-case abutment scour occurred at the 500-year discharge for the left abutment and at the incipient road-overtopping discharge for the right abutment. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 40 (ROCKTH00140040) on Town Highway 14, crossing the Williams River, Rockingham, Vermont

USGS Publications Warehouse

Burns, Ronda L.; Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ROCKTH00140040 on Town Highway 14 crossing the Williams River, Rockingham, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in southeastern Vermont. The 99.2-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture downstream of the bridge. Upstream of the bridge, the left bank is forested and the right bank is suburban. In the study area, the Williams River has an incised, sinuous channel with a slope of approximately 0.005 ft/ft, an average channel top width of 154 ft and an average bank height of 11 ft. The channel bed material ranges from silt and clay to cobble with a median grain size (D50) of 45.4 mm (0.149 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 4, 1996, indicated that the reach was stable. The Town Highway 14 crossing of the Williams River is a 106-ft-long, one-lane covered bridge consisting of two steel-beam spans with a maximum span length of 73 ft (Vermont Agency of Transportation, written communication, April 6, 1995). The opening length of the structure parallel to the bridge face is 94.5 ft. The bridge is supported by a vertical, concrete abutment with wingwalls on the left, a vertical, laid-up stone abutment on the right and a concrete pier. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 2.1 ft deeper than the mean thalweg depth was observed towards the left side of the channel under and just downstream of the bridge during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) at the upstream end of the upstream left wingwall and type-2 stone fill (less than 36 inches diameter) along the upstream left bank and the left abutment. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was zero ft. Left abutment scour ranged from 13.9 to 19.2 ft. Right abutment scour ranged from 7.0 to 11.7 ft. The worst-case abutment scour occurred at the 500-year discharge. Pier scour ranged from 18.7 to 24.7 ft and the worst case occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particlesize distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

SU-F-I-77: Radiation Dose in Cardiac Catheterization Procedures: Impact of a Systematic Reduction in Pulsed Fluoroscopy Frame Rate

DOE Office of Scientific and Technical Information (OSTI.GOV)

Schultz, C; Dixon, S

Purpose: To evaluate whether one small systematic reduction in fluoroscopy frame rate has a significant effect on the total air kerma and/or dose area product for diagnostic and interventional cardiac catheterization procedures. Methods: The default fluoroscopy frame rate (FFR) was lowered from 15 to 10 fps in 5 Siemens™ Axiom Artis cardiac catheterization labs (CCL) on July 1, 2013. A total of 7212 consecutive diagnostic and interventional CCL procedures were divided into two study groups: 3602 procedures from 10/1/12 –6/30/13 with FFR of 15 fps; and 3610 procedures 7/1/13 – 3/31/14 at 10 fps. For each procedure, total air kermamore » (TAK), fluoroscopy skin dose (FSD), total/fluoroscopy dose area products (TAD, FAD), and total fluoroscopy time (FT) were recorded. Patient specific data collected for each procedure included: BSA, sex, height, weight, interventional versus diagnostic; and elective versus emergent. Results: For pre to post change in FFR, each categorical variable was compared using Pearson’s Chi-square test, Odds ratios and 95% confidence intervals. No statistically significant difference in BSA, height, weight, number of interventional versus diagnostic, elective versus emergent procedures was found between the two study groups. Decreasing the default FFR from 15 fps to 10 fps in the two study groups significantly reduced TAK from 1305 to 1061 mGy (p<0.0001), FSD from 627 to 454 mGy (p<0.0001), TAD from 8681 to 6991 uGy × m{sup 2}(p<0.0001), and FAD from 4493 to 3297 uGy × m{sup 2}(p<0.0001). No statistically significant difference in FT was noted. Clinical image quality was not analyzed, and reports of noticeable effects were minimal. From July 1, 2013 to date, the default FFR has remained 10 fps. Conclusion: Reducing the FFR from 15 to 10 fps significantly reduced total air kerma and dose area product which may decrease risk for potential radiation-induced skin injuries and improve patient outcomes.« less

A high resolution agent-based model to support walk-bicycle infrastructure investment decisions: A case study with New York City

DOE PAGES

Aziz, H. M. Abdul; Park, Byung H.; Morton, April M.; ...

2017-11-24

Active transportation modes--walk and bicycle--are central for low carbon transport, healthy living, and complete streets initiative. Building a community with amenable walk and bicycle facilities asks for smart planning and investments. It is critical to investigate the impact of infrastructure building or expansion on the overall walk and bicycle mode usage prior to making investment choices utilizing public tax money. This research developed an agent-based model to support investment decisions that allows to assess the impact of changes in walk-bike infrastructures at a high spatial resolution (e.g., block group level). The agent-based model (ABM) utilizes data from a synthetic populationmore » simulator generating agents with corresponding socio-demographic characteristics, and integrates facility attributes regarding walking and bicycling (e.g., sidewalk width, bike lane length) into the mode choice decision making process. Moreover, the ABM accounts for the effect of social interactions among agents who live and work at the same geographic locations. Finally, GIS-based maps are developed at block group resolution that allows exploring the effect of walk-bike infrastructure related investments. The results from New York City case study indicate that infrastructure investments such as widening sidewalk and increasing bike lane network can positively influence the active transportation mode choices. In addition, the level of impact varies with geographic locations--different boroughs of New York City will have different impacts. Lastly, social promotions resulting in higher social interaction among agents can reinforce the impacts of infrastructure changes.« less

A high resolution agent-based model to support walk-bicycle infrastructure investment decisions: A case study with New York City

DOE Office of Scientific and Technical Information (OSTI.GOV)

Aziz, H. M. Abdul; Park, Byung H.; Morton, April M.

Active transportation modes--walk and bicycle--are central for low carbon transport, healthy living, and complete streets initiative. Building a community with amenable walk and bicycle facilities asks for smart planning and investments. It is critical to investigate the impact of infrastructure building or expansion on the overall walk and bicycle mode usage prior to making investment choices utilizing public tax money. This research developed an agent-based model to support investment decisions that allows to assess the impact of changes in walk-bike infrastructures at a high spatial resolution (e.g., block group level). The agent-based model (ABM) utilizes data from a synthetic populationmore » simulator generating agents with corresponding socio-demographic characteristics, and integrates facility attributes regarding walking and bicycling (e.g., sidewalk width, bike lane length) into the mode choice decision making process. Moreover, the ABM accounts for the effect of social interactions among agents who live and work at the same geographic locations. Finally, GIS-based maps are developed at block group resolution that allows exploring the effect of walk-bike infrastructure related investments. The results from New York City case study indicate that infrastructure investments such as widening sidewalk and increasing bike lane network can positively influence the active transportation mode choices. In addition, the level of impact varies with geographic locations--different boroughs of New York City will have different impacts. Lastly, social promotions resulting in higher social interaction among agents can reinforce the impacts of infrastructure changes.« less

The Relationship of Living Environment with Behavioral and Fitness Outcomes by Sex: an Exploratory Study in College-aged Students.

PubMed

Shaffer, Kaelah; Bopp, Melissa; Papalia, Zack; Sims, Dangaia; Bopp, Christopher M

2017-01-01

Although physical activity (PA) is associated with several health benefits, there is a marked decline during college years, which is an influential period for the development of health behaviors. This study examined the relationship of neighborhood and living environment with behavioral (PA and sedentary behavior) and fitness outcomes by sex. Participants were college students that participated in a fitness assessment, followed by a survey that measured self-reported exercise and perception of one's environment (sidewalks, crime, traffic, access to PA resources in their neighborhood and/or apartment complex). Pearson correlations examined the relationship between behavioral (moderate and vigorous PA, sedentary behavior, active travel) and fitness outcomes (VO2max, percent body fat, body mass index, push-ups, curl-ups, blood lipids and glucose) with environmental measures separately by sex. Among participants (n=444; female=211, male n=234) environment was significantly related to PA and fitness, with noted differences by sex. For males, seeing others exercising in the neighborhood and in their apartment complex, using neighborhood bike lanes, crime and the number of PA resources at their apartment complex were associated with behavioral and fitness outcomes. Among females, sidewalks in the neighborhood, seeing others exercising, using neighborhood bike lanes and number of PA apartment complex resources were significantly correlated with fitness and behavioral outcomes. These findings suggest a possible relationship between students' objectively measured fitness and their environment for PA. Future implications include the development of policies to create student housing that supports physical activity and expansion of campus wellness initiatives to off-campus locations.

Characterizing the fabric of the urban environment: A case studyof Metropolitan Chicago, Illinois and Executive Summary

DOE Office of Scientific and Technical Information (OSTI.GOV)

Akbari, Hashem; Rose, Leanna Shea

2001-10-30

Urban fabric data are needed in order to estimate the impactof light-colored surfaces (roofs and pavements) and urban vegetation(trees, grass, shrubs) on the meteorology and air quality of a city, andto design effective implementation programs. In this report, we discussthe result of a semi-automatic Monte-Carlo statistical approach used todevelop data on surface-type distribution and city-fabric makeup(percentage of various surface-types) using aerial colororthophotography. The digital aerial photographs for metropolitan Chicagocovered a total of about 36 km2 (14 mi2). At 0.3m resolution, there wereapproximately 3.9 x 108 pixels of data. Four major land-use types wereexamined: commercial, industrial, residential, andtransportation/communication. On average, formore » the areas studied, atground level vegetation covers about 29 percent of the area (ranging 4 80percent); roofs cover about 25 percent (ranging 8 41 percent), and pavedsurfaces about 33 percent (ranging 12 59 percent). For the most part,trees shade streets, parking lots, grass, and side-walks. In commercialareas, paved surfaces cover 50 60 percent of the area. In residentialareas, on average, paved surfaces cover about 27percent of the area.Land-use/land-cover (LULC) data from the United States Geological Surveywas used to extrapolate these results from neighborhood scales tometropolitan Chicago. In an area of roughly 2500 km2, defining most ofmetropolitan Chicago, over 53 percent is residential. The total roof areais about 680 km2, and the total paved surfaces (roads, parking areas,sidewalks) are about 880 km2. The total vegetated area is about 680km2.« less

"Everyone should be able to choose how they get around": how Topeka, Kansas, passed a complete streets resolution.

PubMed

Dodson, Elizabeth A; Langston, Marvin; Cardick, Lauren C; Johnson, Nancy; Clayton, Paula; Brownson, Ross C

2014-02-20

Regular physical activity can help prevent chronic diseases, yet only half of US adults meet national physical activity guidelines. One barrier to physical activity is a lack of safe places to be active, such as bike paths and sidewalks. Complete Streets, streets designed to enable safe access for all users, can help provide safe places for activity. This community case study presents results from interviews with residents and policymakers of Topeka, Kansas, who played an integral role in the passage of a Complete Streets resolution in 2009. It describes community engagement processes used to include stakeholders, assess existing roads and sidewalks, and communicate with the public and decision-makers. Key informant interviews were conducted with city council members and members of Heartland Healthy Neighborhoods in Topeka to learn how they introduced a Complete Streets resolution and the steps they took to ensure its successful passage in the City Council. Interviews were recorded, transcribed, and analyzed by using focused-coding qualitative analysis. Results included lessons learned from the process of passing the Complete Streets resolution and advice from participants for other communities interested in creating Complete Streets in their communities. Lessons learned can apply to other communities pursuing Complete Streets. Examples include clearly defining Complete Streets; educating the public, advocates, and decision-makers about Complete Streets and how this program enhances a community; building a strong and diverse network of supporters; and using stories and examples from other communities with Complete Streets to build a convincing case.

Neighborhood perceptions and active school commuting in low-income cities.

PubMed

Deweese, Robin S; Yedidia, Michael J; Tulloch, David L; Ohri-Vachaspati, Punam

2013-10-01

Few children accumulate the recommended ≥60 minutes of physical activity each day. Active travel to and from school (ATS) is a potential source of increased activity for children, accounting for 22% of total trips and time spent traveling by school-aged children. This study identifies the association of parents' perceptions of the neighborhood, geospatial variables, and demographic characteristics with ATS among students in four low-income, densely populated urban communities with predominantly minority populations. Data were collected in 2009-2010 from households with school-attending children in four low-income New Jersey cities. Multivariate logistic regression analyses (n=765) identified predictors of ATS. Analyses were conducted in 2012. In all, 54% of students actively commuted to school. Students whose parents perceived the neighborhood as very unpleasant for activity were less likely (OR=0.39) to actively commute, as were students living farther from school, with a 6% reduction in ATS for every 0.10 mile increase in distance to school. Perceptions of crime, traffic, and sidewalk conditions were not predictors of ATS. Parents' perceptions of the pleasantness of the neighborhood, independent of the effects of distance from school, may outweigh concerns about crime, traffic, or conditions of sidewalks in predicting active commuting to school in the low-income urban communities studied. Efforts such as cleaning up graffiti, taking care of abandoned buildings, and providing shade trees to improve neighborhood environments are likely to increase ATS, as are efforts that encourage locating schools closer to the populations they serve. © 2013 American Journal of Preventive Medicine.

“Everyone Should Be Able to Choose How They Get Around”: How Topeka, Kansas, Passed a Complete Streets Resolution

PubMed Central

Langston, Marvin; Cardick, Lauren C.; Johnson, Nancy; Clayton, Paula; Brownson, Ross C.

2014-01-01

Background Regular physical activity can help prevent chronic diseases, yet only half of US adults meet national physical activity guidelines. One barrier to physical activity is a lack of safe places to be active, such as bike paths and sidewalks. Complete Streets, streets designed to enable safe access for all users, can help provide safe places for activity. Community Context This community case study presents results from interviews with residents and policymakers of Topeka, Kansas, who played an integral role in the passage of a Complete Streets resolution in 2009. It describes community engagement processes used to include stakeholders, assess existing roads and sidewalks, and communicate with the public and decision-makers. Methods Key informant interviews were conducted with city council members and members of Heartland Healthy Neighborhoods in Topeka to learn how they introduced a Complete Streets resolution and the steps they took to ensure its successful passage in the City Council. Interviews were recorded, transcribed, and analyzed by using focused-coding qualitative analysis. Outcome Results included lessons learned from the process of passing the Complete Streets resolution and advice from participants for other communities interested in creating Complete Streets in their communities. Interpretation Lessons learned can apply to other communities pursuing Complete Streets. Examples include clearly defining Complete Streets; educating the public, advocates, and decision-makers about Complete Streets and how this program enhances a community; building a strong and diverse network of supporters; and using stories and examples from other communities with Complete Streets to build a convincing case. PMID:24556251

Negative post sunset height rise of F layer: Causes and implications

NASA Astrophysics Data System (ADS)

Joshi, Lalit Mohan; Patra, Amit

Post sunset height rise (PSHR) of the F layer is a manifestation of the pre reversal enhancement (PRE) of zonal electric field in the equatorial and low latitude ionosphere. Ionosonde observations, made during the equinox period from Sriharikota (13.7 degree North, 80.1 degree East, 6.7 degree North magnetic latitude), a low latitude station in India, have been utilized to study the PSHR of the F layer. Normally, the height of the F layer increases during the early post sunset period (positive PSHR) whose magnitude has a direct bearing on the equatorial spread F (ESF). However, observations revealed that on a few nights (about 3% nights) the height of the F layer descended in the early post sunset period itself, indicating the absence of PRE of zonal field. Such events have been termed as negative PSHR events. Such events never preceded ESF. Detailed investigations revealed that the negative PSHR events were accompanied by an enhancement of low latitude sporadic E (Es) activity with increase in the Es blanketing (fbEs) and top (ftEs) frequencies, during the post sunset period. Numerical simulations have been carried out to evaluate the effectiveness of the westward Pedersen and Hall conductivity gradients that exists in the low latitude E region during the evening hours, in causing the PRE of zonal field and the PSHR of the F layer. Model simulation reveals that the dominant cause of PRE of zonal field is the divergence of Hall current in the low latitude E region. When the zonal conductivity gradient of the low latitude E region was assumed to be either zero or slightly eastward, owing to the intensification of Es, model computation resulted in the negative PSHR of the F layer. Thus, the observational and computational results highlight the important role of the low latitude Es in the PRE of the zonal electric field.

Defining the radiation "scatter cloud" in the interventional suite.

PubMed

Haqqani, Omar P; Agarwal, Prakhar K; Halin, Neil M; Iafrati, Mark D

2013-11-01

We hypothesized that fluoroscopic imaging creates radiation fields that are unevenly scattered throughout the endovascular suite. We sought to quantify the radiation dose spectrum at various locations during imaging procedures and to represent this in a clinically useful manner. Digital subtraction imaging (Innova 4100; GE Healthcare, Waukesha, Wisc) of the abdomen and pelvis was performed on a cadaver in anteroposterior, left lateral, and right anterior oblique 45° projections. Radiation exposure was monitored in real time with DoseAware dosimeters (Phillips, Houston, Tex) in eight radial projections at distances of 2, 4, and 6 ft from the center of the imaged field, each at 5-ft heights from the floor. Three to five consecutive data points were collected for each location. At most positions around the angiographic table, radiation exposure decreased as the distance from the source emitter increased; however, the intensity of the exposure varied dramatically around the axis of imaging. With anteroposterior imaging, the radiation fields have symmetric dumbbell shapes, with maximal exposure perpendicular to the table at the level of the gantry. Peak levels at 4 and 6 ft from the source emitter were 2.4 times and 3.4 times higher, respectively, than predicted based on the inverse square law. Maximal radiation exposure was measured in the typical operator position 2 ft away and perpendicular to the table (4.99 mSv/h). When the gantry was rotated 45° and 90°, the radiation fields shifted, becoming more asymmetric, with increasing radiation doses to 10.9 and 69 mSv/h, respectively, on the side of the emitter. Minimal exposure is experienced along the axis of the table, decreasing with distance from the source (<0.77 mSv/h). Quantifiable and reproducible radiation scatter is created during interventional procedures. Radiation doses vary widely around the perimeter of the angiography table and change according to imaging angles. These data are easily visualized using contour plots and scatter three-dimensional mesh plots. Rather than the concentric circles predicted by the inverse square law, these data more closely resemble a "scatter cloud." Knowledge of the actual exposure levels within the endovascular environment may help in mitigating these risks to health care providers. Copyright © 2013. Published by Mosby, Inc.

Hydrostatic Water Level Systems At Homestake DUSEL

NASA Astrophysics Data System (ADS)

Stetler, L. D.; Volk, J. T.

2009-12-01

Two arrays of Fermilab-style hydrostatic water level sensors have been installed in the former Homestake gold mine in Lead, SD, the site of the new Deep Underground Science and Engineering Laboratory (DUSEL). Sensors were constructed at Fermilab from 8.5 cm diameter PVC pipe (housing) that was sealed on the ends and fit with a proximity sensor. The instrument have a height of 10 cm. Two ports in each sensor housing provide for connectivity, the upper port for air and the bottom port for water. Multiple instruments connected in series provide a precise water level and differences in readings between successive sensors provide for ground tilt to be resolved. Sensor resolution is 5 μm per count and has a range of approximately 1.25 cm. Data output from each sensor is relayed to a Fermilab-constructed readout card that also has temperature/relative humidity and barometric pressure sensors connected. All data are relayed out of the mine by fiber optic cable and can be recorded by Ethernet at remote locations. The current arrays have been installed on the 2000-ft level (610 m) and consist of six instruments in each array. Three sensors were placed in a N-S oriented drift and three in an E-W oriented drift. Using this orientation, it is anticipated that tilt direction may be resolved in addition to overall tilt magnitude. To date the data show passage of earth tides and frequency analysis has revealed five components to this signal, three associated with the semi-diurnal (~12.4 hr) and two with the diurnal (~24.9 hr) tides. Currently, installation methods are being analyzed between concrete pillar and rib-mounting using the existing setup on the 2000-ft level. Using these results, two additional arrays of Fermilab instruments will be installed on the 4550-ft and 4850-ft levels (1387 and 1478 m, respectively). In addition to Fermilab instruments, several high resolution Budker tiltmeters (1 μm resolution) will be installed in the mine workings in the near future, some correlated to Fermilab instruments (for comparative analysis) and others in independent arrays. All tiltmeter data will be analyzed with water reduction data (currently being collected from the #6 winze as the mine is dewatered) and data from rock stress/fracture experiments to document net ground settling due to dewatering, potential collapse of stope areas and renewed excavation activities.

Investigating the dynamics of Vulcanian explosions using scaled laboratory experiments

NASA Astrophysics Data System (ADS)

Clarke, A. B.; Phillips, J. C.; Chojnicki, K. N.

2005-12-01

Laboratory experiments were conducted to investigate the dynamics of Vulcanian eruptions. A reservoir containing a mixture of water and methanol plus solid particles was pressurized and suddenly released via a rapid-release valve into a 2 ft by 2 ft by 4 ft plexiglass tank containing fresh water. Water and methanol created a light interstitial fluid to simulate buoyant volcanic gases in erupted mixtures. The duration of the subsequent experiments was not pre-determined, but instead was limited by the potential energy associated with the pressurized fluid, rather than by the volume of available fluid. Suspending liquid density was varied between 960 and 1000 kg m-3 by changing methanol concentrations from 5 to 20%. Particle size (4 & 45 microns) and concentration (1 to 5 vol%) were varied in order to change particle settling characteristics and control bulk mixture density. Variations in reservoir pressure and vent size allowed exploration of the controlling source parameters, buoyancy flux (Bo) and momentum flux (Mo). The velocity-height relationship of each experiment was documented by high-speed video, permitting classification of the laboratory flows, which ranged from long continuously accelerating jets, to starting plumes, to low-energy thermals, to collapsing fountains generating density currents. Field-documented Vulcanian explosions exhibit this same wide range of behavior (Self et al. 1979, Nature 277; Sparks & Wilson 1982, Geophys. J. R. astr. Soc. 69; Druitt et al. 2002, Geol. Soc. London, 21), demonstrating that flows obtained in the laboratory are relevant to natural systems. A generalized framework of results was defined as follows. Increasing Mo/Bo for small particles (4 microns; settling time > experiment duration) pushes the system from low-energy thermals toward high-energy, continuously accelerating jets; increasing Mo/Bo for large particles (>45 microns; settling time < experiment duration) pushes the system from a low collapsing fountain to a high collapsing fountain; and increasing particle size for collapsing fountains decreases runout distance of gravity currents and increases production of current-generated rising plumes.

Characterization of process-induced damage in Cu/low-k interconnect structure by microscopic infrared spectroscopy with polarized infrared light

DOE Office of Scientific and Technical Information (OSTI.GOV)

Seki, Hirofumi, E-mail: Hirofumi-Seki@trc.toray.co.jp; Hashimoto, Hideki; Ozaki, Yukihiro

Microscopic Fourier-transform infrared (FT-IR) spectra are measured for a Cu/low-k interconnect structure using polarized IR light for different widths of low-k spaces and Cu lines, and for different heights of Cu lines, on Si substrates. Although the widths of the Cu line and the low-k space are 70 nm each, considerably smaller than the wavelength of the IR light, the FT-IR spectra of the low-k film were obtained for the Cu/low-k interconnect structure. A suitable method was established for measuring the process-induced damage in a low-k film that was not detected by the TEM-EELS (Transmission Electron Microscope-Electron Energy-Loss Spectroscopy) using microscopicmore » IR polarized light. Based on the IR results, it was presumed that the FT-IR spectra mainly reflect the structural changes in the sidewalls of the low-k films for Cu/low-k interconnect structures, and the mechanism of generating process-induced damage involves the generation of Si-OH groups in the low-k film when the Si-CH{sub 3} bonds break during the fabrication processes. The Si-OH groups attract moisture and the OH peak intensity increases. It was concluded that the increase in the OH groups in the low-k film is a sensitive indicator of low-k damage. We achieved the characterization of the process-induced damage that was not detected by the TEM-EELS and speculated that the proposed method is applicable to interconnects with line and space widths of 70 nm/70 nm and on shorter scales of leading edge devices. The location of process-induced damage and its mechanism for the Cu/low-k interconnect structure were revealed via the measurement method.« less

DOE Office of Scientific and Technical Information (OSTI.GOV)

Desjarlais, Andre Omer; Kriner, Scott; Miller, William A

An alternative to white and cool-color roofs that meets prescriptive requirements for steep-slope (residential and non-residential) and low-slope (non-residential) roofing has been documented. Roofs fitted with an inclined air space above the sheathing (herein termed above-sheathing ventilation, or ASV), performed as well as if not better than high-reflectance, high-emittance roofs fastened directly to the deck. Field measurements demonstrated the benefit of roofs designed with ASV. A computer tool was benchmarked against the field data. Testing and benchmarks were conducted at roofs inclined at 18.34 ; the roof span from soffit to ridge was 18.7 ft (5.7 m). The tool wasmore » then exercised to compute the solar reflectance needed by a roof equipped with ASV to exhibit the same annual cooling load as that for a direct-to-deck cool-color roof. A painted metal roof with an air space height of 0.75 in. (0.019 m) and spanning 18.7 ft (5.7 m) up the roof incline of 18.34 needed only a 0.10 solar reflectance to exhibit the same annual cooling load as a direct-to-deck cool-color metal roof (solar reflectance of 0.25). This held for all eight ASHRAE climate zones complying with ASHRAE 90.1 (2007a). A dark heat-absorbing roof fitted with 1.5 in. (0.038 m) air space spanning 18.7 ft (5.7 m) and inclined at 18.34 was shown to have a seasonal cooling load equivalent to that of a conventional direct-to-deck cool-color metal roof. Computations for retrofit application based on ASHRAE 90.1 (1980) showed that ASV air spaces of either 0.75 or 1.5 in. (0.019 and 0.038 m) would permit black roofs to have annual cooling loads equivalent to the direct-to-deck cool roof. Results are encouraging, and a parametric study of roof slope and ASV aspect ratio is needed for developing guidelines applicable to all steep- and low-slope roof applications.« less

Change of Direction Ability Performance in Cerebral Palsy Football Players According to Functional Profiles

PubMed Central

Reina, Raúl; Sarabia, Jose M.; Yanci, Javier; García-Vaquero, María P.; Campayo-Piernas, María

2016-01-01

The aims of the present study were to evaluate the validity and reliability of the two different change of direction ability (CODA) tests in elite football players with cerebral palsy (CP) and to analyse the differences in performance of this ability between current functional classes (FT) and controls. The sample consisted of 96 international cerebral palsy football players (FPCP) and 37 football players. Participants were divided into four different groups according to the International Federation of Cerebral Palsy Football (IFCPF) classes and a control group (CG): FT5 (n = 8); FT6 (n = 12); FT7 (n = 62); FT8 (n = 14); and CG (n = 37). The reproducibility of Modified Agility Test (MAT) and Illinois Agility Test (IAT) (ICC = 0.82–0.95, SEM = 2.5–5.8%) showed excellent to good values. In two CODA tests, CG performed faster scores compared with FPCP classes (p < 0.01, d = 1.76–3.26). In IAT, FT8 class comparisons regarding the other classes were: FT5 (p = 0.047, d = 1.05), FT6 (p = 0.055, d = 1.19), and FT7 (p = 0.396, d = 0.56). With regard to MAT, FT8 class was also compared with FT5 (p = 0.006, d = 1.30), FT6 (p = 0.061, d = 0.93), and FT7 (p = 0.033, d = 1.01). No significant differences have been found between FT5, FT6, and FT7 classes. According to these results, IAT and MAT could be useful and reliable and valid tests to analyse CODA in FPCP. Each test (IAT and MAT) could be applied considering the cut point that classifiers need to make a decision about the FT8 class and the other FT classes (FT5, FT6, and FT7). PMID:26779037

Analysis of heat loss mechanisms for mobile tent-type refuge alternatives.

PubMed

Bissert, P T; Yantek, D S; Klein, M D; Yan, L

2016-01-01

Federal regulations require that refuge alternatives (RAs) be located within 305 m (1,000 ft) of the working face and spaced at one-hour travel distances in the outby area in underground coal mines, in the event that miners cannot escape during a disaster. The Mine Safety and Health Administration mandates that RAs provide safe shelter and livable conditions for a minimum of 96 hours while maintaining the apparent temperature below 35 °C (95 °F). The U.S. National Institute for Occupational Safety and Health used a validated thermal simulation model to examine the mechanisms of heat loss from an RA to the ambient mine and the effect of mine strata composition on the final internal dry bulb temperature (DBT) for a mobile tent-type RA. The results of these studies show that 51 percent of the heat loss from the RA to the ambient mine is due to radiation and 31 percent to conduction. Three mine width and height configurations and four mine strata compositions were examined. The final DBT inside the RA after 96 hours varied by less than 1 °C (1.8 °F) for the three mine width/height configurations and by less than 2 °C (3.6 °F) for the four mine strata compositions.

Comparison between Closing-Wedge and Opening-Wedge High Tibial Osteotomy in Patients with Medial Knee Osteoarthritis: A Systematic Review and Meta-analysis.

PubMed

Sun, Hao; Zhou, Lin; Li, Fengsheng; Duan, Jun

2017-02-01

Young active patients with medial knee osteoarthritis (OA) combined with varus leg alignment can be treated with high tibial osteotomy (HTO) to stop the progression of OA and avoid or postpone total knee arthroplasty (TKA). Closing-wedge osteotomy (CWO) and opening-wedge osteotomy (OWO) are the most commonly used osteotomy techniques. The purpose of this study was to compare the clinical and radiologic outcomes and complications between OWO and CWO. We retrospectively evaluated 23 studies including 17 clinical trials from published databases from their inception to May 2015. We evaluated the clinical outcomes including operation time, visual analog scale (VAS), maximal flexion, and hospital for special surgery knee (HSS) score. The radiologic outcomes included patellar height measured by posterior tibial slope angle, hip-knee-ankle (HKA) angle, femorotibial (FT) axis, and limb length. Complications recorded included the incidence of deep vein thrombosis (DVT), common peroneal nerve injury, opposite cortical fracture, etc. There were no differences in most of the clinical outcomes except the operation time. OWO increased the posterior slope angle and limb length, decreased the patellar height, and provided higher accuracy of correction. CWO led to a higher incidence of opposite cortical fracture. Thieme Medical Publishers 333 Seventh Avenue, New York, NY 10001, USA.

Reduction of particulate carryover from a pressurized fluidized bed

NASA Technical Reports Server (NTRS)

Patch, R. W.

1979-01-01

A bench scale fluidized bed combustor was constructed with a conical shape so that the enlarged upper part of the combustor would also serve as a granular bed filter. The combustor was fed coal and limestone. Ninety-nine tests of about four hours each were conducted over a range of conditions. Coal-to-air ratio varied from 0.033 to 0.098 (all lean). Limestone-to-coal ratio varied from 0.06 to 0.36. Bed depth varied from 3.66 to 8.07 feet. Temperature varied from 1447 to 1905 F. Pressure varied from 40 to 82 psia. Heat transfer area had the range zero to 2.72 ft squared. Two cone angles were used. The average particulate carry over of 2.5 grains/SCF was appreciably less than cylindrical fluidized bed combustors. The carry over was correlated by multiple regression analysis to yield the dependence on bed depth and hence the collection efficiency, which was 20%. A comparison with a model indicated that the exhaust port may be below the transport disengaging height for most of the tests, indicating that further reduction in carry over and increase in collection efficiency could be affected by increasing the freeboard and height of the exhaust port above the bed.

Osteoblast Differentiation Decreases Hypergravity-Stimulated Release of PGE(sub 2)

NASA Technical Reports Server (NTRS)

Searby, Nancy D.; Steele, Charles R.; Globus, Ruth K.

2002-01-01

We determined if progressive differentiation of osteoblasts influences their sensitivity to gravitational loading. Osteoblasts were cultured for 4 days (confluent monolayer), 6 days (prenodules), 9 days (nodules) and 19 days (mineralized nodules), then centrifuged at 10 times gravity (g) or 50-g for 3 hours using the NASA Ames 1-ft. Diameter Centrifuge. Stationary controls were placed in an adjacent incubator. Following centrifugation, conditioned media were collected and analyzed for PGE, by ELISA. Microtubules were fluorescently labeled and analyzed by confocal microscopy to determine microtubule network morphology and height. Centrifugation at 10-g reduced microtubule network height by 15% on d4 and 10% on d6, with variable changes in more mature cultures. No major changes in microtubule morphology were observed. PGE(sub 2) release by d4 cultures increased in a dose-dependent fashion (3-fold at 10-g and 6-fold at 50-g relative to controls). D6 cultures produced a 5-fold increase for both 10-g and 50-g. PGE(sub 2) increased only 1.5-fold by d9, and by d19, PGE(sub 2) was not delectable in either the control or hypergravity-stimulated cells. Thus, as osteoblasts differentiate in culture, responsiveness of the microtubule cytoskeleton and the PGE(sub 2) pathway to hypergravity declines.

Ratio of serum free triiodothyronine to free thyroxine in Graves' hyperthyroidism and thyrotoxicosis caused by painless thyroiditis.

PubMed

Yoshimura Noh, Jaeduk; Momotani, Naoko; Fukada, Shuji; Ito, Koichi; Miyauchi, Akira; Amino, Nobuyuki

2005-10-01

The serum T3 to T4 ratio is a useful indicator for differentiating destruction-induced thyrotoxicosis from Graves' thyrotoxicosis. However, the usefulness of the serum free T3 (FT3) to free T4 (FT4) ratio is controversial. We therefore systematically evaluated the usefulness of this ratio, based on measurements made using two widely available commercial kits in two hospitals. Eighty-two untreated patients with thyrotoxicosis (48 patients with Graves' disease and 34 patients with painless thyroiditis) were examined in Kuma Hospital, and 218 patients (126 with Graves' disease and 92 with painless thyroiditis) and 66 normal controls were examined in Ito Hospital. The FT3 and FT4 values, as well as the FT3/FT4 ratios, were significantly higher in the patients with Graves' disease than in those with painless thyroiditis in both hospitals, but considerable overlap between the two disorders was observed. Receiver operating characteristic (ROC) curves for the FT3 and FT4 values and the FT3/FT4 ratios of patients with Graves' disease and those with painless thyroiditis seen in both hospitals were prepared, and the area under the curves (AUC), the cut-off points for discriminating Graves' disease from painless thyroiditis, the sensitivity, and the specificity were calculated. AUC and sensitivity of the FT(3)/FT(4) ratio were smaller than those of FT(3) and FT(4) in both hospitals. The patients treated at Ito hospital were then divided into 4 groups according to their FT4 levels (A: < or =2.3, B: >2.3 approximately < or =3.9, C: 3.9 approximately < or =5.4, D: >5.4 ng/dl), and the AUC, cut-off points, sensitivity, and specificity of the FT(3)/FT(4) ratios were calculated. The AUC and sensitivity of each group increased with the FT4 levels (AUC: 57.8%, 72.1%, 91.1%, and 93.4%, respectively; sensitivity: 62.6%, 50.0%, 77.8%, and 97.0%, respectively). The means +/- SE of the FT3/FT4 ratio in the Graves' disease groups were 3.1 +/- 0.22, 3.1 +/- 0.09, 3.2 +/- 0.06, and 3.1 +/- 0.07, respectively, versus 2.9 +/- 0.1, 2.6 +/- 0.07, 2.5 +/- 0.12, and 2.3 +/- 0.15, respectively, in the painless thyroiditis groups. In the painless thyroiditis patients, the difference in the FT3/FT4 ratio between group A and group D was significant (p<0.05). Thus, the FT3/FT4 ratio in patients with Graves' disease likely remains unchanged as the FT4 level rises, whereas this ratio decreases as the FT4 level rises in patients with painless thyroiditis. In conclusion, the FT3/FT4 ratios of patients with painless thyroiditis overlapped with those of patients with Graves' disease. However, this ratio was useful for differentiating between these two disorders when the FT4 values were high.

Level II scour analysis for Bridge 29 (ROYATH00920029) on Town Highway 92, crossing the First Branch White River, Royalton, Vermont

USGS Publications Warehouse

Wild, Emily C.; Hammond, Robert E.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ROYATH00920029 on Town Highway 92 crossing the First Branch White River, Royalton, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in central Vermont. The 101-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge. In the study area, the First Branch White River has an incised, sinuous channel with a slope of approximately 0.001 ft/ft, an average channel top width of 81 ft and an average bank height of 9 ft. The channel bed material ranges from sand to bedrock with a median grain size (D50) of 1.18 mm (0.00347 ft). The geomorphic assessment at the time of the Level I site visit on July 23, 1996 and Level II site visit on June 2, 1995, indicated that the reach was stable. The Town Highway 92 crossing of the First Branch White River is a 59-ft-long, one-lane bridge consisting of a 57-foot steel-stringer span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 52.2 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 20 degrees to the opening while the opening-skew-to-roadway is zero degrees. A scour hole 4.0 ft deeper than the mean thalweg depth was observed in the upstream channel during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream left and right wingwalls, the left abutment and downstream left wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 4.1 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Left abutment scour ranged from 12.9 to 15.4 ft, where the worst-case abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 14.5 to 15.0 ft, where the worst-case abutment scour occurred at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 28 (ROCHTH00370028) on Town Highway 37, crossing Brandon Brook, Rochester, Vermont

USGS Publications Warehouse

Wild, Emily C.; Weber, Matthew A.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure ROCHTH00370028 on Town Highway 37 crossing Brandon Brook, Rochester, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from VTAOT files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 8.0-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the upstream left overbank although the immediate banks have dense woody vegetation. The upstream right overbank and downstream left and right overbanks are forested. In the study area, the Brandon Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 44 ft and an average bank height of 7 ft. The channel bed material ranges from gravel to cobbles with a median grain size (D50) of 84.2 mm (0.276 ft). The geomorphic assessment at the time of the Level I site visit on April 12, 1995 and Level II site visit on July 8, 1996, indicated that the reach was stable. The Town Highway 37 crossing of the Brandon Brook is a 33-ft-long, one-lane bridge consisting of a 31-foot timber-stringer span (Vermont Agency of Transportation, written communication, March 22, 1995). The opening length of the structure parallel to the bridge face is 29.6 ft. The bridge is supported by vertical, timber log cribbing abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening while the computed opening-skew-to-roadway is zero degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the upstream left wingwall and the left abutment during the Level I assessment. The only scour protection measure at the site was type-5 protection, an artificial levee, extending along the upstream right bank to the end of the upstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was zero ft. Left abutment scour ranged from 7.1 to 9.9 ft where the worst-case scour occurred at the 500-year discharge. Right abutment scour ranged from 4.4 to 5.1 ft where the worst-case scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results.” Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein

Level II scour analysis for Bridge 8 (NEWFTH00010008) on Town Highway 1, crossing Wardsboro Brook, Newfane, Vermont

USGS Publications Warehouse

Wild, Emily C.; Degnan, James

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure NEWFTH00010008 on Town Highway 1 crossing Wardsboro Brook, Newfane, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (Federal Highway Administration, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in southestern Vermont. The 6.91-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the upstream right overbank and downstream left and right overbanks. The surface cover on the upstream left overbank is pasture. In the study area, Wardsboro Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 63 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 95.4 mm (0.313 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 21, 1996, indicated that the reach was stable. The Town Highway 1 crossing of the Wardsboro Brook is a 32-ft-long, two-lane bridge consisting of a 26-foot concrete tee-beam span (Vermont Agency of Transportation, written communication, April 6, 1995). The opening length of the structure parallel to the bridge face is 26.7 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the computed opening while the openingskew-to-roadway is 45 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream right bank, and type-2 stone fill (less than 36 inches diameter) along the upstream left bank and the upstream ends of the upstream left and right wingwalls. A stone wall extends along the downstream right bank from the end of the downstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.1 to 3.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 11.1 to 12.9 ft. Right abutment scour ranged from 4.3 to 4.8 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 67 (MTHOTH00120067) on Town Highway 12, crossing Freeman Brook, Mount Holly, Vermont

USGS Publications Warehouse

Wild, Emily C.; Severance, Timothy

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure MTHOTH00120067 on Town Highway 12 crossing Freeman Brook, Mount Holly, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in south-central Vermont. The 11.4-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forested. In the study area, Freeman Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 51 ft and an average bank height of 6 ft. The channel bed material ranges from sand to boulders with a median grain size (D50) of 55.7 mm (0.183 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 5, 1995, indicated that the reach was stable. The Town Highway 12 crossing of Freeman Brook is a 34-ft-long, two-lane bridge consisting of a 30-foot prestressed concrete-slab span (Vermont Agency of Transportation, written communication, March 15, 1995). The opening length of the structure parallel to the bridge face is 29.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the opening-skew-to-roadway is 15 degrees. Along the upstream right wingwall, the right abutment and the downstream right wingwall, a scour hole approximately 1.0 to 2.0 ft deeper than the mean thalweg depth was observed during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the downstream end of the downstream right wingwall; type-2 stone fill (less than 36 inches diameter) along the upstream left wingwall, the left abutment, the downstream left wingwall and the upstream left and right banks; type- 3 stone fill (less than 48 inches diameter) along the downstream left and right banks; and type-4 stone fill (less than 60 inches diameter) along the upstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.6 to 3.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 7.9 to 10.0 ft. Right abutment scour ranged from 12.7 to 15.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 36 (STOWTH00430036) on Town Highway 43, crossing Miller Brook, Stowe, Vermont

USGS Publications Warehouse

Striker, Lora K.; Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure STOWTH00430036 on Town Highway 43 crossing the Miller Brook, Stowe, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in north central Vermont. The 5.5-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is predominantly forested. In the study area, the Miller Brook has an incised, sinuous channel with a slope of approximately 0.03 ft/ft, an average channel top width of 43 ft and an average bank height of 7 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 70.4 mm (0.231 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 15, 1996, indicated that the reach was stable. The Town Highway 43 crossing of the Miller Brook is a 24-ft-long, two-lane bridge consisting of one 21-foot steel-beam span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 21.5 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening and the computed opening-skew-to-roadway is also 10 degrees. The footing on the left abutment was exposed 2.5 ft and the footing on the right abutment was exposed 3.0 ft during the Level I assessment. Scour protection measures at the site were type-4 stone fill (less than 60 inches diameter) on the left and right bank upstream, type-3 stone fill (less than 48 inches diameter) along the entire base length of the upstream right wingwall, right abutment, and type-2 stone fill (less than 36 inches diameter) along the entire base length of the downstream right wingwall, and left and right banks downstream. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 3.1 to 6.5 ft. The worst-case abutment scour occurred at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 28 (STRATH00020028) on Town Highway 2, crossing the West Branch Ompompanoosuc River, Strafford, Vermont

USGS Publications Warehouse

Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure STRATH00020028 on Town Highway 2 crossing the West Branch Ompompanoosuc River, Strafford, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gathered from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in central Vermont. The 25.4-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge. In the study area, the West Branch Ompompanoosuc River has a sinuous channel with a slope of approximately 0.002 ft/ft, an average channel top width of 34 ft and an average bank height of 6 ft. The channel bed material ranges from silt and clay to cobbles with a median grain size (D50) of 20.4 mm (0.0669 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 24, 1996, indicated that the reach was laterally unstable, because of moderate fluvial erosion. The Town Highway 2 crossing of the West Branch Ompompanoosuc River is a 31-ft-long, twolane bridge consisting of a 26-foot concrete tee-beam span (Vermont Agency of Transportation, written communication, October 23, 1995). The opening length of the structure parallel to the bridge face is 24.6 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the computed opening-skew-toroadway is 5 degrees. A scour hole 3.2 ft deeper than the mean thalweg depth was observed under the bridge along the right side of the channel during the Level I assessment. The only scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) along the upstream right bank, the upstream right wingwall, the right abutment and the downstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 3.2 to 4.1 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 4.4 to 7.5 ft. Right abutment scour ranged from 7.2 to 10.1 ft.The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 36 (DUXBTH00040036) on Town Highway 4, crossing Crossett Brook, Duxbury, Vermont

USGS Publications Warehouse

Wild, Emily C.; Degnan, James R.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure DUXBTH00040036 on Town Highway 4 crossing the Crossett Brook, Duxbury, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.The site is in the Green Mountain section of the New England physiographic province in north-central Vermont. The 4.9-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover on the upstream left overbank is pasture. The upstream and downstream right overbanks are forested. The downstream left overbank is brushland, while the immediate banks have dense woody vegetation.In the study area, the Crossett Brook has an incised, sinuous channel with a slope of approximately 0.006 ft/ft, an average channel top width of 55 ft and an average bank height of 9 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D50) of 51.6 mm (0.169 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 1, 1996, indicated that the reach was stable.The Town Highway 4 crossing of the Crossett Brook is a 29-ft-long, two-lane bridge consisting of a 26-foot concrete slab span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 26 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 35 degrees to the opening while the computed opening-skew-to-roadway is 5 degrees.A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the upstream left wingwall and the right abutment during the Level I assessment. Scour countermeasures at the site includes type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream left and right wingwalls and the upstream left and right banks and road embankments. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.0 to 1.7 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 6.4 to 8.3 ft. Right abutment scour ranged from 6.0 to 7.0 ft. The worst-case left and right abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 13 (LINCTH00010013) on Town Highway 1, crossing Cota Brook, Lincoln, Vermont

USGS Publications Warehouse

Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure LINCTH00010013 on Town Highway 1 crossing Cota Brook, Lincoln, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in west-central Vermont. The 3.0-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest along the upstream right bank and brushland along the upstream left bank. Downstream of the bridge, the surface cover is pasture along the left and right banks. In the study area, Cota Brook has an sinuous channel with a slope of approximately 0.01 ft/ ft, an average channel top width of 30 ft and an average bank height of 2 ft. The channel bed material ranges from sand to cobble with a median grain size (D50) of 34.7 mm (0.114 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 10, 1996, indicated that the reach was laterally unstable due to cut-banks and wide, vegetated point bars upstream and downstream of the bridge. The Town Highway 1 crossing of Cota Brook is a 38-ft-long, two-lane bridge consisting of a 36-foot steel-stringer span (Vermont Agency of Transportation, written communication, December 14, 1995). The opening length of the structure parallel to the bridge face is 34.4 ft. The bridge is supported by vertical, concrete abutments. The channel is skewed approximately 15 degrees to the opening while the opening-skew-to-roadway is zero degrees.A scour hole 2.0 ft deeper than the mean thalweg depth was observed along the upstream right bank during the Level I assessment. Along the right abutment, it is 0.25 ft deeper than the mean thalweg depth. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the upstream right bank and type-2 stone fill (less than 36 inches diameter) along the left and right abutments and along the downstream left bank. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.7 ft. The worst-case contraction scour occurred at the 500-year discharge. Abutment scour ranged from 9.1 to 11.3 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 13 (SHARTH00040013) on Town Highway 4, crossing Broad Brook, Sharon, Vermont

USGS Publications Warehouse

Wild, Emily C.; Weber, Matthew A.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure SHARTH00040013 on Town Highway 4 crossing Broad Brook, Sharon, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D.The site is in the New England Upland section of the New England physiographic province in central Vermont. The 16.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is brushland on the downstream left overbank and row crops on the right overbank, while the immediate banks have dense woody vegetation. Upstream of the bridge, the overbanks are forested.In the study area, Broad Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 69 ft and an average bank height of 5 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) of 112 mm (0.369 ft). The geomorphic assessment at the time of the Level I site visit on April 11, 1995 and Level II site visit on July 23, 1996, indicated that the reach was stable.The Town Highway 4 crossing of Broad Brook is a 34-ft-long, two-lane bridge consisting of one 31-foot concrete tee beam span (Vermont Agency of Transportation, written communication, March 23, 1995). The opening length of the structure parallel to the bridge face is 30.1 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 15 degrees.A scour hole 2.0 ft deeper than the mean thalweg depth was observed along the upstream end of the right abutment. At the downstream end of the left abutment, a 1.0 foot scour hole was observed . Scour countermeasures at the site include type-2 stone fill (less than 3 feet diameter) at each road embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E.Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows.Contraction scour for all modelled flows ranged from 0.7 to 1.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 5.6 to 9.4 ft. The worst case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 19.0 to 19.8 ft. The worst-case right abutment scour occurred at the incipient-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution.It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 51 (JERITH00590051) on Town Highway 59, crossing The Creek, Jericho, Vermont

USGS Publications Warehouse

Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure JERITH00590051 on Town Highway 59 crossing The Creek, Jericho, Vermont (figures 1– 8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (Federal Highway Administration, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province and the Champlain section of the St. Lawrence physiographic province in northwestern Vermont. The 10.9-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the left and right overbanks, upstream and downstream of the bridge while the immediate banks have dense woody vegetation. In the study area, The Creek has a sinuous channel with a slope of approximately 0.004 ft/ft, an average channel top width of 45 ft and an average bank height of 6 ft. The channel bed material ranges from silt to cobble with a median grain size (D50) of 58.6 mm (0.192 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 3, 1996, indicated that the reach was stable. The Town Highway 59 crossing of The Creek is a 33-ft-long, two-lane bridge consisting of a 28-foot steel-stringer span (Vermont Agency of Transportation, written communication, December 11, 1995). The opening length of the structure parallel to the bridge face is 26 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the computed opening-skew-toroadway is 5 degrees.A scour hole 3 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. Scour countermeasures at the site included type-1 stone fill (less than 12 inches diameter) at the left and right upstream road embankments. Type-2 stone fill (less than 36 inches diameter) was along the upstream right bank and along the upstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was zero ft. Left abutment scour ranged from 2.4 to 3.2 ft. Right abutment scour ranged from 4.1 to 4.5 ft.The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 4 (DANVTH00010004) on Town Highway 1, crossing Joes Brook, Danville, Vermont

USGS Publications Warehouse

Flynn, Robert H.; Boehmler, Erick M.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure DANVTH00010004 on Town Highway 1 crossing Joes Brook, Danville, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in northeastern Vermont. The 42.5-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture along the upstream and downstream left banks with trees and brush along the immediate banks. The upstream and downstream right banks are forested. In the study area, Joes Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 68 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to bedrock with a median grain size (D50) of 80.1 mm (0.263 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 22, 1995, indicated that the reach was stable. The Town Highway 1 crossing of Joes Brook is a 49-ft-long, two-lane bridge consisting of one 45-foot steel-beam span (Vermont Agency of Transportation, written communication, March 17, 1995). The opening length of the structure parallel to the bridge face is 45 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening and the computed opening-skew-to-roadway is 15 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed along the right abutment during the Level I assessment. The scour hole also extends upstream and downstream of the bridge, along the right side of the channel. The scour protection measures at the site include type-2 stone fill (less than 36 inches diameter) at the upstream end of the upstream left wingwall and along the entire base length of the downstream right wingwall. Type-3 stone fill (less than 48 inches diameter) is along the entire base length of the upstream right wingwall and type-5 protection (stone block wall) is along the upstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows was computed to be zero ft. Abutment scour ranged from 11.7 to 13.0 ft along the right abutment and from 6.6 to 9.4 ft along the left abutment. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich and Hire equations (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 28 (CAMBTH00460028) on Town Highway 46, crossing the Seymour River, Cambridge, Vermont

USGS Publications Warehouse

Ivanoff, Michael A.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure CAMBTH00460028 on Town Highway 46 crossing the Seymour River, Cambridge, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in northwestern Vermont. The 9.94-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture while the immediate banks have dense woody vegetation. In the study area, the Seymour River has an incised, straight channel with a slope of approximately 0.02 ft/ft, an average channel top width of 81 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 62.0 mm (0.204 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 11, 1995, indicated that the reach was stable. The Town Highway 46 crossing of the Seymour River is a 38-ft-long, one-lane bridge consisting of one 33-foot steel-beam span (Vermont Agency of Transportation, written communication, March 8, 1995). The opening length of the structure parallel to the bridge face is 30.6 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 5 degrees to the opening while the measured opening-skew-to-roadway is 10 degrees. A scour hole 0.2 ft deeper than the mean thalweg depth was observed along the upstream right wingwall and right abutment during the Level I assessment. The only scour protection measure at the site was type-1 stone fill (less than 12 inches diameter) along the upstream left road embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.8 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge. Left abutment scour ranged from 4.2 to 4.9 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 8.8 to 9.7 ft. The worst-case right abutment scour occurred at the incipient roadway-overtopping discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 32 (TUNBTH00600032) on Town Highway 60, crossing First Branch White River, Tunbridge, Vermont

USGS Publications Warehouse

Wild, Emily C.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure TUNBTH00600032 on Town Highway 60 crossing the First Branch White River, Tunbridge, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the New England Upland section of the New England physiographic province in central Vermont. The 92.9-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge, while woody vegetation sparsely covers the immediate banks. In the study area, the First Branch White River has a sinuous channel with a slope of approximately 0.001 ft/ft, an average channel top width of 82 ft and an average bank height of 7 ft. The channel bed material ranges from sand to gravel with a median grain size (D50) of 24.4 mm (0.08 ft). The geomorphic assessment at the time of the Level I and Level II site visit on October 18, 1995, indicated that the reach was laterally unstable, as a result of block failure of moderately eroded banks. The Town Highway 60 crossing of the First Branch White River is a 74-ft-long, one-lane bridge consisting of a 71-foot timber thru-truss span (Vermont Agency of Transportation, written communication, August 24, 1994). The opening length of the structure parallel to the bridge face is 64 ft.The bridge is supported by vertical, laid-up stone abutments with upstream wingwalls. The channel is not skewed to the opening. The computed opening-skew-to-roadway is 5 degrees. A scour hole 1.0 ft deeper than the mean thalweg depth was observed in the upstream reach during the Level I assessment. Scour countermeasures at the site includes type-1 stone fill (less than 12 inches diameter) along the upstream right bank. Type-2 stone fill (less than 36 inches diameter) is present along the upstream right wingwall, the left abutment and the right abutment. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the maximum free-surface discharge was determined and analyzed as another potential worst-case scour scenarios. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 2.2 to 6.8 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 20.6 to 30.4 ft. Right abutment scour ranged from 9.7 to 19.5 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 46 (FFIETH00470046) on Town Highway 47, crossing Black Creek, Fairfield, Vermont

USGS Publications Warehouse

Wild, Emily C.; Flynn, Robert H.

1998-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure FFIETH00470046 on Town Highway 47 crossing Black Creek, Fairfield, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (FHWA, 1993). Results of a Level I scour investigation also are included in appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gathered from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in appendix D. The site is in the Green Mountain section of the New England physiographic province in northwestern Vermont. The 37.8 mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture upstream and downstream of the bridge while the immediate banks have dense woody vegetation. In the study area, Black Creek has a meandering channel with a slope of approximately 0.0005 ft/ft, an average channel top width of 51 ft and an average bank height of 6 ft. The channel bed material ranges from sand to bedrock with a median grain size (D50) of 0.189 mm (0.00062 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 12, 1995, indicated that the reach was stable. The Town Highway 47 crossing of Black Creek is a 35-ft-long, one-lane bridge consisting of one 31-ft steel-stringer span (Vermont Agency of Transportation, written communication, March 8, 1995). The opening length of the structure parallel to the bridge face is 28.0 ft. The bridge is supported by vertical, laid-up stone abutments with wingwalls. The channel is skewed approximately zero degrees to the opening and the opening-skew-toroadway is zero degrees. A scour hole 6.0 ft deeper than the mean thalweg depth was observed just downstream of the bridge during the Level I assessment. Scour protection measures at the site included type-1 stone fill (less than 12 inches diameter) along the left abutment. Type-2 stone fill (less than 36 inches diameter) extended along the upstream left and right banks, the upstream left and right wingwalls, the downstream left wingwall, and the downstream left bank. Additional details describing conditions at the site are included in the Level II Summary and appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and Davis, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge was determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 1.4 to 8.2 ft. The worst-case contraction scour occurred at the incipient roadway-overtopping discharge, which was less than the 100-year discharge. Abutment scour ranged from 5.8 to 15.6 ft. At the left abutment, the worst-case abutment scour occurred at the 100-year discharge, and at the right abutment the worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results.” Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and Davis, 1995, p. 46). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 31 (JERITH00350031) on Town Highway 35, crossing Mill Brook, Jericho, Vermont

USGS Publications Warehouse

Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure JERITH00350031 on Town Highway 35 crossing Mill Brook, Jericho, Vermont (figures 1– 8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gathered from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province and the Champlain section of the St. Lawrence physiographic province in northwestern Vermont. The 15.7-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest upstream of the bridge. The downstream left overbank is pasture. The downstream right overbank is brushland. In the study area, the Mill Brook has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 117 ft and an average bank height of 11 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 81.1 mm (0.266 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 3, 1996, indicated that the reach was laterally unstable. The Town Highway 35 crossing of the Mill Brook is a 53-ft-long, one-lane bridge consisting of a 50-foot steel-beam span with a wooden deck (Vermont Agency of Transportation, written communication, November 30, 1995). The opening length of the structure parallel to the bridge face is 48 ft. The bridge is supported by a vertical, concrete abutment with wingwalls on the left. On the right, the abutment and wingwalls are laid-up stone with a concrete cap. The channel is not skewed to the opening. The roadway is skewed 10 degrees to the opening. A scour hole 1.5 ft deeper than the mean thalweg depth was observed along the left abutment during the Level I assessment. Scour countermeasures at the site were type-2 stone fill (less than 36 inches diameter) at the upstream and downstream left wingwalls, the upstream and downsteam left channel banks, and the downstream left road embankment. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). In addition, the incipient roadway-overtopping discharge is analyzed since it has the potential of being the worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.4 to 1.3 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 9.9 to 12.4 ft. Right abutment scour ranged from 13.8 to 17.8 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 6 (FAYSTH00010006) on Town Highway 1, crossing Shepard Brook, Fayston, Vermont

USGS Publications Warehouse

Striker, Lora K.; Flynn, Robert H.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure FAYSTH00010006 on Town Highway 1 crossing Shepard Brook, Fayston, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 16.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest. In the study area, Shepard Brook has an incised, sinuous channel with a slope of approximately 0.01 ft/ft, an average channel top width of 56 ft and an average bank height of 3 ft. The channel bed material ranges from sand to boulder with a median grain size (D50) of 72.6 mm (0.238 ft). The geomorphic assessment at the time of the Level I and Level II site visit on July 2, 1996, indicated that the reach was stable. The Town Highway 1 crossing of the Shepard Brook is a 42-ft-long, two-lane bridge consisting of one 40-foot concrete T-beam span (Vermont Agency of Transportation, written communication, October 13, 1995). The opening length of the structure parallel to the bridge face is 39.6 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 15 degrees to the opening while the calculated opening-skew-to-roadway is 30 degrees. Scour, 2.0 ft deeper than the mean thalweg depth, was observed along the right abutment during the Level I assessment. The left abutment is undermined along the base of the footing. In addition, 1.5 ft of scour was observed along the left abutment during the Level I assessment. The only scour protection measure at the site was type-1 stone fill (less than 12 inches diameter) along the left bank upstream and type-2 stone fill (less than 36 inches diameter) along the upstream end of the upstream right wingwall. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.9 to 3.9 ft. The worst-case contraction scour occurred at the 500-year. Abutment scour ranged from 11.1 to 17.2 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Free thyroxine concentrations by equilibrium dialysis and chemiluminescent immunoassays in 13 hypothyroid dogs positive for thyroglobulin antibody.

PubMed

Randolph, J F; Lamb, S V; Cheraskin, J L; Schanbacher, B J; Salerno, V J; Mack, K M; Scarlett, J M; Place, N J

2015-01-01

To determine if concentrations of free thyroxine (FT4) measured by semi-automated chemiluminescent immunoassay (CLIA) correspond to FT4 determined by equilibrium dialysis (ED) in hypothyroid dogs positive for thyroglobulin antibody (TGA). Thirteen TGA-positive dogs classified as hypothyroid based on subnormal FT4 concentrations by ED. Qualitative assessment of canine TGA was performed using an enzyme-linked immunosorbent assay. Serum total thyroxine and total triiodothyronine concentrations were measured by radioimmunoassay. Serum FT4 concentration was determined by ED, and also by semi-automated CLIA for human FT4 (FT4h) and veterinary FT4 (FT4v). Canine thyroid stimulating hormone concentration was measured by semi-automated CLIA. Each dog's comprehensive thyroid profile supported a diagnosis of hypothyroidism. For detection of hypothyroidism, sensitivities of CLIA for FT4h and FT4v were 62% (95% CI, 32-85%) and 75% (95% CI, 36-96%), respectively, compared to FT4 by ED. Five of 13 (38%) dogs had FT4h and 2 of 8 (25%) dogs had FT4v concentrations by CLIA that were increased or within the reference range. Percentage of false-negative test results for FT4 by CLIA compared to ED was significantly (P < .0001 for FT4h and P < .001for FT4v) higher than the hypothesized false-negative rate of 0%. Caution should be exercised in screening dogs for hypothyroidism using FT4 measured by CLIA alone. Some (25-38%) TGA-positive hypothyroid dogs had FT4 concentrations determined by CLIA that did not support a diagnosis of hypothyroidism. Copyright © 2015 The Authors. Journal of Veterinary Internal Medicine published by Wiley Periodicals, Inc. on behalf of the American College of Veterinary Internal Medicine.

Environmental Assessment T-1, T-6, and T-37 Aircraft Operations at Perry Municipal Airport

DTIC Science & Technology

2006-04-01

110 Rock Band - 1- 100 Inside Subway Train (New York) Gas Lawn Mower at 3 ft. Diesel Truck at 50 ft. - 1- 90 Food Blender at 3 ft. Noisy Urban...Daytime - 1- 80 Garbage Disposal at 3 ft. Shouting at 3 ft. Gas Lawn Mower at 100ft. Vacuum Cleaner at 10ft. - 1- 70 Commercial Area Normal

Level II scour analysis for Bridge 12 (HUNTTH00010012) on Town Highway 001, crossing Brush Brook, Huntington, Vermont

USGS Publications Warehouse

Burns, Ronda L.; Wild, Emily C.

1997-01-01

frequency data contained in the Flood Insurance Study for the Town of Huntington (U.S. Department of Housing and Urban Development, 1978). The site is in the Green Mountain section of the New England physiographic province in central Vermont. The 9.19-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture while the immediate banks have some woody vegetation. In the study area, the Brush Brook has a sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 62 ft and an average bank height of 5 ft. The channel bed material ranges from gravel to cobble with a median grain size (D50) of 100.0 mm (0.328 ft). The geomorphic assessment at the time of the Level I and Level II site visit on June 25, 1996, indicated that the reach was stable. The Town Highway 1 crossing of Brush Brook is a 64-ft-long, two-lane bridge consisting of one 62-foot steel-stringer span (Vermont Agency of Transportation, written communication, November 30, 1995). The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 10 degrees to the opening while the opening-skew-to-roadway is 6 degrees. Channel scour 2.2 ft deeper than the mean thalweg depth was observed along the upstream right bank and along the base of the spill-through protection for the right abutment during the Level I assessment. Scour protection measured at the site was type-2 stone fill (less than 36 inches diameter) along the upstream left and right banks and in front of all four wingwalls. In front of the abutments, there was type-3 stone fill (less than 48 inches diameter) forming a spill-through slope. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. There was no computed contraction scour for any modelled flow. Abutment scour ranged from 1.4 to 2.8 ft. The worst-case abutment scour occurred at the 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 9. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Synthesis, physicochemical and optical properties of bis-thiosemicarbazone functionalized graphene oxide

NASA Astrophysics Data System (ADS)

Kumar, Santosh; Wani, Mohmmad Y.; Arranja, Claudia T.; Castro, Ricardo A. E.; Paixão, José A.; Sobral, Abilio J. F. N.

2018-01-01

Fluorescent materials are important for low-cost opto-electronic and biomedical sensor devices. In this study we present the synthesis and characterization of graphene modified with bis-thiosemicarbazone (BTS). This new material was characterized using Fourier transform infrared spectroscopy (FT-IR), Ultraviolet-visible (UV-Vis) and Raman spectroscopy techniques. Further evaluation by X-ray diffraction (XRD), thermo-gravimetric analysis (TGA), differential scanning calorimetry (DSC), scanning electron microscopy (SEM) and atomic-force microscopy (AFM) allowed us to fully characterize the morphology of the fabricated material. The average height of the BTSGO sheet is around 10 nm. Optical properties of BTSGO evaluated by photoluminescence (PL) spectroscopy showed red shift at different excitation wavelength compared to graphene oxide or bisthiosemicarbazide alone. These results strongly suggest that BTSGO material could find potential applications in graphene based optoelectronic devices.

Molecular cloning and functional analysis of the FLOWERING LOCUS T (FT) homolog GhFT1 from Gossypium hirsutum.

PubMed

Guo, Danli; Li, Chao; Dong, Rui; Li, Xiaobo; Xiao, Xiangwen; Huang, Xianzhong

2015-06-01

FLOWERING LOCUS T (FT) encodes a member of the phosphatidylethanolamine-binding protein (PEBP) family that functions as the mobile floral signal, playing an important role in regulating the floral transition in angiosperms. We isolated an FT-homolog (GhFT1) from Gossypium hirsutum L. cultivar, Xinluzao 33 GhFT1 was predominantly expressed in stamens and sepals, and had a relatively higher expression level during the initiation stage of fiber development. GhFT1 mRNA displayed diurnal oscillations in both long-day and short-day condition, suggesting that the expression of this gene may be under the control of the circadian clock. Subcellular analysis revealed that GhFT1 protein located in the cytoplasm and nucleus. Ectopic expression of GhFT1 in transgenic arabidopsis plants resulted in early flowering compared with wild-type plants. In addition, ectopic expression of GhFT1 in arabidopsis ft-10 mutants partially rescued the extremely late flowering phenotype. Finally, several flowering related genes functioning downstream of AtFT were highly upregulated in the 35S::GhFT1 transgenic arabidopsis plants. In summary, GhFT1 is an FT-homologous gene in cotton that regulates flower transition similar to its orthologs in other plant species and thus it may be a candidate target for promoting early maturation in cotton breeding. © 2014 Institute of Botany, Chinese Academy of Sciences.

How children create their space for play?

NASA Astrophysics Data System (ADS)

Bobby Saragih, John Freddy; Tedja, Michael

2017-12-01

The phenomenon of children’s play in the urban area in Indonesia has experienced a shift; they are often seen playing in the street, sidewalk and drainage. This shift raises the question: what is interesting about the space, so that they use it as a space for play? There are metaphysical based of space that can be grasped by children senses when they utilize that particular space. This qualitative research based involving children aged between 6 and 12 years found that spatial manifestation; such as freedom, excitement and surprise are the main motivations when they use the space as their playing area.

Editorial: Happy IYA to All!

NASA Astrophysics Data System (ADS)

Ang, R. J. Y.

2009-03-01

On February 16, 2009, the official opening of the IYA 2009 Philippine celebration was ushered by the National Organizing Committee, headed by Dr. Cynthia Celebre, Single Point of Contact (SPOC) for IYA 2009 in the Philippines and Chief of the Space Sciences and Astronomy Section of PAGASA. Prior to the event on the 16th, a major convention was held to promote astronomical efforts in the country, the Philippine Astronomy Convention 2009. The convention was organized by the Astronomical League of the Philippines, in partnership with the Rizal Technological University, Manila Planetarium, the Philippine Atmospheric, Geophysical and Astronomical Services Administration (PAGASA), and Sidewalk Astronomers - Philippines.

GmFT2a, a soybean homolog of FLOWERING LOCUS T, is involved in flowering transition and maintenance.

PubMed

Sun, Hongbo; Jia, Zhen; Cao, Dong; Jiang, Bingjun; Wu, Cunxiang; Hou, Wensheng; Liu, Yike; Fei, Zhihong; Zhao, Dazhong; Han, Tianfu

2011-01-01

Flowering reversion can be induced in soybean (Glycine max L. Merr.), a typical short-day (SD) dicot, by switching from SD to long-day (LD) photoperiods. This process may involve florigen, putatively encoded by FLOWERING LOCUS T (FT) in Arabidopsis thaliana. However, little is known about the potential function of soybean FT homologs in flowering reversion. A photoperiod-responsive FT homologue GmFT (renamed as GmFT2a hereafter) was cloned from the photoperiod-sensitive cultivar Zigongdongdou. GmFT2a gene expression under different photoperiods was analyzed by real-time quantitative PCR. In situ hybridization showed direct evidence for its expression during flowering-related processes. GmFT2a was shown to promote flowering using transgenic studies in Arabidopsis and soybean. The effects of photoperiod and temperature on GmFT2a expression were also analyzed in two cultivars with different photoperiod-sensitivities. GmFT2a expression is regulated by photoperiod. Analyses of GmFT2a transcripts revealed a strong correlation between GmFT2a expression and flowering maintenance. GmFT2a transcripts were observed continuously within the vascular tissue up to the shoot apex during flowering. By contrast, transcripts decreased to undetectable levels during flowering reversion. In grafting experiments, the early-flowering, photoperiod-insensitive stock Heihe27 promotes the appearance of GmFT2a transcripts in the shoot apex of scion Zigongdongdou under noninductive LD conditions. The photothermal effects of GmFT2a expression diversity in cultivars with different photoperiod-sensitivities and a hypothesis is proposed. GmFT2a expression is associated with flowering induction and maintenance. Therefore, GmFT2a is a potential target gene for soybean breeding, with the aim of increasing geographic adaptation of this crop.

Environmental Assessment Temporary Use of a Training Airport

DTIC Science & Technology

2003-01-01

NOISE LEVEL COMMON INDOOR NOISE LEVELS (dBA) NOISE LEVELS -- 110 Rock Band - - 100 Gas Lawn Mower at 3 ft. Inside Subway Train (New York) - - 90...Diesel Truck at 50 ft. Food Blender at 3 ft. Noise Urban Daytime - -80 Garbage Disposal at 3 ft. Shouting at 3 ft. Gas Lawn Mower at 100 ft

Tulipa gesneriana and Lilium longiflorum PEBP Genes and Their Putative Roles in Flowering Time Control.

PubMed

Leeggangers, Hendrika A C F; Rosilio-Brami, Tamar; Bigas-Nadal, Judit; Rubin, Noam; van Dijk, Aalt D J; Nunez de Caceres Gonzalez, Francisco F; Saadon-Shitrit, Shani; Nijveen, Harm; Hilhorst, Henk W M; Immink, Richard G H; Zaccai, Michele

2018-01-01

Floral induction in Tulipa gesneriana and Lilium longiflorum is triggered by contrasting temperature conditions, high and low temperature, respectively. In Arabidopsis, the floral integrator FLOWERING LOCUS T (FT), a member of the PEBP (phosphatidyl ethanolamine-binding protein) gene family, is a key player in flowering time control. In this study, one PEBP gene was identified and characterized in lily (LlFT) and three PEBP genes were isolated from tulip (TgFT1, TgFT2 and TgFT3). Overexpression of these genes in Arabidopsis thaliana resulted in an early flowering phenotype for LlFT and TgFT2, but a late flowering phenotype for TgFT1 and TgFT3. Overexpression of LlFT in L. longiflorum also resulted in an early flowering phenotype, confirming its proposed role as a flowering time-controlling gene. The tulip PEBP genes TgFT2 and TgFT3 have a similar expression pattern in tulip, but show opposite effects on the timing of flowering in Arabidopsis. Therefore, the difference between these two proteins was further investigated by interchanging amino acids thought to be important for the FT function. This resulted in the conversion of phenotypes in Arabidopsis upon overexpressing the substituted TgFT2 and TgFT3 genes, revealing the importance of these interchanged amino acid residues. Based on all obtained results, we hypothesize that LlFT is involved in creating meristem competence to flowering-related cues in lily, and TgFT2 is considered to act as a florigen involved in the floral induction in tulip. The function of TgFT3 remains unclear, but, based on our observations and phylogenetic analysis, we propose a bulb-specific function for this gene. © The Author 2017. Published by Oxford University Press on behalf of Japanese Society of Plant Physiologists. All rights reserved. For permissions, please email: journals.permissions@oup.com.

Level II scour analysis for Bridge 44 (CHESVT00110044) on State Route 11, crossing Andover Brook, Chester, Vermont

USGS Publications Warehouse

Ivanoff, Michael A.; Hammond, Robert E.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure CHESVT00110044 on State Route 11 crossing Andover Brook, Chester, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the New England Upland section of the New England physiographic province in southeastern Vermont. The 12.6-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture with dense woody vegetation on the immediate banks except the downstream left bank of the bridge which is forested. In the study area, Andover Brook has an incised, meandering channel with a slope of approximately 0.02 ft/ft, an average channel top width of 74 ft and an average bank height of 8 ft. The channel bed material ranges from gravel to boulder with a median grain size (D50) of 83.6 mm (0.274 ft). The geomorphic assessment at the time of the Level I and Level II site visit on September 11, 1996, indicated that the reach was stable. The State Route 11 crossing of Andover Brook is a 58-ft-long, two-lane bridge consisting of one 56-foot concrete T-beam span (Vermont Agency of Transportation, written communication, March 29, 1995). The opening length of the structure parallel to the bridge face is 52.9 ft.The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 35 degrees to the opening while the opening-skew-to-roadway is 45 degrees. A scour hole 1.8 ft deeper than the mean thalweg depth was observed along the upstream left wingwall and left abutment during the Level I assessment. The scour protection measures at the site included type-4 stone fill (less than 60 inches diameter) along the upstream left bank between the wingwall and a concrete wall. There was type-2 stone fill (less than 36 inches diameter) along the entire base of the upstream left wingwall, and the downstream end of the downstream right wingwall. There was type-1 stone fill (less than 12 inches diameter) at the downstream end of the downstream left wingwall. There was also a concrete wall along the upstream left bank from 18 to 50 ft upstream of the bridge. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 1.2 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge. The incipientovertopping discharge is 520 cfs less than the 100-year discharge. Left abutment scour ranged from 16.4 to 20.9 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 8.4 to 9.4 ft. The worst-case right abutment scour occurred at both the 100-year and 500-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 29 (DORSTH00100029) on Town Highway 10, crossing the Mettawee River, Dorset, Vermont

USGS Publications Warehouse

Wild, Emily C.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure DORSTH00100029 on Town Highway 10 crossing the Mettawee River, Dorset, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Taconic section of the New England physiographic province in southwestern Vermont. The 9.5-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is forest on the upstream left overbank and the upstream and downstream right overbanks. The downstream left overbank is pasture and brushland. In the study area, the Mettawee River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 66 ft and an average bank height of 8 ft. The channel bed material ranges from gravel to boulders with a median grain size (D50) of 79.0 mm (0.259 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 5, 1996, indicated that the reach was stable. The Town Highway 10 crossing of the Mettawee River is a 26-ft-long, two-lane bridge consisting of a 24-ft steel-stringer span (Vermont Agency of Transportation, written communication, September 28, 1995). The opening length of the structure parallel to the bridge face is 24.1 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 45 degrees to the opening while the opening-skew-to-roadway is zero degrees. At the upstream end of the right abutment, there is a scour hole 1.0 ft deeper than the mean thalweg depth. Scour counter-measures at the site include type-1 stone fill (less than 12 inches diameter) along the downstream right wingwall. Type-2 stone fill (less than 36 inches diameter) is present along the downstream left and right banks. Type-3 stone fill (less than 48 inches diameter) is present along the upstream left bank and sparsely in front of the right abutment. A concrete wall (old abutment) extends along the upstream right bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995) for the 100- and 500-year discharges. In addition, the incipient roadway-overtopping discharge is determined and analyzed as another potential worst-case scour scenario. Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.4 to 1.9 ft. The worst-case contraction scour occurred at the 500-year discharge. Left abutment scour ranged from 10.5 to 10.8 ft. The worst-case left abutment scour occurred at the 500-year discharge. Right abutment scour ranged from 11.4 to 11.9 ft. The worst-case right abutment scour occurred at the 100-year discharge. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.

Level II scour analysis for Bridge 25 (REDSTH00360025) on Town Highway 36, crossing the West Branch Deerfield River, Readsboro, Vermont

USGS Publications Warehouse

Flynn, Robert H.; Burns, Ronda L.

1997-01-01

This report provides the results of a detailed Level II analysis of scour potential at structure REDSTH00360025 on Town Highway 36 crossing the West Branch Deerfield River, Readsboro, Vermont (figures 1–8). A Level II study is a basic engineering analysis of the site, including a quantitative analysis of stream stability and scour (U.S. Department of Transportation, 1993). Results of a Level I scour investigation also are included in Appendix E of this report. A Level I investigation provides a qualitative geomorphic characterization of the study site. Information on the bridge, gleaned from Vermont Agency of Transportation (VTAOT) files, was compiled prior to conducting Level I and Level II analyses and is found in Appendix D. The site is in the Green Mountain section of the New England physiographic province in south-central Vermont. The 14.5-mi2 drainage area is in a predominantly rural and forested basin. In the vicinity of the study site, the surface cover is pasture on the upstream right bank and forest on the upstream left bank. The surface cover on the downstream right and left banks is primarily grass, shrubs and brush. In the study area, the West Branch Deerfield River has an incised, sinuous channel with a slope of approximately 0.02 ft/ft, an average channel top width of 65 ft and an average bank height of 4 ft. The channel bed material ranges from gravel to boulders, with a median grain size (D50) of 117 mm (0.383 ft). The geomorphic assessment at the time of the Level I and Level II site visit on August 1, 1996, indicated that the reach was stable. The Town Highway 36 crossing of the West Branch Deerfield River is a 59-ft-long, two-lane bridge consisting of one 57-foot concrete T-beam span (Vermont Agency of Transportation, written communication, September 28, 1995). The opening length of the structure parallel to the bridge face is 54 ft. The bridge is supported by vertical, concrete abutments with wingwalls. The channel is skewed approximately 50 degrees to the opening while the opening-skew-to-roadway is 30 degrees. During the Level I assessment, a scour hole approximately 2 ft deeper than the mean thalweg depth was observed along the upstream right wingwall and a scour hole approximately 1 ft deeper than the mean thalweg depth was observed along the downstream left wingwall. The scour protection measure at the site was type-2 stone fill (less than 36 inches diameter) at the downstream end of the downstream left wingwall, at the upstream end of the upstream right wingwall, at the downstream end of the right abutment, along the entire base length of the downstream right wingwall, along the upstream right bank and along the downstream left bank. A stone wall was noted along the upstream left bank. Additional details describing conditions at the site are included in the Level II Summary and Appendices D and E. Scour depths and recommended rock rip-rap sizes were computed using the general guidelines described in Hydraulic Engineering Circular 18 (Richardson and others, 1995). Total scour at a highway crossing is comprised of three components: 1) long-term streambed degradation; 2) contraction scour (due to accelerated flow caused by a reduction in flow area at a bridge) and; 3) local scour (caused by accelerated flow around piers and abutments). Total scour is the sum of the three components. Equations are available to compute depths for contraction and local scour and a summary of the results of these computations follows. Contraction scour for all modelled flows ranged from 0.0 to 0.6 ft. The worst-case contraction scour occurred at the incipient-overtopping discharge. Abutment scour ranged from 15.1 to 16.3 ft along the left abutment and from 7.4 to 9.2 ft along the right abutment. The worst-case abutment scour occurred at the incipient-overtopping and 500-year discharges for the left abutment and at the 500-year discharge for the right abutment. Additional information on scour depths and depths to armoring are included in the section titled “Scour Results”. Scoured-streambed elevations, based on the calculated scour depths, are presented in tables 1 and 2. A cross-section of the scour computed at the bridge is presented in figure 8. Scour depths were calculated assuming an infinite depth of erosive material and a homogeneous particle-size distribution. It is generally accepted that the Froehlich equation (abutment scour) gives “excessively conservative estimates of scour depths” (Richardson and others, 1995, p. 47). Usually, computed scour depths are evaluated in combination with other information including (but not limited to) historical performance during flood events, the geomorphic stability assessment, existing scour protection measures, and the results of the hydraulic analyses. Therefore, scour depths adopted by VTAOT may differ from the computed values documented herein.