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Journal of the South African Institution of Civil Engineering
versão On-line ISSN 2309-8775
versão impressa ISSN 1021-2019
J. S. Afr. Inst. Civ. Eng. vol.55 no.3 Midrand Jan. 2013
Exploring the flow number (FN) index as a means to characterise the HMA permanent deformation response under FN testing
L F Walubita; J Zhang; A E Alvarez; X Hi
Permanent deformation (PD), or rutting, is one of the common distresses occurring in hot-mix asphalt (HMA) pavements. As part of the HMA mix- and structural-design processes to optimise field performance, various laboratory tests, including the Hamburg wheel tracking test (HWTT) and flow number (FN), have been developed to characterise the HMA mix rutting resistance potential. With this background, this study was conducted to explore the potential of routinely using the FN test to characterise the PD response of Texas HMA mixes as a supplement to the HWTT. Towards this goal, a new PD parameter - the FN index - was developed to differentiate and screen the HMA mixes. The research methodology incorporated a two-phase approach, namely: (1) laboratory testing and (2) field correlations. Overall, the findings indicated that the FN index, computed from the FN test data, has the ability to statistically differentiate the HMA mixes evaluated, as well as promising potential to supplement the HWTT for routine HMA mix-design and screening. In addition, the FN test has a practically reasonable test time (about three hours per specimen) and is cost-effective. However, the inability to readily test thin field cores and the need for field validation with long-term performance data remain some of the key challenges to be addressed with the FN test method.
Keywords: hot mix-asphalt (HMA), rutting, permanent deformation (PD), flow number (FN), FN test, FN index, Hamburg wheel tracking test
Permanent deformation (PD) - also termed rutting - is one of the major distresses occurring in hot-mix asphalt (HMA) pavements. While the total PD in the HMA pavement structure can either be due to the HMA mix, subgrade or other structural layers, or contributions from all these, surface rutting is predominantly due to issues with the surface HMA mix rather than PD of the underlying layers -see Figure 1. Therefore, the focus of this study was on the PD of the HMA mix, assumed to be predominantly related to materials selection and HMA mix-design. However, this is not to discount the effects of poor structural design, poor construction practices, environmental effects, and/ or excessive traffic loading (Walubita et al 2012; WsDOT 2011).
As illustrated in Figure 1, the primary mechanism of PD in the HMA mix is shear deformation caused by large stresses in the upper portions of the HMA layers under traffic loading, particularly at elevated temperatures ( Walubita et al 2012). Thus, this type of PD occurs mostly in high shear locations, in particular at intersections where braking, accelerating/decelerating and slow moving traffic take place repeatedly. In addition, the PD distress is accelerated during the summer seasons, where the extreme high pavement temperatures contribute to the instability rutting of the HMA mix, particularly under high traffic loading and/or where softer asphalt binders have been used. On the pavement structure, rutting typically manifests itself as surface depressions in the wheel paths (Figure 1).
Properly designed HMA mixes, that are identified and screened by appropriate laboratory testing, are thus required to minimise the PD on the pavement surface and/or within the pavement structure when HMA mixes are used as intermediate layers. Rutting is considered a structural failure that undesirably distorts the pavement ride quality, and water pooling after rains often causes vehicle hydroplaning with a high potential for traffic accidents. Also, pavement maintenance or rehabilitation activities are financially straining. Thus, the selection of sufficiently rut-resistant HMA mixes during the HMA mix-design stage, based on appropriate laboratory testing, is crucial (Walubita et al 2012).
Currently existing HMA PD-related tests
Various laboratory tests are currently in use to characterise the HMA mix PD response, including field PD performance prediction. These tests include the Hamburg wheel tracking test (HWTT), asphalt pavement analyser (APA), dynamic modulus (DM), repeated load permanent deformation (RLPD), flow time (FT) and flow number (FN) (AASHTO 2001; Abdallah & Nazarial 2011; Archilla et al 2007; Goh et al 2011; Mohammad et al 2006; Walubita et al 2012; Witczak et al 2002; Witczak 2007; Zhou & Scullion 2001). Walubita et al (2012) comparatively evaluated the HWTT, DM and RLPD tests and concluded that each test has its own merits and demerits, and that the onus is to be cautious as to which test to use depending on the specific engineering needs. Although there are inherent issues of high sample confinement and the inability to readily capture the HMA mix shear properties, the overall conclusions were that, of the three tests that were evaluated (Walubita et al 2012), the HWTT is the most practical test for daily routine HMA mix-design and screening. The RLPD and DM tests were found to be better suited for structural design applications, such as generating input data for mechanistic-empirical models (Walubita et al 2012). In fact, the Texas Department of Transportation (TxDOT) currently uses the HWTT, as Test Procedure designation Tex-242-F (TxDOT 2011), for routine HMA mix-design and screening in the laboratory, as well as an indicator of field rutting performance.
Study objective and scope of work
With the above background in mind, this study was undertaken to explore the potential of routinely using the FN test to characterise the PD resistance of Texas HMA mixes as a supplement to the standard HWTT test method (TxDOT 2011). Various Texas HMA mixes were comparatively tested in both the FN test and HWTT, and also related to in situ field performance (for some selected mixes). The observed advantages and disadvantages of the FN test in comparison to the HWTT are also discussed in the paper.
In terms of the paper organisation, following this introduction is a description of the FN test, along with the FN analysis models and output parameters, and the HWTT. The experimental design is then presented, followed by the laboratory test results and analysis and preliminary correlations with field performance data. The paper then concludes with a comparison of the laboratory test methods and a summary of key findings and recommendations.
The FN is one of the laboratory PD tests that show promise for rutting performance evaluation of HMA mixes, which can be used as a supplement to the HWTT (Archilla et al 2007; Goh et al 2011; Mohammad et al 2006; Witczak et al 2002; Witczak 2007; Zhou & Scullion 2002; Zhou & Scullion 2003; Zhou et al 2004). As shown in Figure 2, the FN test involves application of a specific vertical compressive (dynamic) stress level to measure the HMA accumulated vertical deformations as a function of time or load cycles. As Figure 2 shows, the Universal Testing Machine (UTM-25) was used to conduct the FN test.
In this study, the FN test was conducted at 50°C (122°F) for temperature consistency with the HWTT test - which is subsequently discussed - and to closely simulate the average Texas high summer pavement surface temperatures (when HMA mix rutting is generally more critical). A compressive repeated Haversine stress-controlled loading mode at 1 Hz (0.1 seconds loading plus 0.9 seconds rest period = 1 cycle) was applied using the UTM (see Figure 2). Based on several trial tests by these researchers at 50°C, the applied stress was selected as 207 kPa (30 psi) in magnitude with zero confinement stress for all the mixes evaluated in this study. The FN test was set to terminate at 10 000 load cycles or after accumulation of 30 000 micro-strains, whichever came first (i.e. after about 3 hours of testing time or 166.7 minutes to be exact).
With these test parameters, a single FN test on an HMA mix cylindrical specimen - 100 mm (4 inches) diameter by 150 mm (6 inches) in height - lasted for at most three hours. The HMA mix specimens were temperature-preconditioned for a period of approximately three hours prior to testing, with the temperature monitored via a thermocouple probe inserted inside a dummy HMA mix specimen also placed in the same temperature chamber as the test specimens.
Data analysis models and output parameters
During FN testing, the primary output data include the load (stress), number of load cycles (or load cycles), deformation (strain) and time per load cycle. Based on a plot of accumulated permanent strain versus load cycles, the following PD parameters are generated and used as indicators of the HMA mix rutting resistance potential:
■ Flow number (FN), in cycles
■ Accumulated permanent strain (or permanent strain) at tertiary flow (imagemaquiEp(F)), in microns
■ Time to tertiary flow (t(F)), in minutes. The respective analysis models for computing these parameters are listed in Table 1. The FN is defined as the number of load cycles for which the slope of the curve of accumulated permanent strain versus load cycles is minimum (Archilla et al 2007; WsDOT 2011) or as the number of load cycles at which tertiary flow (i.e. tertiary zone) begins (Figure 3). As shown in Figure 3, tertiary flow is differentiated from secondary flow by a distinctive departure from the linear relationship between the cumulative permanent strain and number of load cycles in the secondary zone. Thus, the "PD failure" of the HMA mix was defined as the point of onset of tertiary flow.
The flow number (FN) index concept
In addition to the traditional FN (cycles), εp(F), and t(F) parameters, the FN index was introduced (Table 1) as an exploratory concept to fully capture the HMA mix PD response and is defined as the ratio of εp(F) to FN (cycles) at tertiary flow. Theoretically, lower FN index values are related to HMA mixes that are more stable and resistant to PD. The opposite should also theoretically hold. As a supplement and/or surrogate to the individual classical PD parameters, the basic idea was to investigate if a simple composite parameter or a derivative (the FN index) that combines the classical individual PD parameters, provided superior and/or more distinctive differentiation and screening capabilities of the HMA mixes.
In Texas, the HWTT is the standardised routine test used for characterising both the rutting resistance potential and stripping susceptibility (i.e. moisture damage potential) of HMA mixes in the laboratory (TxDOT 2011).
The standard HWTT test parameters that were used are 703 N (158 lbs) vertical loading, applied at a rate of 52 passes per minute in a 50°C (122°F) water bath; with 150 mm (6-inch) diameter by 62.5 mm (2.5-inch) in height paired specimens loaded up to 20 000 HWTT load passes for about 6 hours 25 minutes (about twice the FN test time) (TxDOT 2011). The primary output data is the HMA mix rut depth as a function of the number of load passes. The terminal HWTT rutting failure criterion in the State of Texas is 12.5 mm ( 1/2-inch) rut depth, i.e. RutHWTT <12.5 mm (TxDOT 2011; Zhou & Scullion 2001).
Six Texas HMA mixes were evaluated, including crack attenuating mixtures (CAM), permeable friction course (PFC), Type B (coarse-graded), Type D- and F-dense graded mixes, and stone matrix asphalt (SMA) mixes; Table 2 presents the corresponding mix design characteristics. For each HMA mix, a minimum of three replicate samples were molded from HMA plant-mix materials and tested per each test type. With the exception of the PFC mix samples that were molded to a final density of 80±2%, all the other HMA samples were molded to a final target density of 93±1% as specified by the TxDOT standards (TxDOT 2004).
The categorisation of mix PD resistance in the last column of Table 2 was based on the rutting resistance performance and stiffness of the mixes from previous laboratory testing (i.e. HWTT, RLPD and DM) and historical field performance observations (Walubita et al 2012). However, this categorisation should not be taken as a standard, but was merely used as a reference guide for this study.
This section presents the results and the corresponding data analyses, based on a minimum of three replicate samples (or sample sets) per mix per test type. However, it should be noted that these test results pertain only to the HMA mixes and the laboratory test conditions defined in this study. Therefore, the overall findings and conclusions may not be exhaustive.
FN test results
Figure 4 shows an example of a plot of the accumulated permanent strain and strain rate (slope) determined from the FN test data using the models listed in Table 1 (i.e. Equation 3) and the MS Excel spreadsheet optimisation technique based on minimising the sum of square error method (Archilla et al 2007).
Table 3 presents the FN test results -computed for each HMA mix as exemplified in Figure 4 - and the corresponding statistics expressed in terms of the mean, standard deviation (Stdev), and coefficient of variation (COV) values. In addition, Figure 5 shows a comparison of the computed FN test parameters. This comparison suggests that the ep(F) parameter exhibits no trend and will thus be unable to effectively differentiate and screen the HMA mixes. On the other hand, both the FN (cycles) and t(F) parameters are showing the theoretically expected opposite trend to that of the FN index, except for the deviation in the trend by the CAM mix; i.e. the higher the FN (cycles) and t(F) parameters in magnitude, the lower the FN Index.
Theoretically, the lower the FN index in magnitude, the more resistant to PD the HMA mix is. Thus, the ranking of the HMA mixes based on the FN index would be as follows: SMA (best) → Type F → Type B → Type D → CAM (second poorest) → PFC (poorest). As indicated in Table 3, two specimens of the SMA mix even lasted up to 10 000 load cycles (i.e. FN index
In addition, it should be noted that while the TxDOT specification (TxDOT 2004) calls for use of PG 76-22 asphalt-binder for all the CAM mix-designs, the contractor mistakenly used a lower soft-grade PG 64-22 asphalt-binder on the SH 121 project. This could have partially contributed to this mix's fifth ranking (or second poorest) performance based on the FN index. In the field (i.e. highway SH 121 project, Table 2), however, and as discussed subsequently, the 1.5 inch thick cover of the PFC surfacing mix, overlaying the 2 inch thick CAM layer, is theoretically expected to mitigate the potential PD problems of the CAM layer.
The inferior performance of the PFC mix (i.e. poorest in the ranking) was partly due to its high total AV content (i.e. 20±2%) and the fact that the FN test was conducted in an unconfined mode. Considering the fact that the PFC mix develops stone-on-stone contact for rutting resistance, similar to the SMA, and has generally performed well in the field (McDaniel et al 2010), this result may suggest that the unconfined FN test is not ideal for the high AV content PFC mixes. These mixes should probably be tested in a confined FN test loading configuration.
Discrimination and screening of HMA mixes based on the FN test parameters
Figure 6 provides an assessment of the potential of the FN parameters to screen and discriminate the PD resistance of the mixes. A concept of discriminatory ratio (DR) was used, where the FN parametric value (i.e. FN (cycles), t(F), εp(F), and FN index) of a good mix is divided by that of the corresponding value of a poor mix. The larger the DR value in magnitude, the greater the difference between the mixes and the better the FN parameter to discriminate mixes. For this analysis, and based on the results in Figure 5 and Table 3, the SMA mix was adapted to be the best mix in terms of PD resistance and the CAM the poorest. The PFC mix was excluded from this analysis on account that the unconfined FN test appears to be unsuitable for these high AV mixes.
The DR values shown in Figure 6 indicate that the FN index provides a more distinctive differentiation and ranking capability of the mixes compared to the other parameters evaluated (i.e. high DR values in magnitude for the FN index). In particular, the ratio difference of the SMA-CAM (i.e. best versus poorest) with a DR value of 22 is visibly distinct. The εp(F) parameter on the other hand, with a DR of 1.0, shows no difference between the SMA versus Type B, and the Type F versus CAM, which is not the case with the other parameters evaluated. That is, the εp(F) parameter failed to sufficiently capture the differences in PD performance between these HMA mixes. Under this scenario (εp(F) parameter), the design engineer would not be able to readily differentiate the mixes when faced with a choice for design recommendations and may even end up selecting an inferior mix, because the laboratory PD performance prediction is hardly different.
Statistical analysis of the FN test parameters
Analysis of variance (ANOVA) and Tukey's Honestly Significant Differences (HSD) multiple comparison procedure (Tukey 1953) were used to statistically investigate the ability of the FN test parameters to differentiate the PD resistance of the HMA mixes. The results of these analyses, at a 95% confidence level, are summarised in Table 4.
The statistical interpretation of the results in Table 4, for example the last column for the FN index, is as follows: the CAM mix has the highest FN index value and is statistically listed in Group A (poorest in terms of the PD resistance), whereas the SMA - with the lowest FN index value - is categorised as Group C (best in terms of the PD resistance). The Type F, B and D mixes on the other hand, have statistically indifferent FN index values that lie in-between Groups A and C, and are subsequently listed in the same Group B.
At a 95% confidence level, Table 4 shows that only the FN index is able to statistically differentiate the SMA (best) and the CAM (poorest) from the other mixes. Statistically, the FN index is inferring that the Type F, B and D mixes have insignificantly different PD resistance properties and that SMA and CAM mixes have significantly different PD resistance properties. By contrast, the FN (cycles) and t(F) parameters are unable to capture any statistical difference in the PD resistance potential among the Type F, Type B, Type D and CAM mixes, but are able to single out the SMA as being significantly different. The εp(F) parameter, on the other hand, considers the SMA to be statistically similar to the Type B and D mixes, while the Type F and CAM mixes are categorised as being statistically different. Thus, only the FN index is able to provide a reasonable statistical differentiation of the mixes.
For comparative studies of this nature, the εp(F) parameter would normally be analysed and interpreted in conjunction with FN (cycles) and/or t(F) or vice versa. Otherwise, one of the parameters must be held constant. That is, to meaningfully compare these mixes using the εp(F) parameter for instance, they must be evaluated at the same FN (cycles) or t(F) level. As evident in Table 3, the problem is that tertiary failure occurs at different FN (cycles) and εp(F) values for different mixes. Therefore, this logic would not apply unless the tertiary failure criterion is ignored. As supported by the preceding results, the FN index, which is a function of εp(F) and FN (cycles), takes care of this quandary.
Looking at the preceding analyses and discussions, it is evident that while some parameters may give a similar mix performance ranking (i.e. FN [cycles] versus FN index), the FN index exhibits statistically superior discrimination and screening capabilities for the HMA mixes evaluated in this study. However, evaluating more mixes and exploring means to minimise variability in the determination of this parameter will further serve to substantiate the FN index concept.
FN test parameters and HMA tertiary flow occurrence
As indicated in Table 3 and in the preceding discussions, two specimens (samples # 1 and 2) of the SMA mix lasted up to 10 000 load cycles without any tertiary failure, i.e. flow. For the FN test conditions prescribed in this study, if flow or tertiary failure does not occur within the specified 10 000 cycles after 166.7 minutes of FN testing time, the following two options are proposed:
a. The FN index should be calculated at 10 000 cycles as a function of the actual measured micro-strains at 10 000 cycles (166.7 minutes) and the final FN index result should be reported as being less than this calculated value, i.e. "FN index < Calculated Value". For the two SMA samples #1 and 2 in Table 3, the FN index calculated at 10 000 cycles corresponding to the measured micro-strains of 5 425 at 10 000 cycles is 0.54; so, the FN index results would be reported as "FN index < 0.54" (see Table 3).
b. Perform extrapolative data analysis to estimate the flow parameters using the models listed in Table 1, and then compute the FN index. In the case of the SMA sample #2 for instance, the extrapolated "flow parameters" would be as follows: FN = 544 326 cycles; t(F) = 9 072.1 minutes; εp(F) = 18 713 micro-strains. So, the estimated and corresponding FN index would be "FN index = 0.03 (extrapolated)".
However, extrapolation inherently introduces some uncertainties in the results obtained (i.e. there is no complete certainty to indicate that sample #2 would actually have reached flow at 544 326 cycles and 9 072.1 minutes).
Therefore, these researchers recommend adapting the former approach in situations where flow does not occur within the 10 000 cycles test conditions. Thus, the FN index results for the SMA mix would be reported and interpreted as follows:
1. FN index (sample # 1)
2. FN index (sample # 2)
3. FN index (sample # 3) = 0.94
4. FN index (SMA)
Comparison of FN test and HWTT results
The average HWTT results based on three replicate test sets per mix type are shown in Figure 7, and the resistance to PD of the HMA mixes ranked as follows: Type D (4.36 mm) → SMA (4.61 mm) → Type F (5.45 mm) → PFC (7.60 mm) → Type B (12.90 mm) → CAM (18.00 mm; poorest). The difference in the ranking compared to the FN test results is partially attributed to the differences in the loading configuration and high sample confinement in the HWTT setup, unlike in the unconfined FN test. Even the high AV content PFC mix outperformed the Type B mix in the HWTT, which is not the case with the unconfined FN test. The possibility of moisture damage (i.e. stripping of the Type B mix) could have been another factor, with the inflexion point seemingly occurring after 10 000 HWTT load passes in Figure 7. In either case, however, the CAM mix still remains at the bottom of the ranking. Lower asphalt-binder PG grade, high asphaltbinder content, and fine aggregate gradation (Table 2) could be some of the contributing factors for this particular result.
Like for the FN index, a DR analysis of the HWTT data also exhibited a distinctive difference in the laboratory rutting performance between the SMA and CAM mix, with a DR value of 4.0. However, the DR trends for the other mix comparisons did not correlate with the FN test results - possibly on account of the differences in the test loading configuration and sample confinement as previously discussed. The extreme HWTT sample confinement may be over-scoring the true PD performance of some of these mixes. As lately experienced in the State of Texas, some HMA mixes that passed the HWTT in the laboratory are failing in the field. These field failures could be related to poor screening during the mix-design process, partially due to this high specimen confinement. Excluding the PFC mix, the HMA mix ranking comparison is as shown in Table 5.
From Table 5, both test methods rank the CAM as the least PD-resistant mix, which like the Type B mix, would have been rejected under the HWTT screening criterion (i.e. rut depth greater than 0.5 inches). As evident in Table 5, the values of the HWTT rut depths for the SMA, Type F and Type D are statistically indifferent and could hypothetically be equated to the FN index ranking. The Type D mix, although having a lower asphalt-binder PG grade (PG 64-22; see Table 2) compared to its companions SMA and Type F (with PG 76-22), is composed of 20% RAP that adds to its PD resistance properties.
As predicated by both the FN and HWTT laboratory test results, the 1¾ inch thick Type D surfacing mix on the US 59 highway has performed satisfactorily after being in service for over two years, while subjected to an average daily truck traffic (ADTT) of 1 500 vehicles at an average vehicle speed of 72.6 mph. As shown in Figure 8, the measured average surface rutting in 2012 was only 0.19 inches; thereby substantiating the laboratory test predictions.
The SH 121 with a 2 inch thick CAM, overlaid by a 1.5 inch thick PFC surfacing mix, was constructed in November 2011 and is still performing well as shown in Figure 8. The measured average surface rutting after 8 months of service, at the time of writing this paper (i.e. under an ADTT of 427 vehicles, at an average vehicle speed of 70 mph) was only 0.02 inches, thus correlating the laboratory HWTT predictions for the PFC mix, and further providing evidence that the unconfined FN test is not ideal for PFC mixes.
The new 4 inch thick Type B mix on IH 35 is covered with a 1.5 inch thick SMA surfacing mix, and the 2 inch thick Type F on US 271 is covered with 1.5 inch thick PFC surfacing mix. These highways were constructed in late 2011 and are still performing well with no surface rutting observed in November 2012 at the time of writing this paper.
It should be noted that PD of HMA mixes, unlike other distresses, most often occurs in the early life of the pavement just after construction under traffic densification, particularly under extreme temperatures. Nonetheless, this is not to indicate that this distress will not occur in the design and service life of the pavement (i.e. continued conventional traffic loading, increase in traffic volume, overloading, subsequent summers, etc). However, the ongoing long-term performance monitoring of these highway sections will aid to further verify and validate these laboratory test results.
Table 6 provides a subjective itemisation of the characteristic attributes of the two rutting test methods based solely on the HMA mixes evaluated in this study and on the authors' experience with these test methods.
Overall, while the HWTT is the simplest, most practical and readily applicable for routine daily mix-design and screening, its major challenges include the adaptability to generate multiple HMA material properties (e.g. modulus) and high specimen confinement that tends to over-score the PD resistance performance of the mixes.
The FN shorter test time, as compared to that of the HWTT, means that the test is both cost-effective and applicable for daily routine use, particularly with the FN index parameter that exhibited potential to sufficiently discriminate and screen mixes. Inability to readily test thin field cores and the need for field validation are some of the key challenges associated with the FN test. In addition, the unconfined FN test setup appears unsuitable for testing PFC mixes.
Compared to the FN variability and repeatability, with an overall average COV of 33% in the test results (Table 3), the HWTT exhibited statistical superiority with COV values less than 10% in the test results; see the example in Table 7 (Walubita et al 2012; Zhou & Scullion 2002).
As evident in Table 3, some of the HMA mixes (Type B, Type F and PFC) have FN parameters and statistics with COV values that are unacceptably on the higher side (i.e. greater than 30% in the case of the FN index). Although HMA, due to its visco-elastic nature, is generally associated with high variability at high test temperatures such as 50°C (particularly for unconfined tests like the FN), this high variability in Table 3 is primarily due to some outliers that may warrant exclusion from the overall analysis of the test results. Based on the FN index parameter in Table 3, Sample #1 (Type B), Sample #3 (Type D), Sample #3 (Type F), and Sample #1 (PFC) would be considered as outliers. If these outliers are discarded from the analysis, the statistics would be as shown in Table 8, which is considered to be reasonably acceptable and comparable to the HWTT. These statistics are also consistent with the AASHTO TP 79-12 recommendations for FN testing using the Asphalt Mixture Performance Tester (AMPT) (ASSHTO 2012).
Statistically, Table 8 suggests that outliers should be excluded from the final analysis and interpretation of the FN index results. Furthermore, excluding the outliers, while having a significant impact on the statistical variability (COV), did not seem to significantly affect the HMA mix ranking and/or screening potential of the FN index parameter. As evident in Table 9, both Tables 3 and 8 show a similar ranking of the HMA mixes; but significantly different COV values for the Type B, Type D, Type F and PFC mixes. Nonetheless, more HMA mix testing is still warranted to substantiate these results and findings in future studies.
Like the HWTT (TxDOT 2011), the FN test was conducted at a single test temperature of 50°C. This single test temperature may not truly reflect the prevailing high (summer) and fluctuating field temperatures that would otherwise warrant the use of high asphalt-binder PG grades such as PG 76-22 on some highways. As such, there is need to explore the possibilities of conducting these tests at different and/or multiple test temperatures in future studies.
In order to compare two PD-performance predictive laboratory tests, namely the FN test and HWTT, six types of HMA mixes were evaluated. The laboratory test data was accordingly supplemented with some limited field performance data from in-service highways where the same HMA mixes were used.
Based on the test methods and HMA mixes evaluated, the key findings, conclusions and recommendations drawn from this study are summarised as follows:
■ The FN index, computed from the FN test data, offers promising potential as parameter to use for differentiating and screening in the laboratory the resistance to PD of HMA mixes during the HMA mix-design stage. This fact and the shorter test time of the FN test, as compared to the HWTT, indicates that the FN test (i.e. based on the FN index computation) offers promise for routine HMA mixdesign in the laboratory as a surrogate and/or supplementary rutting test to the HWTT. However, caution must be exercised to watch out for outliers as these have the potential to statistically distort the final FN index results. Nonetheless, there is still a need to test more HMA mixes to supplement and validate these results/findings.
■ The conventional parameters computed based on the FN test - including the FN (cycles), t(F) and εp(F) - as individual parameters do not provide an effective, nor statistically significant, differentiation and screening of resistance to PD for the HMA mixes that were evaluated in this study. Therefore, application of these parameters for routine HMA mix-design and screening of PD resistance should be approached with caution. Unconfined FN testing should not be applied to PFC mixes as this tends to underestimate the potential PD resistance of these mixes, due predominately to their high AV content nature.
■ For baseline comparison with the HWTT, whose samples are tested under a tightly confining mold (i.e. no lateral or horizontal deformation), future FN tests should also be conducted in confined loading mode with no lateral deformation (i.e. bulging) of the samples. In general, test conditions should, as far as possible, be close to one another in comparative studies of this nature. Furthermore, conducting the confined FN testing will also help to further validate the laboratory performance of PFC mixes. With more test data, other options would be to explore the use of FN (cycles) to a predefined plastic strain limit (or set value) for easy comparison with the HWTT results.
■ For the highway sections evaluated, the FN index exhibited a promising correlation with field performance data. However, this was only limited data and as such, long-term performance monitoring with more field sections is strongly recommended to further validate the findings of this study and to establish some screening criterion/ threshold values for the FN index, as well as future applications of the FN index for pavement design and analysis.
Overall, this study showed the necessity of caution when selecting HMA rutting tests; depending on the specific needs, each test method has its own merits and demerits. In general, the following are some of the key challenges associated with selecting the appropriate laboratory rutting test: sample fabrication, simplicity and practicality of the test, cost-effectiveness, reasonable test time, applicability for routine HMA mix-design and screening, ability to generate multiple data, and correlation with field performance.
Specifically for the FN test, some of the primary challenges to be addressed in future research studies include the following:
■ HMA mix sample configuration and preparation
■ HMA mix sample confinement for further comparisons with the HWTT
■ Exploring multiple test temperatures
■ Addressing and minimising variability in the FN index computations
■ Exploring the computation of the FN cycles to a predefined plastic strain limit through modification of regression constants in the strain-cycle model (Equation 1).
■ Evaluating and testing more HMA mixes
■ Validation with field performance data.
The authors thank TxDOT and the Federal Highway Administration (FHWA) for their financial support and all those who helped during the course of this research work. In particular, a special word of thanks goes to the following individuals: Jacob Hoeffner (TTI), Jason Huddleston (TTI), Abu N M Faruk (TTI), Dr Geoffrey S Simate (University of the Witwatersrand) and Charles Mushota (RDA).
This paper reflects the views of the authors who are responsible for the facts and accuracy of the data presented herein, and does not necessarily reflect the official views or policies of any agency or institute. This paper does not constitute a standard, specification, nor is it intended for design, construction, bidding, contracting, tendering or permit purposes. Trade names were used solely for information purposes and not for product endorsement.
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Tukey, J W 1953. The problem of multiple comparisons. Princeton, NJ: Princeton University, Unpublished manuscript. [ Links ]
TxDOT (Texas Department of Transport) 2004. Standard Specifications for Construction and Maintenance of Highways, Streets, and Bridges. Austin, Texas: TxDOT. [ Links ]
TxDOT (Texas Department of Transport) 2012. 200-F: Bituminous Test Procedures Manual. 2011. Available at: http://www.txdot.gov/business/con-tractors_consultants/test_procedures/tms_series.htm?series=200-F (accessed in October 2012). [ Links ]
Walubita, L F, Zhang, J, Das, G, Hu, X, Mushota, C, Alvarez, A E & Scullion, T 2012. Comparison of the Hamburg, dynamic modulus, and repeated load tests for evaluation of HMA permanent deformation. Paper presented at the 91st Transportation Research Board Annual Meeting, Washington DC. [ Links ]
Witczak, M W, Kaloush, K, Pellinen, T, El-Basyouny, M & Quintus, H V 2002. Simple performance test for superpave mix design. National Cooperative Highway Research Program, NCHRP Report 465. [ Links ]
Witczak, M W 2007. Specification criteria for simple performance tests for rutting 2007. National Cooperative Highway Research Program, NCHRP Report 580. [ Links ]
WsDOT (Washington State Department of Transportation) 2011. WsDOT online manuals 2011. Available at: http://training.ce.washington.edu/wsdot/modules/09_pavement_evaluation/09-7_body.htm#rutting (accessed 1 June 2011). [ Links ]
Zhou, F & Scullion, T 2001. Laboratory results from heavy duty asphalt mixes. Texas Department of Transport, Technical Memorandum to TxDOT. [ Links ]
Zhou, F & Scullion, T 2002. Three stages of permanent deformation curve and rutting model. International Journal of Pavement Engineering, 3(4): 251-260. [ Links ]
Zhou, F & Scullion, T 2003. Preliminary field validation of simple performance tests for permanent deformation. Transportation Research Record, 1832: 209-216. [ Links ]
Zhou, F, Scullion, T & Sun, L 2004. Verification and modeling of three-stage permanent deformation behavior of asphalt mixes. Journal of Transportation Engineering - ASCE, 130 (4): 486-494. [ Links ]
Contact details:
TTI - The Texas A&M University System
CE-TTI Bldg, Room 303C, 3135 TAMU
College Station, TX 77843, United States of America
E: firstname.lastname@example.com
Contact details:
TTI - The Texas A&M University System
CE-TTI Bldg, Room 303E, 3135 TAMU
College Station, TX 77843, United States of America
E: email@example.com
Contact details:
University of Magdalena
Carrera 32 No 22-08, Santa Marta, Colombia
E: email@example.com
Contact details:
Transportation Research Centre
Wuhan Institute of Technology, 693 Xiongchu Avenue
Wuhan, Hubei Provience 430073, China
E: email@example.com
DR LUBINDA F WALUBITA holds a PhD, an MSc (Eng), and a BEng degree in Civil Engineering from the Texas A&M University, the University of Stellenbosch, and the University of Zambia, respectively. He currently works as a Research Scientist for the Texas Transportation Institute (TTI) of The Texas A&M University System, USA. His area of specialisation is roads, materials, and pavement engineering. His other research interests include nanotechnology, where he currently serves as the Vice-President for the Global Network of NanoTechnology and its Applications to Road Materials and Pavements (GNN-RMP). He is an author of over 100 publications ncluding editing an ASCE-GSP book. Dr Walubita also has substantia ndustrial experience as a roads engineer in South Africa and Zambia.
JUN ZHANG graduated from the University of Nebraska-Lincoln with a Masters degree in Civil Engineering in 2010. He has been working as a Research Associate for the Texas Transportation Institute (TTI) of the Texas A&M University System since 2011. His area of specialisation is pavement engineering and pavement materials.
PROF ALLEX E ALVAREZ holds a PhD, an MSc (Eng), and a BEng degree in Civil Engineering from the Texas A&M University, the University of Los Andes, and the National University of Colombia respectively. He currently works as Associate Professor for the University of Magdalena in Santa Marta, Colombia, where he leads the GIIC research group. His area of specialisation is pavement engineering, paving materials, and roads.
PROF XIAODIHU holds a PhD and an MSc (Eng) and a BEng degree in Civil Engineering from the Tongji University, and the Huazhong University of Science and Technology. He worked for almost five years as a Research Associate for the Texas Transportation Institute (TTI) oftheTexas A&M University System, USA; and now he works as an Associate Professor for the Transportation Research Center of the Wuhan Institute of Technology, China. His area of specialisation is roads, materials and pavement engineering. His research work is internationally acknowledged and he has authored over 30 publications. Xiaodi also has substantial industrial experience as a roads engineer in China.


text:
VANCOUVER -- A U.S. study that takes a wider examination than Canadian research into oil spill risks in the Salish Sea shows the greatest potential increase in spills is off the San Juan and Gulf Islands.
The potential for oil spills in the Haro Strait-Boundary Pass passage increases by 4.75 times as a result of the anticipated increase of 1,250 large ships annually from three planned projects in the waters shared by British Columbia and Washington state, according to the draft findings of a U.S. Environmental Protection Agency-funded study.
The potential for oil spills without the three projects is in the hundreds of barrels of oil a year in Haro Strait, which means the increased risk pushes the potential oil loss to more than 1,000 barrels of oil.
There has not been a major oil spill in the Salish Sea for more than 25 years. The Salish Sea encompasses Georgia Strait, the Strait of Juan de Fuca and Puget Sound.
While Canadian studies have focused only on tanker increases from Kinder Morgan's $5.4-billion Trans Mountain pipeline expansion, the U.S. study also includes the cumulative effects of vessel traffic in the Salish Sea from Deltaport's $2-billion planned container expansion and the $640 million Gateway Pacific Terminal. The bulk terminal at Cherry Point near Bellingham will handle products such as coal, grain and potash.
Risks from increased traffic include collisions and groundings.
The overall potential in the Salish Sea for oil loss increases 68 per cent from the three projects, according to the study led by the Washington state-agency Puget Sound Partnership and the Makah Tribe.
The study found other areas in the shared waterways that have potential significant increases in oil losses from the three projects: 4.4 times at the entrance to the Strait of Juan de Fuca.
The study's findings are expected to be finalized this month, after which recommendations will be considered based on mitigation strategies also modelled in the study, including slowing the speed of ships, adding rescue and escort tugs and designating routes for ships.
The analysis showed that mitigation could largely offset the increased risks from the three projects.
Unlike in Canada, the U.S. study also attempts to get broader acceptance by bringing to the table all those with interest in the issue, including First Nations and environmentalists.
Todd Hass, a Puget Sound Partnership marine and nearshore special projects official, said it's hoped the study will add a broader perspective to oil spill risks.
"That will allow ongoing collaborative efforts to make timely and well-informed traffic management decisions heading into the future," said Hass, who co-chaired the study's advisory group.
He said he expected U.S. officials would be talking to their Canadian counterparts before any mitigation recommendations are made.
While only the increased ship traffic from the Kinder Morgan project will transport oil as cargo, the large container ships and bulk carriers from the other two projects also pose a risk of oil spills from the large amount of fuel oil they carry, according to the study. An increase in oil barges that fuel the ships are also a consideration in the risk analysis.
As in British Columbia, where there is opposition to the increased shipping traffic from the Kinder Morgan and Deltaport projects, there is also opposition in Washington state to the Gateway Pacific bulk terminal.
Seattle Mayor Mike McGinn is opposed, as is the Lummi Tribe.
But unlike in Canada, the U.S. study has support from some environmental quarters.
Veteran Washington marine activist and whale biologist Fred Felleman sits on the study's advisory group with shipping industry, labour and government representatives.
Felleman says it's essential that projects such as Kinder Morgan not be looked at in isolation.
Felleman said he likes that the study is being conducted by independent researchers at George Washington University, and that the model has been used in other areas such as San Francisco and Prince William Sound, the site of the 1989 Exxon Valdez tanker spill.
"This wasn't a product that was the creation of the (environmental groups) or of the industry. It really is a far more inclusive document that makes it a lot harder for folks to walk away from it saying it's horribly biased or inaccurate," observed Felleman, a representative of Friends of the Earth.
It is hard to compare the U.S. study directly with oil spill risk analysis in Canada because the studies use different measures to quantify risk.
Kinder Morgan's consultants concluded the risk of a large spill is very low, once in 2,300 years.
A recent federal study found the addition of the Kinder Morgan project would likely increase oil spill risks to "very high" in southwestern B.C. waters.
In a brief email, Transport Canada officials said they would review the U.S. study and consider any new information.
In an email, Kinder Morgan official Bikramjit Kanjilal said the company expects many studies to be conducted that "may assist" in informing the public and decision makers on the potential marine risks in the region.
Kinder Morgan has already recommended adding escort tugs and a moving exclusion zone for other ships around tankers, noted Kanjilal, senior official of marine development for the Trans Mountain expansion.
B.C. NDP MP Nathan Cullen (Skeena-Bulkley Valley) said it is a worrying trend that Prime Minister Stephen Harper's government is pulling away from this kind of needed proactive, collaborative research as seen in Washington state. "It means we don't know as much," he said.

subset: commoncrawl


text:
Just discovered Killroy and Tina a couple of weeks ago.
I love your technical difficulties sign. It's appropriate to the comic, and Piglet is a nifty touch.
On 2002-04-11 18:11, justinpie wrote:
Thanks, PolyWitch! I think Piglet might be public domain by now too! Hooray for not getting sued!
Users browsing this forum: No registered users and 0 guests


text:
- Products
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- contact
Fast, Agile & Secure SD-WAN for Azure
Simplified cloud connectivity with SD-WAN
Learn more with the Office 365 Chalk Talk
better app performance for Office 365
Extend the same Riverbed application acceleration and user and business benefits to cloud services.
bandwidth reduction for Azure Site Recovery
Results of a study conducted by Microsoft on the effectiveness of using Riverbed SteelHead optimization with Azure Site Recovery.
optimization for Azure Express Route
Results from Riverbed Whitepaper "Important considerations when optimizing Office 365 in an EXP environment".
Accelerating Microsoft Exchange Online with Riverbed SteelHead SaaS


text:
Author: Sarah Pinborough
Release date: 26th January 2017
Publisher: HarperCollins
Genre: Thriller (supernatural)
Source: Review copy from the publisher
Description: Louise: Since her husband walked out, Louise has made her son her world, supporting them both with her part-time job. But all that changes when she meets...
David: Young, successful and charming - Louise cannot believe a man like him would look at her twice let alone be attracted to her. But that all comes to a grinding halt when she meets his wife...
Adele: Beautiful, elegant and sweet - Louise's new friend seems perfect in every way. As she becomes obsessed by this flawless couple, entangled in the intricate web of their marriage, they each, in turn, reach out to her. But only when she gets to know them both does she begin to see the cracks...Is David really the man she thought she knew and is Adele as vulnerable as she appears? Just what terrible secrets are they both hiding and how far will they go to keep them?
My thoughts: Going in to this book, I wasn't sure what to think. I'd heard the first couple of pages at an event and didn't want to read another thriller centred around an unhappy or abusive relationship. Then I heard there was a slight 'weird' or fantasy element to it - a very subtle one, but enough to make it not just a normal thriller. If you're familiar with Ms. Pinborough's work, this shouldn't surprise you, as it's sort of her calling card. I decided to give the book a try.
It's an awkward book to review, because so much of the impact comes from the little twists, and I don't want to give anything away. There were a few times where the pace didn't quite go fast enough for me, but just as I was on the verge of giving up, something would be revealed, sometimes a thing which changed my perception of events so far, and I'd be hooked again.
Adele and David were childhood sweethearts from very different backgrounds, and Sarah Pinborough uses flashbacks and diary entries to show how happy their relationship was at that time. It contrasts dramatically with the present, where something is (or in fact several somethings are) wrong with their relationship. As Louise tries to puzzle out what's going on, the amount of manipulation going on between the three of them seems to get deeper and deeper. It's not a happy story. Told across several different points of view, you never quite know which narrator to trust, or if what they are guessing at is true. With Behind Her Eyes, Sarah Pinborough has redefined the unreliable narrator, and it's great.
The hashtag for Behind Her Eyes is a bold #WTFthatending, which is what caught my attention, and when I finally got to the end, I think my eyes were as wide as saucers as I read. I loved it - it was a twist that I completely didn't guess and I do want to reread the whole book knowing the full story. Overall, I did very much enjoy the book, so I'm giving it 7 out of 10. If you're looking for a thriller and are prepared for a tiny fantastical twist, this is absolutely the book for you.


text:
Bella Donna Dress, Betty Platform, Whiskey River Pendant.
Cutwork Tap Short, Sequin Pullover, Darcy Cork Wedge.
Stripe Boy Tee, Washed Vegan Leather Short.
FP New Romantics Geo Embroidered Cutout Dress, La Playa Turquoise Collar.
Cropped Stripes Pullover, Destroyed Skinny Jean.
FP One Diani Dress, Daisy Chain Headpiece, Sanibel T Bar Clog.
So… who's ready for a trip to Palm Springs?
View the full January Lookbook.


text:
Every month Facebook has a new virus or malware enticing users to click a link to see an outrageous video or asking users to change their password. While the malware may change slightly, it's still out to cause havoc and needs new user computers or accounts to keep growing.
Well, it took Facebook a few years, but it's finally going beyond its in-house security to partner with Websense, a San Diego-based firm, to police its 750 million-person social network.
The Websense® ThreatSeeker® Cloud, an advanced classification and malware identification platform, will then analyze the link in real time. If the destination site is considered unsafe, the user is presented with a warning page that offers the choice to continue at their own risk, return to the previous screen, or get more information on why it was flagged as suspicious.
Our only response is why did it take so long? The barrage of links to spam and other malware ebb and flow, but have never stopped on Facebook. Perhaps now, with the launch of the new Facebook, the social network is taking everything -- including security -- more seriously.


text:
Carlsberg (Drink and beverages, alcoholic)
18 min read
Euromonitor Company Profiles, August 2019
What else does this article talk about?
- Beer & cider
Interested in seeing what other marketing challenges WARC covers?
WARC's coverage is unrivalled – grouping articles, case studies and research around 100 different marketing topics, arranged across 11 themes.
We believe that effective marketing is based on facts, not opinions
Since 1985, we've brought confidence to marketing decisions through the most trusted research, case studies, best practice, data and inspiration. Today, we help 75,000+ marketers across 100+ countries.
- Learn more about why marketers rely on us to help make their marketing effective
- Want a taster of the latest evidence? Subscribe to our daily newsletter
- Need access to our effectiveness experts for your project? Talk to our advisory team


text:
Oops! That blog is no longer available.
404 Blog not found error.
The blog you are looking for is no longer located here. It may have been moved or deleted as we, the webteam, tend to do that sort of thing without telling anyone-our sincerest apologies. Please try one of our search options or start from the home page to track down what you were looking for. If you think we blew it, and should be punished accordingly, let us know.
Yours humbly,
PCC Webteam


text:
Michael A. Smith, M.D. is committed to providing the most current health information available. Dr. Mike's ability to present complex medical topics in a clear manner has attracted a sizable following of anti-aging and disease-prevention enthusiasts who have dubbed him "the country doctor with a city education."
A graduate of the University of Texas Southwestern Medical School in Dallas, TX, Dr. Mike is the online personality for Life Extension®, the world's leading organization dedicated to extending the healthy human life span. An author, blogger, lecturer and national media personality, he has created and conducted numerous health‑related webinars as well as scripted and hosted a variety of informative online videos.
"I was taught that learning is the beginning of health," said Dr. Smith. "And, learning something new is what my show is all about. My job is to focus on the general public and engage them in the conversation, while helping them apply what they learn in their daily lives."


text:
Mercedes-Benz GL SUV has smooth ride to disguise bulk
The Mercedes-Benz GL SUV is big. Three rows of seats big. More than 5,400 pounds big.
The wonder of this giant SUV is that once you are chugging along a secondary road with a good head of steam, it somehow doesn't feel all that gargantuan. While the GL is no shrinking violet, it's not like the big boys that were all the rage in the early 2000s.
I'm referring to the once-popular Chevy Suburban and Ford Excursion, land-bound barges which slurped down gasoline by the barrelful. Both were 18 feet-something long. (The Suburban lives on, with a much smaller sales; the Excursion is dead.)
The GL serves the same alleged purpose as those hulks: To haul you and your extended family and their junk. Yet all too often these big SUVs are commandeered by the driver riding alone. Hence today's full-size SUVs call for better drivability and increased fuel efficiency.
The GL is 16.75 feet long, and seats as many as seven people. Fold down the middle and rear seats and you'll open up 93.8 cubic feet worth of space. I've seen smaller Manhattan studio apartments.
The truck's bulk is well disguised by a mix of gentle folds and body contours, a sculpted tailgate and a spoiler jutting off the roof. They trick the eye into reading the sheet metal as separate components rather than an oversized blob. Up front, the shape of the headlights is dynamic, playing off the bluntness of the grill.
Nifty Navigation
The hood slopes and drops off at the sides, improving sight lines and giving the driver a good idea of the fenders' width, making it less stressful when backing out of tight garages or navigating cramped side streets.
All-wheel-drive is standard. The GL moves through curves with confidence despite a soft, cosseted ride.
Like an increasing number of oversized vehicles whose engineers seem to have taken their cue from Range Rover, it has an adjustable air suspension. The ride height changes depending on the situation. It squats at highway speeds and can be raised to crest over obstacles in the road.
Still, as countless Suburban owners have learned, fuel efficiency matters, particularly when you're standing in front of the gas pump, cringing.
The 362-horsepower GL450 has a 4.6-liter V-8 that gets 14 miles per gallon in town and 19 on the freeway. Not super economical. The more-powerful models, the 429-hp GL550 and the 550-hp GL63 AMG, get even poorer mpg.
Gas Mileage
Potential buyers might consider the diesel model I tested. The GL350 BlueTEC has a 3.0-liter, turbocharged diesel V-6. This alternative powertrain is mated with a seven-speed automatic transmission and manages 19 city, 26 highway.
Pricing starts at $63,050, making it slightly cheaper than the GL450. (The super-performing AMG version, with a 5.5-liter V-8, is $117,800.) My test model carried a heap of optional packages, raising the sticker to $84,110.
Diesel is incredibly popular in Europe, and it's heartening to see more diesel models making their way to the U.S. Not long ago there were only a few diesel SUVs available, including the BMW X5, Volkswagen Touareg and Audi Q7.
Now Mercedes offers versions of the ML and GL and, soon, the smaller GLK. Porsche has a diesel Cayenne and the Jeep Grand Cherokee will soon offer a diesel V-6.
The GL350 makes only 240 horsepower and, characteristic of a diesel, it churns out 455 pound-feet of torque. That means power delivery is very different from a high-revving, high- horsepower engine.
Polar Bear
Think of it more like a charging polar bear rather than a jaguar's high-spirited sprint to top speed. Poke at the diesel GL's accelerator and it takes a moment to react. Once it's moving, the full strength and anger are already there.
Hence the BlueTEC hustles up even the steepest highway hills while never seeming to labor hard. Revolutions per minute are remarkably low -- max engine speed is 4,750. Stab the gas to make a sudden pass, though, and the moment's pause can seem interminable.
Drawbacks are few. My GL started up in extremely cold temperatures without any hesitation, and unlike old diesels, doesn't spew black smog. Still, every 10,000 miles or so, drivers have to refill the 8.3-gallon urea tank with a fluid, called Adblue, which helps counteract diesel's exhaust pollutants. While you can do it yourself, most owners have it done at the dealership, which means added cost.
If you do pack the family in, most of your passengers will find the GL plenty roomy, including those in the second row. The third row is harder to access; better for kids than grandparents.
As for the $20,000 worth of extras on my test model, the best option was the $1,090 panoramic sunroof, making the cabin lighter and airier.
The GL is definitely the giant on Mercedes's lot. Fortunately, it's a gentle one.
The 2013 Mercedes-Benz GL350 BlueTEC at a Glance
Engine: 3.0-liter V6 diesel with 240 horsepower and 455 pound-feet of torque.
Transmission: seven-speed automatic.
Speed: 0 to 60 mph in 8.3 seconds.
Gas mileage per gallon: 19 city, 26 highway.
Price as tested: $84,110.
Best feature: Comfortable, confident handling in a big package.
Worst feature: Even the diesel gets only adequate gas mileage.
Target buyer: The comfort-minded driver who needs a family hauler.
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text:
people are looking at this right now. This is on SALE, and everyone's got their eyes on it!Grab It Now →
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text:
Best definition
Wii Sportssports
wii game where you swing the wiimote a lot and it leaves you worn out and sore as hell the
next day.
Dude, after boxing on Wii Sports, I was so sore I couldn't get up the next morning!
Wii Sports: define #2
Wii Sports
Code for Sex If you know what i mean. The remote going up and down under the covers Like mario cleaning peachs pipe ehh ohh ehh ohh
*next to ur mom and ur friend* Son: Damn that was some crazy Wii sports last night bro! Friend: Yea she got the remote right? Son: Hellz Yah! Mom: What are you talking about? Son: A video game


text:
ChicagoEngineer necesitaba un nuevo diseño de impreso o envases y lanzó un concurso de diseño en 99designs.
Un ganador ha sido elegido entre 5 diseños de 3 diseñadores freelance.
DMC is an engineering and software development company. We are a B2B custom project based business.
Inspired by the book "The Checklist Manifesto" we have decided to create "Retro-Tech" Checklists for the common operations we perform on a regular basis.
We have extended the concept of a standard checklist to enhance the lists with images that will make them more impactful and useful
The primary user of the checklists will be DMC engineers. However, it is fully anticipated that our clients will see the checklists and perhaps even ask for them. Therefore, the checklists must have some DMC company branding.
The project consists of updating/redesigning 10 prototype lists. The critical success factors include:
1. Must be able to select images that convey the task/message we are trying to have done.
2. This must be delivered in an easily editable format. Acceptable formats include:
* MS Word (slight preference)
* InDesign (definitely acceptable!)
3. Images selected must be either free or very inexpensive (e.g. from http://www.freestockicons.com, Shutterstock, iStockPhoto, etc.) sites.
More details are in the attached MS Word File. This file has detailed requirements, the existing checklists and a table describing each item and existing photos on the list.


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text:
Born and raised in a tropical country means that snow is a magical event that happens only in films, cartoons and fairy tales. Years ago my husband and I had a pleasure to spend our Christmas in the charm city of Munich. We were walking in the middle of Marienplatz, just few hours before midnight in December 24th, when it started to snow. There was a huge Christmas tree all lined with beautiful lights, and the square was also totally decorated. And then everything became beautifully white. Could you image a better scenario to see snow for the first time? That was certainly one of the most beautiful and magical Christmas of my life.
The first snow of this winter in Beachwood was last Saturday. I could stay hours and hours watching the light snowflakes falling and slowly touching the branches of the trees and the last leaves of the autumn. That moment made me hypnotized because I always remembered my Christmas Eve in Munich and also my visit to the Bavarian Alps and The Schloss Neuschwanstein.
So I made these snowflakes cookies to celebrate this moment. Sugary cookies decorate with peppermint royal icing are perfect Christmas treats.
I wish you and yours a very wonderful Christmas!
Snowflakes Cookies Decorated with Peppermint Royal Icing
Sugar cookies
(from Martha Stewart Website)
2 cups all-purpose flour, plus more for rolling
1/2 teaspoon baking powder
1/4 teaspoon salt
1/2 cup (1 stick) unsalted butter, room temperature
1 cup granulated sugar
1 large egg
1 teaspoon vanilla extract
Assorted candies, sprinkles, or colored sugars, for decorating (optional)
In large bowl, whisk flour, baking powder, and salt. With an electric mixer, cream butter and sugar until light and fluffy. Beat in egg and vanilla. With mixer on low, gradually add flour mixture; beat until combined. Divide dough in half; flatten into disks. Wrap each in plastic; freeze until firm, at least 20 minutes, or place in a resealable plastic bag, and freeze up to 3 months (thaw in refrigerator overnight).
Preheat oven to 325 degrees. Line baking sheets with parchment. Remove one dough disk; let stand 5 to 10 minutes. Roll out 1/8 inch thick between two sheets of floured parchment, dusting dough with flour as needed. Cut shapes with cookie cutters. Using a spatula, transfer to prepared baking sheets. (If dough gets soft, chill 10 minutes.) Reroll scraps; cut shapes. Repeat with remaining dough.
Bake, rotating halfway through, until edges are golden, 10 to 18 minutes (depending on size). Cool completely on wire racks.
Peppermint Royal Icing
2 pounds confectioners' sugar, sifted
1/2 cup plus 2 tablespoons meringue powder
Scant 1 cup water, plus more if needed
1/2 tablespoon peppermint oil
With an electric mixer on low speed, beat ingredients until fluffy, 7 to 8 minutes. Use immediately, or transfer to an airtight container (royal icing hardens quickly when exposed to air) and refrigerate up to 1 week. Stir well with a flexible spatula before using.
Thin icing as needed by stirring in additional water, one teaspoon at a time. For piping designs, add just enough water that icing is no longer stiff; for floodwork, add water until icing is the consistency of honey.


text:
Issue #139 / Jun 2012
Cover Theme: Automation
DVD: Ultimate Edition 3.2
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Issue #139
SERVICE: Ultimate Edition 3.2
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NEWS: Tech Tools
Comparing the M23 and Spacewalk software distribution systems
COVER STORIES: Package Delivery
Monitoring logs with Logcheck and Logsurfer
COVER STORIES: Log Rider
Some automation tips from our authors and experts
COVER STORIES: Eureka!
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Lenovo Upping Their Linux Support
Lenovo is now offering full certification and Linux preinstalled hardware.
LPI Launches FOSSlife Website
Linux Professional Institute launches FOSSlife, a website for the FOSS community.
Tuxedo Computers Joins the Ryzen Bandwagon
Tuxedo Computers has released the Tuxedo Boot BA15 with an AMD Ryzen 3500 CPU.
Linux Apps on Windows Is Coming
Linux GUI apps will be coming to Windows Subsystem for Linux.
Linux Usage Is on the Rise
According to NetMarketShare, Linux saw a significant bump in usage during April.
Lenovo is Jumping on the Linux Laptop Bandwagon
PC and laptop maker Lenovo is set to release ThinkPad laptops pre-installed with Fedora Linux.
A New Linux Laptop Is in the Making
Manjaro Linux and TUXEDO computers have joined forces to develop the InfinityBook Manjaro.
Ubuntu 20.04 Has Been Released
The latest iteration of the user-friendly Linux distribution is now available.
Nextcloud Partners with IONOS
Nextcloud has partnered with Germany's largest cloud provider, IONOS, to provide a safe haven for your data within the cloud.
Linux to Get High Resolution Wheel Scrolling
Work on high resolution wheel scrolling for the Linux desktop is being completed.


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Abstract and Keywords
Social workers are uniquely prepared to provide leadership for collaborative practice, especially when they employ intervention logic. Intervention-driven collaboration develops interdependent relationships among people. These relationships are cemented by norms of reciprocity and trust, enabling participants to organize for collective action in response to "wicked" problems characterized by uncertainty, novelty, and complexity.
Among the family of "c-words" (for example, communication, coordination), collaboration is the most difficult to develop, institutionalize, and sustain because it requires new organizational designs, including inter-organizational partnerships, as well as policy change. Notwithstanding the attendant challenges, collaborative practice is a mainstay in multiple sectors of social work practice, including mental health, substance abuse, school social work, complex, anti-poverty initiatives, international social work, workforce development, and research. Growing collaboration with client systems connects collaborative practice with empowerment practice and facilitates the achievement of social work's mission.
Keywords: collaboration, social work practice, collective action, complex change
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More Headlines
Head Coach Spotlight
Alex Ivansheck is in her eighth season at the United States Coast Guard Academy after being named the head coach in June of 2012. In her first season she led the Bears back to the NEWMAC tournament for the first time since the 2009-10 season.
In the 2014-15 season, she lead the team to its second straight 19 win season as the Bears finished 19-8 overall and 12-4 in the NEWMAC advancing to the conference tournament semifinals for the first time since 2008. The team also won a school-record 12 straight games and she was named the NEWMAC Coach of the Year. The 12 NEWMAC victories posted in the 2014-15 season were the most in school history.
Ivansheck increased the team's win total in each of her first three seasons at the helm posting 10 in 2012-13 and 19 in the next two seasons and enters this season with a career mark of 95-87.
Ivansheck spent the previous six seasons as an assistant coach at Ithaca College where she helped the Bombers post a 116-50 record, including a 81-11 mark in Empire 8 games. Ithaca made three NCAA playoff appearances, won four conference regular-season titles and two postseason tournament championships and recorded the league's first 16-0 record ever in any sport during her time there.
She is no stranger to Southeastern Connecticut, growing up in Salem and graduating from Norwich Free Academy in 2000. While at NFA, she played for legendary coach Bill Scarlata and won a pair of Class LL state championships while the team qualified for the ECC and state championship in each of her four seasons on the basketball team. Ivansheck was also a four-year member of the cross country team that participated in both the state and New England Championships for four consecutive seasons.
Prior to arriving at Ithaca, Ivansheck spent the 2005-06 season with the women's basketball staff at William Smith, where she helped the Herons to a second round of the NCAA playoffs. William Smith finished 22-8 and won the Liberty League's regular-season and championship tournament titles.
Ivansheck played at Ithaca from 2000 to 2005 (an injury sidelined her for all but five games of her senior season; she received a medical hardship waiver from the NCAA and played a fifth season while pursuing a master's degree). A point guard, she helped the Bombers to a record of 109-28 during her career, with NCAA playoff berths each season. Ithaca won Empire 8 titles in 2001, 2003, 2004 and 2005. In her career, Ivansheck scored 567 points and pulled down 309 rebounds. Her career totals of 333 assists and 253 steals are both fourth on the program's all-time lists (she was third in both categories after finishing her career). She received honorable mention to the Empire 8 all-star team in 2002 and 2005.
She interned with the Women's Sport Foundation as an undergraduate at Ithaca. Ivansheck earned her bachelor's degree in sport management, with a minor in coaching, in 2004 and received a master's degree in business administration in 2005 at Ithaca. Ivansheck also serves as an instructor in the Academy's Health and Physical Education program.
(updated Oct. 2019)


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Coming To Plates In Europe: Patented Vegetables, Produced By Conventional Breeding
from the whose-side-are-they-on? deptThe European Patent Organization (EPO) is a strange entity. Despite its name, it has nothing to do with the European Union. Instead, it was set up on the basis of the 1973 European Patent Convention to grant patents under that Convention.
As an independent body whose only reason for existing is to oversee the issue of patents, it has a natural tendency to widen their reach. One of the most hotly-contested areas where that is happening is software patents, which are not granted in Europe "as such" (you can imagine what fun the lawyers have with those two words).
For its latest expansionist moves, the EPO seems to have cast a lustful eye over the world of vegetables. Here's the background to the so-called "broccoli" case from the EPO itself:
British company Plant Biosciences was granted a European patent (EP1069819) for a method for the production of plants whereby the level of a potentially anticarcinogenic substance in broccoli plants can be increased.The issue here is that the original patent was issued for plants produced by ordinary, "biological" methods, and those are excluded from patentability. Where things get strange is when Plant Biosciences withdrew part of its claim:
French company Limagrain and Swiss group Syngenta filed notices of opposition to the patent in 2003 and maintained their challenge in subsequent appeals. They allege, among other things, that the patent protects an essentially biological method of breeding plants excluded from patentability under the European Patent Convention (EPC) binding on the EPO. The technical board of appeal hearing the two appeals stayed the proceedings and referred questions to the Enlarged Board of Appeal (EBA) with a view to obtaining clarification of the term "essentially biological processes for the production of plants (or animals)" and the associated exception to patentability.
the patentee has proposed to limit its original patent by excluding the breeding methods.You might think that would be the end of the patent, but no such luck. Here's what the EPO writes in the sentence following the one above (and note our old friend "as such"):
Thus, only the broccoli plants as such remain protected.This is truly crazy. The "patentee" has withdrawn any claim to a patent on the breeding method -- because, as the two companies objecting pointed out, such biological methods are excluded from patentability. And yet Plant Biosciences still seems to be claiming the result of those unpatentable biological methods, which is essentially what every farmer has obtained since the dawn of agriculture through cross-breeding.
Sadly, it seems likely that the revised claim will be accepted, because the appeal against the patent has been cancelled:
The two firms appealing the patent made their request for a public hearing conditional on whether the board decides not to follow the proposal of the patentee. Therefore, the board will now issue its reasoned decision in writing.Untangling the logic there, what this means is that the two companies objecting to the patent asked for a public hearing only if the EPO did not accept Plant Biosciences' proposal to limit the patent to the result, not the process. The EPO has accepted that proposal, and so no public hearing will be held, and it therefore seems likely that the modified patent will be accepted. In this way, the EPO will have set a precedent for allowing patents on the result of ordinary biological breeding � and succeeded in extending its patent empire just a little further.
In fact, in addition to this "broccoli" patent, there is already a "tomato" patent, and according to this article on the affair, there are plenty more in the pipeline:
Ruth Tippe from the No Patents on Life! Initiative said that further patents with claims on bread, flour and noodles (EP1331845) and cucumber (EP1433378) are also due to be granted. "The EPO is about to grant further patents very soon," she said. "For example, on 2 November a patent will be granted to Bayer claiming cucumber derived from conventional breeding."Indeed, given the extremely low bar for patentability that the EPO is setting here, it seems almost inevitable that there will be a mad rush to patent vast swathes of the vegetable kingdom before anyone else does.
What's worrying about this is not just the fact that all kinds of key foodstuffs produced by conventional breeding may end up patented, but the complete lack of any sensible logic from the EPO in allowing them. It emphasizes once again the unaccountability of an independent organization whose chief priority is granting patents, rather than seeking to serve the public interest -- as one subject to democratic checks might be.
Taken together with the EPO's continual weakening of the ban on software's patentability, this latest episode suggests that it is time to bring the EPO to heel, and to make it accountable to the European people whose name it bears.
Follow me @glynmoody on Twitter or identi.ca, and on Google+
Filed Under: conventional breeding, europe, patents, vegetables
Companies: epo


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The SQL Server Society of Las Vegas meeting has come and gone once again. This meeting is held typically on the second thursday of the month each month. Once the meeting got under way, it was a very good meeting and people were highly impressed with the meeting. Getting to the point where a good impression could be made was a different story.
This month was another one of those months where it seemed everything was doomed to go wrong. Fortunately we were able to mitigate most of the problems. The first problem we had was that the building resource we use got things fouled up and did not get us on the schedule somehow. Fortunately, we had somebody there an hour ahead of schedule that was able to secure a room anyway. The next problem came down to the overhead equipment. The projector had a burned out bulb. If the presentation were supposed to an in-person presentation, this would have been a significant issue. Fortunately we had Grant Fritchey presenting from the east coast via livemeeting. That worked well because we could just use a couple computers and dial up the livemeeting and still get the presentation. I had speakers (I had planned on needing them anyway so I could stream the meeting on the overhead through my laptop). Then we had microphone problems. I have no real answer for how we got the mic on our end working except that after three tries through the livemeeting audio setup, it finally accepted the microphone and we were able to start interacting.
Grant gave a presentation on reading execution plans. It was a good presentation and the participants enjoyed it. I know from feedback of those in the building that they learned a lot and were impressed. I recorded the livemeeting and am trying to find a location where the file can be placed. It is too large for my site, and it is too large for the SSSOLV site for upload. If anybody has some ideas on that, please let me know.


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Volkswagen apparently is trying to make a point about the safety of their newest Jetta in their new ads.
Warning: brace yourself.
I don't know whether this is good advertising, whether it will be effective, whether it is honest or ethical. But man is it memorable.
And for my part, I can say that the point seems fair to me -- that modern cars are ridiculously safe. I admit that it's dangerous to draw conclusions from personal anecdote, but in my ER, I see a *lot* of blunt trauma. There is a strong correlation between age of the car and severity of injury (controlling, of course, for seatbelt usage and alcohol involvement). The medics usually bring in a photo of the accident vehicle, and it astonishes me daily at these utterly wrecked cars and their essentially uninjured occupants.
09 May 2006
Volkswagen apparently is trying to make a point about the safety of their newest Jetta in their new ads.
Posted by shadowfax at 8:30 PM
3 comments:
I'm glad you wrote a bit about the safety of cars these days. When I was at BIRL (Northwestern's research lab), I did some research for an invetigator there at the NU traffic institute and ended up watching a ton of videos from NHTSA (National Highway & Traffic Safety Administration) and their tests were proving conclusively 15 years ago that air bags were *way* better than seatbelts at saving lives in high-speed collisions, and yet it was exceedingly hard to make that case. In fact it was almost made illegal for a car company to publish information about the true relative worth of the two restraining devices because getting people to wear seatbelts was such an emotional (and important) issue.ReplyDelete
BTW, watching the uncensored crash tests are way cool.
I remember the first TV spot from the "car safety" genre I ever saw. I can no longer remember the make or model.ReplyDelete
The entire spot was filmed in slow motion on a featureless track covered in water. The car was skidding in around gracefully in a circle with wonderfully erotic spumes of water spitting up from the leading edge.
The imagery was so captivating that you didn't stop to say to yourself "Holy shit, that car is skidding! I don't want a car if it's gonna do that!"
After reading your post, I get it. It's a safety thang.
- Anonymous5/11/2006 9:21 AM
There is more than one VW commercial out like this. I have seen two and heard there is another. They are certainly memorable and now that I recognize them, I don't watch them to the end. They still startle me. Since I am shopping around for a new car soon, this has made me 1) actually consider VW, 2) insist on side curtain airbags regardless and 3) made me reconsider my initial choices. I am looking for a small car (which is a bit disorienting after driving a minivan for five years) and I am taking the time to really get info on crash statistics.ReplyDelete


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These calcium channel blockers help slow
the heart rate by blocking the number of electrical impulses that pass through
AV node into the lower heart chambers (ventricles).
Calcium channel blockers are rate-control medicines used for atrial fibrillation. They are used if your heart rate is too fast, which may cause symptoms.
Rate-control medicines such as calcium channel blockers usually do not return your heart to a
normal rhythm—in other words, your heartbeat will still be irregular. But these
medicines can keep your heart from beating at a dangerously fast rate. This may also relieve symptoms caused by a fast heart rate.1
Your heart rate may not need to be very low. A heart rate of 110 beats per minute may be enough to help you.2
All medicines have side effects. But many people don't feel the side effects, or they are able to deal with them. Ask your pharmacist about the side effects of each medicine you take. Side effects are also listed in the information that comes with your medicine.
Here are some important things to think about:
Call 911 or other emergency services right away if you have:
Call your doctor if you have:
Common side effects of this medicine include:
See Drug Reference for a full list of side effects. (Drug Reference is
not available in all systems.)
Check your pulse. Your doctor may ask you to take your pulse regularly to make sure your heart rate is not too slow. To learn how to take your pulse, see the topic Taking a Pulse (Heart Rate). Your doctor might have you use a device to record your heart rate at home for a couple of days. This device is
referred to by several names, including
ambulatory electrocardiogram and Holter
Medicine is one of the many tools your doctor has to treat a health problem. Taking medicine as your doctor suggests will improve your health and may prevent future problems. If you don't take your medicines properly, you may be putting your health (and perhaps your life) at risk.
There are many reasons why people have trouble taking their medicine. But in most cases, there is something you can do. For suggestions on how to work around common problems, see the topic Taking Medicines as Prescribed.
If you are pregnant, breast-feeding, or trying to get pregnant, do not use any medicines unless your doctor tells you to. Some medicines can harm your baby. This includes prescription and over-the-counter medicines, vitamins, herbs, and supplements. And make sure that all your doctors know that you are pregnant, breast-feeding, or planning to get pregnant.
Follow-up care is a key part of your treatment and safety. Be sure to make and go to all appointments. And call your doctor if you are having problems. It's also a good idea to know your test results and keep a list of the medicines you take.
Complete the new medication information form (PDF)(What is a PDF document?) to help you understand this medication.
CitationsMorady F, Zipes DP (2012). Atrial fibrillation: Clinical features, mechanisms, and management. In RO Bonow et al., eds., Braunwald's Heart Disease: A Textbook of Cardiovascular Medicine, 9th ed., vol. 1, pp. 825–844. Philadelphia: Saunders.Van Gelder IC, et al. (2010). Lenient versus strict rate control in patients with atrial fibrillation. New England Journal of Medicine, 362(15): 1363–1373.
Last Revised:
December 14, 2012
Healthwise Staff
Medical Review:
Rakesh K. Pai, MD, FACC - Cardiology, Electrophysiology & John M. Miller, MD, FACC - Cardiology, Electrophysiology
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Instapaper for your mobile device
InstaFetch lets you save complete web pages to your device for offline reading. It integrates with Instapaper — the best service to use, if you don't have time to read an article but want to read it later.
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