Miracle-dz/UniFAR-FTUs huggingface dataset:
TECHNIQUES FOR MANUALLY ESTIMATING ROAD USER COSTS ASSOCIATED WITH CONSTRUCTION PROJECTS

Road user cost (RUC) is defined as the estimated daily cost to the traveling public resulting from the construction work being performed. That cost primarily refers to lost time caused by any number of conditions including: detours and rerouting that add to travel time; reduced roadway capacity that slows travel speed and increases travel time; and delay in the opening of a new or improved facility that prevents users from gaining travel time benefits. RUC in Texas has been applied predominantly on high-profile urban freeway reconstruction projects, which are ideal candidates for RUC application because of the potential for very high motorist delay costs. The July 1998 guidelines provided by the Texas Department of Transportation (TxDOT) suggest that all projects that add capacity should be considered for RUC. The objectives of this research study were: (1) to develop a manual technique for determining RUC for typical added-capacity and highway rehabilitation projects; (2) to develop implementation guidelines that define the appropriate technique, given the project type, for calculating RUC and determining the ultimate value to be used for contracting purposes; (3) to review and evaluate the value of time used by TxDOT in determining delay savings and recommend appropriate values to use in RUC calculations; and (4) to review and evaluate the practice of discounting of RUC values to 25%. To address these objectives, this research report is presented in two stand-alone parts. Part I, Developing a Simplified Manual Technique for Estimating Road User Costs, addresses objectives 1 and 2. Part II, An Assessment of Value of Time Calculations Used in Texas, addresses objectives 3 and 4.
Gefuegeeinfluss auf TBM-Vortriebe / The influence of rock mass structure on TBM-excavations

Die Gesteins- und Gebirgsgefuege koennen bei TBM-Vortrieben entweder die Penetration oder die Sicherungsklassen stark beeinflussen. Im Allgemeinen fuehrt ein hoeherer Zerlegungsgrad zur Steigerung der Vortriebsleistungen, ab einem gewissen Zerlegungsgrad druecken die dann noetigen Sicherungsmassnahmen auf die Leistung. Im Allgemeinen wird die Vortriebsleistung auch durch einen guenstigen Winkel der Gefuegeorientierung zur Tunnelachse erhoeht (Penetration bis zu zwei bis drei mal hoeher), dies ist aber auch stark vom Gestein abhaengig. Da ein direkter Kausalzusammenhang wegen der in vielen Faellen stark wechselnden Bedingungen nur selten nachweisbar ist, koennen Abhaengigkeiten meist nur durch multivariate Statistik oder durch Fuzzy-Logik erkannt werden. (A) ABSTRACT IN ENGLISH: Rock and rock mass structure may influence severely either the penetration or rock mass classes while excavating tunnels by TBMs. In general a higher degree of separation leads to an increase of the advance rate. If the degree of separation exceeds a certain limit, the support measures consequently necessarily reduce the advance rate. The advance rate is also increased by a favourable structure orientation in relation to the tunnel axis (penetration up to two to three times higher), which again strongly depends on the rock. Since it is seldom possible to establish a direct relation between these parameters due to changing circumstances, their mutual dependencies may only be defined by multivariate statistics or fuzzy logic. (A)
Factorial sampling plans for preliminary computational experiments

A computational model is a representation of some physical or other system of interest, first expressed mathematically and then implemented in the form of a computer program; it may be viewed as a function of inputs that, when evaluated, produces outputs. Motivation for this article comes from computational models that are deterministic, complicated enough to make classical mathematical analysis impractical and that have a moderate-to-large number of inputs. The problem of designing computational experiments to determine which inputs have important effects on an output is considered. The proposed experimental plans are composed of individually randomized one-factor-at-a-time designs, and data analysis is based on the resulting random sample of observed elementary effects, those changes in an output due solely to changes in a particular input. Advantages of this approach include a lack of reliance on assumptions of relative sparsity of important inputs, monotonicity of outputs with respect to inputs, or ad.
Flight Test of a 30-Foot Nominal-Diameter Disk-Gap-Band Parachute Deployed at Mach 1.56 and Dynamic Pressure of 11.4 Pounds per Square Foot

A 30-foot (9.1 meter) nominal-diameter disk-gap-band parachute (reference area 707 sq ft (65.7 m(exp 2)) was flight tested with a 200-pound (90.7 kg) instrumented payload as part of the NASA Planetary Entry Parachute Program. A deployment mortar ejected the test parachute when the payload was at a Mach number of 1.56 and a dynamic pressure of 11.4 lb/sq ft (546 newtons per m 2 ) at an altitude of 127,500 feet (38.86 km). The parachute reached suspension line stretch in 0.37 second resulting in a snatch force loading of 1270 pounds (5650 N). Canopy inflation began 0.10 second after line stretch. A delay in the opening process occurred and was apparently due to a momentary interference of the glass-fiber shroud used in packing the parachute bag in the mortar. Continuous canopy inflation began 0.73 second after initiation of deployment and 0.21 second later full inflation was attained for a total elapsed time from mortar fire of 0.94 second. The maximum opening load of 3915 pounds (17,400 newtons) occurred at the time the canopy was first fully opened. The parachute exhibited an average drag coefficient of 0.52 during the deceleration period and pitch-yaw oscillations of the canopy were less than 5 degrees. During the steady-state descent portion of the test period, the average effective drag coefficient was about 0.47 (based on vertical descent velocity and total system weight).
Particle Size Effect on Shear Properties of Bottom Ash Added-Geocomposite Soil

It is well known that the finer particle of cementing material has more pozzolanic reaction than the coarser. This paper investigates the shear properties of geocomposite soil with various particle sizes of bottom ash. The geocomposite soil (GCS) in this study consisted of dredged soil, bottom ash and cement for recycling dredged soil and bottom ash. Three different particle sizes of bottom ash passing No. 4 sieve, No. 40 sieve, and No. 140 sieve were added into soil mixtures, denoted as GCS 4, GCS 40, and GCS 140, respectively. These bottom ashes have the same chemical component except different particle sizes. Several mixtures were prepared with various contents of bottom ash ranged from 0 to 100% at 50% intervals by the weight of dry dredged soil. In this study, several series of unconfined compression test were carried out on the mixtures with various curing times. It is found that the unconfined compressive strength is a function of curing time and bottom ash content. For the curing time less than 28 days, the GCS 4 has higher unconfined compressive strength than the GCS 40 and GCS 140 due to the interlocking effect and friction between the particles with angular shape of coarse bottom ash. For the curing time larger than 28 days, the GCS 140 has higher strength due to pozzolanic reaction. However, the ratios of secant modulus to unconfined compressive strength of three mixtures are almost same, and in range of (46-100), regardless of mixing condition and curing time.
EVALUATION OF IN-SITU MODULI AND PAVEMENT LIFE FROM DEFLECTION BASINS --PROCEEDINGS OF THE FIFTH INTERNATIONAL CONFERENCE ON THE STRUCTURAL DESIGN OF ASPHALT PAVEMENTS HELD DEFLT UNIVERSITY OF TECHNOLOGY, AUGUST 23-26 1982. VOL 1 AND 2. -- NETHERLANDS

The determination of the in-situ pavement material moduli is an essential step in the non-destructive structural evaluation of flexible pavements. If the modulus values of the various layers can be determined, then the remaining pavement service life can also be predicted. This mechanistic evaluation can then serve as a rational basis for pavement management systems. This paper describes the results of a research project designed to determine the in-situ modulus values and remaining pavement life based upon the deflection basin obtained from a road rater device. Elastic layer theory and the Gaussian method of elimination were used to formulate surface deflections in terms of elastic modulus, load intensity, and layer thickness. The resulting equations were used to analyze the effect of changing layer modulus on the surface deflection. On the basis of this analysis, a computer program for calculating in-situ modulus values from road rater deflection basins was developed. The calculated in-situ modulus values were then used to calculate the maximum tensile strain in the bituminous concrete base layer of a four layer pavement system. The road rater deflection basin was used to calculate the surface curvature index, sci, the base curvature index, bci, and the base damage index, bdi. These criteria were correlated with the maximum tensile strain, the fatigue cracking of the pavement sections and the traffic loading. A relationship was established between the sci and the traffic loading resulting in the prediction of remaining pavement life. Results are presented graphically in terms of the structural number (sn) of the pavement section. (a) for the covering abstract of the conference see IRRD 815640.
Explosive Ordnance Disposal (EOD) Ensembles: Biophysical Characteristics and Predicted Work Times With and Without Chemical Protection and Active Cooling Systems

Abstract : Explosive ordnance disposal (EOD) technicians play a critical response role within law enforcement and the military. These technicians wear fully encapsulating EOD suits designed to protect the individual wearer from immediate area blast threats. While the ultimate goal of these suits is to protect EOD technicians from fragmentation and blast, the encapsulating design and significant mass of the EOD protective ensemble put significant thermal and metabolic strain on the wearer. e weight, impermeability, and highly insulated nature of these ensembles, puts individual wearers at significant risk of thermal strain and decreased work capacity. The increased weight of the ensembles (e.g., 35 kg) add significant metabolic demands on the individual; while their capability to dissipate heat and maintain thermal homeostasis is virtually eliminated. Purposes of this report: 1) document biophysical characteristics of 4 EOD configurations, 2) model thermophysiological responses as a function of each configuration, environment, and work intensity, and 3) make comparisons of modeling results to previously published human research data.
Exploring Hybrid and Ensemble Models for Customer Churn Prediction in Telecom Sector

Most prominent challenges in all business is to retain and satisfy their valuable customers for sustain successfully in the market. Numerous Machine learning approaches are emerging to develop various customer retention models to solve this issue in many applications. This swing is more realized in telecom industry due its enormous significance. This article presents an elaborated survey on machine learning based churn prediction in telecom sector from the year 2000 to 2018. We also extracted the problems and challenges in Telecom Churn Prediction and reported suggestion and solutions. We believe this article helps the researches or data analysts in the telecom field to select optimal and appropriate methods and for designing improved novel model for churn prediction in future
CHIP SEALS FOR HIGH TRAFFIC PAVEMENTS

Chip seals have been successfully used on highways with traffic volumes in excess of 5,000 vehicles per day. The performance life of those chip seals averages 6 to 7 years, with some applications lasting much longer. Unfortunately, a significant number of chip seals have not performed adequately. Some agencies refuse to use this potentially cost effective approach to pavement rehabilitation and maintenance as a consequence. By developing a more fundamental understanding of the causes of chip seal failures on high traffic volume facilities, improved design methods, construction materials and methods, equipment, and specifications can be developed. These improved procedures will form the basis of implementation packages that will encourage state highway administrations and other public agencies to utilize chip seals on high-volume pavements. Reasons for chip seal failure on high traffic volume facilities and methods that have been used to overcome these difficulties are described. In addition, methods are described for predicting potential adhesive qualities of chip seal binders by using a modification of the Vialit procedure. Also, techniques are described for producing pressure distributor nozzles that can be effectively calibrated, resulting in known binder distribution transverse to the centerline. These nozzles, which have been used on one experimental project, were produced to provide higher binder volume outside the wheelpaths.
NUMERICAL MODELLING OF THERMAL REGIME OF RAILWAY TRACK - STRUCTURE WITH THERMAL INSULATION (STYRODUR)

This paper presents the results of numerical modelling of the influence of various factors (geometrical layout of the structural layers of the railway track, climatic factors and ballast fouling) on the freezing of railway track structure with a built-in thermal insulation layer of extruded polystyrene (Styrodur). At the same time, the suitability and expediency of incorporating the thermal insulation layer at the sub-ballast upper surface level (i.e. below the rail ballast construction layer), or at the level of subgrade surface are discussed. Numerical modelling results in the main factors that should be taken into account in the dimensioning of the sub-ballast layers with a built-in thermal insulation layer. Based on the data on the depth of freezing of the railway track structure obtained from numerical modelling, a design nomogram for dimensioning was created and subsequently the influence of the changes of climatic characteristics on the freezing of the railway track structure was then mathematically expressed.
The Little Book of Quieter Pavements

The idea of designing and building quieter pavements is not new, but in recent years there has been a groundswell of interest in making this a higher priority. Various State Highway Agencies and the Federal Highway Administration have responded accordingly with both research and implementation activities that both educate on the state-of-the-practice, and advance the state-of-the-art. "The Little Book of Quieter Pavements" was developed with this purpose in mind… to help educate the transportation industry, and in some cases the general public, about the numerous principles behind quieter pavements, and how they connect together.
NECK INJURIES AMONGST MOTOR VEHICLE OCCUPANTS INVOLVED IN A COLLISION

This report presents characteristics of car occupants involved in motor vehicle accidents in the province of Quebec in 1987 who sustained at least a neck injury. It examines also the duration and the cost of indemnization to these victims. This study is based on data obtained from the government insurance board, La Societe de l'assurance automobile du Quebec (SAAQ) which covers all the victims of traffic accidents in the Province of Quebec. The sample used includes 4,328 victims who had submitted a claim for compensation and who had sustained at least one cervical injury. Frequency, nature and severity of the neck injuries were examined as a function of occupant and accident parameters. Results show that 28.7% of injured car occupants sustained a neck injury. Neck strain is the most frequent neck injury (92%). For crashes with a police report, 44.6% of the victims were involved in a rear collision, 86.6% used a seat belt, and 52.7% of the crashes occurred in a zone with a 50 km/h speed limit. Many neck injured persons were involved in non-head impact (86%). Women have a 40% higher risk of sustaining a neck injury than men; however men register more severe neck injuries than women. Our statistical analyses also include the costs for medical treatment not covered by the provincial hospitalization and health insurances, rehabilitation, compensation for pain, anatomico-physiological deficits and time lost from work (income replacement). The latter gives a good estimate of the duration of injury. Cervical strain results often in long term neck pain and disability for the victims and expenses for the insurance company. This study shows that the amount spent by the SAAQ on victims with a neck injury only exceeds 10 million Canadian dollars (Can$) for the accidents that occurred in 1987, including a follow-up. The revenue compensation cost (7 million Can$) is the major part (67%) of the total amount of compensation. The total costs due to neck strains are more than twice as high for women (4.87 million Can$, 3,121 victims) than for men (2.15 million Can$, 2,898 victims). Neck strain costs amount to 84.6% for women and to 45.3% for men of the total costs by sex for the victims with a neck injury only. The study demonstrates the need for improved restraining systems that provide better neck protection for car occupants.
Evolving test-case selection at a large scale company

This paper presents a possible solution for selection of test-cases that should be executed to provide good coverage and quality at UIQ Technologies. It describes how the company can sort and prioritize their test-cases, so that quality is maintained while having controlled amount of test-cases. The idea behind the proposed method is to prioritize the test-cases and execute those that received highest prioritization first and thereby ensuring that all high-risk defects are found first. We have created a model that performs those tasks and we have also executed it on an ongoing project at UIQ Technology to provide data for comparison with the currently used model. We also make a comparison proving that our proposed method is more effective then the current method. We have emphasized adaptability and changeability of the model so that UIQ Technology easily can modify and adapt the model later on.
An Overview of Flipped Learning Studies in Malaysia

Flipped learning has become a strategic approach for educators to implement a technological-based learning environment. In line with the Malaysia Education Blueprint, more and more educational institutions adopt flipped learning into their establishment in a vision to achieve students’ maximum potential. With a focus on technology, flipped learning is often linked with strategic management, excellent performance as well as the positive impact on instructors and students’ skill. The implementation of flipped learning is a way to introduce different teaching and learning ideas that can develop an active classroom. The concept is to have a balance between education and advanced technology. This paper aims to review the three research elements, which are the level of participants involved in this study, the instruments
WINTER ROAD AND HUMAN FACTORS: A STUDY ON DRIVING BEHAVIORS UNDER SNOWSTORM-INDUCED VISIBILITY HINDRANCE

In winter, drivers in cold, snowy regions face the severe driving environment of snow-induced visibility hindrance and icy roads. The lack of visual orientation that accompanies snow-induced visibility hindrance leads many drivers to tailgate in an attempt to orient themselves by following the taillights of the car running ahead. Since these drivers must make risk avoidance rapidly and properly when the car ahead slows or stops, their driving behaviors are considered to be a major factor in the occurrence of traffic accidents. Research done by the Civil Engineering Research Institute of Hokkaido has revealed the tendency for drivers who have more difficulty driving on winter roads, such as elderly drivers, to show greater individual differences in obstacle avoidance maneuvers under visibility hindrance. Such drivers are found often to take extreme actions, such as sudden and forceful brake application or sharp turning of the steering wheel. This paper discusses the development of a driving safety support system that uses the ITS technology of Cold Region AHS, toward establishing measures to prevent traffic accidents in winter. A comprehensive examination of various factors such as driver response and car behaviors is needed in order to implement the system effectively. Thus, the study experimented on driving behaviors of test drivers under snowstorm on a road in service.
Wind-tunnel investigations of an inclined stay cable with a helical fillet

Cable-stayed bridges have been recognized as the most efficient and cost effective structural form for medium-to-long-span bridges over the past several decades. With their widespread use, cases of serviceability problems associated with large amplitude vibration of stay cables have been reported. Stay cables are laterally flexible structural members with very low inherent damping and thus are highly susceptible to environmental conditions such as wind and rain/wind combination. Recognition of these problems has led to the incorporation of different types of mitigation measures on many cable-stayed bridges around the world. These measures include surface modifications, cable crossties, and external dampers. Modification of cable surfaces has been widely accepted as a means to mitigate rain/wind vibrations. Recent studies have firmly established the formation of a water rivulet along the upper side of the stay and its interaction with wind flow as the main cause of rain/wind vibrations. Appropriate modifications to exterior cable surfaces effectively disrupts the formation of a water rivulet. The objective of this study is to supplement the existing knowledge base on some of the outstanding issues of stay cable vibrations and to develop technical recommendations that may be incorporated into design guidelines. Specifically, this project focused on the wind-cable interaction, with particular interest in details of the air flow and flow field close to the cable as well as forces on the cable surface. A helical fillet was attached to an existing cable model to evaluate the influence of this common mitigation feature on dynamic behavior. The cable inclination angle was varied during testing to represent field orientations, and the model was rotated on its longitudinal axis to assess the influence of high-density polyethylene roundness. Tests were conducted at various levels of damping, with and without the fillet, and in turbulent as well as smooth flow conditions.