Pseudoperikarditis krave uzrokovan tajleriozom.

Pseudopericarditis has been used to describe jugular engorgement and oedema of the brisket and ventral abdominal wall. Similar symptoms can be seen in cattle with traumatic pericarditis. Pressure caused by tumours, abscesses, Echinococcus cysts, swollen lymph nodes resulting from tuberculosis and leukosis, one-sided pleuritis and diaphragmatic hernia to the base of cranial and caudal vena cava returning blood to the heart have been reported to cause pseudopericarditis in cattle. These mediastinal lymph nodes may also be swollen due to theileriosis and cause pressure on the v. cava. This study aims to describe the clinical, haematological and electrocardiographical findings of a pseudopericarditis case in a cow caused by theileriosis, and to add the disease into the aetiology of pseudopericarditis.Opisan je pseudoperikarditis kod zastoja u jugularnoj veni te edema prsišta i ventralne abdominalne stijenke. Slični simptomi mogu se zabilježiti u goveda kod traumatskog perikarditisa. Pritisak uzrokovan tumorima, apscesima, hidatidnim cistama, povećanim limfnim čvorovima kod tuberkuloze i leukoze, jednostranim pleuritisom te dijafragmatskom hernijom prema bazi kranijalne i kaudalne šuplje vene već su opisani kod pseudoperikarditisa u goveda. Medijastinalni limfni čvorovi mogu biti povećani i kod tajlerioze te pritisnuti šuplju venu. Opisani su klinički, hematološki i elektrokardiografski nalazi kod pseudoperikarditisa u krave uzrokovanog tajleriozom čime je povećan niz uzroka koji dovode do navedene bolesti

Determining the effects of aging on halloysite nano-tube modified binders through the pull-off test method

Aging changes the chemistry of bitumen and this adversely affects bitumen’s adhesion with aggregate. For this reason, the use of pull-off test was proposed to evaluate bitumen’s adhesion during different aging stages. In this study, the pull-off test method is used to evaluate the effects of aging on a 60/70 penetration grade bitumen and binders modified with 2 and 4% halloysite nano-tube (HNT). The short-term aging (STA) and long-term aging (LTA) of unmodified and modified bitumens were simulated using the rolling thin film oven (RTFO) and pressure aging vessel (PAV) tests respectively. The pull-off test was conducted using the universal testing machine (UTM). Stainless steel and granite substrates moulds were designed and fabricated for this purpose. Dry and wet conditions were simulated to evaluate the loss of bonding strength due to aging. Additionally, consistency tests, namely penetration test, softening point test, and viscosity test, were conducted on all binders. The activation energy (AE) for unaged and aged binders were also evaluated. The results for the consistency test; the pull-off test for stainless steel substrate; and the values for AE showed that the addition of the HNT decreased the effect of aging, which means that modified binders showed decreased temperature susceptibility and this is reflected in improved aging resistance. The result of the pull-off test on granite substrate showed that binders modified with HNT performed better under dry and wet conditions. It can be concluded that HNT is an anti-aging as well as anti-striping agent

Otta Seal Construction for Asphalt Pavement Resurfacing

Otta seal resurfacing methods have been widely demonstrated for unpaved roads and road rehabilitation in a few states in the U.S. as well as in Scandinavia and Africa. Application of Otta seal over a deteriorated hot mix asphalt (HMA) surface has been considered as the feasible concept that has not been applied for real construction. In this study, a double-layer Otta seal construction over HMA surface was monitored. The applied materials for the construction were introduced. The following performance of the constructed Otta seal layers was evaluated by measuring the international roughness index (IRI) and dust. The road IRI did not significantly change, and the dustometer test results indicated satisfied dust control on Otta seal layer. The findings from this study provide guidance on designing and implementing Otta seal on asphalt concrete pavement as a resurfacing overlay

Weight–strength optimization of wooden household chairs based on member section size

Weight-strength optimization of wooden household chairs was performed based on the member section size in this study. Member section sizes of the Scotch pine (Pinus sylvestris) and Oriental beech (Fagus orientalis) chairs were optimized and resulting re-manufactured optimized chairs were tested under the cyclic “front to back”, “back to front” and “backrest” loads according to American Library Association (ALA) specification. Finite element method (FEM) and MATLAB nonlinear programming were utilized for the optimization. Firstly, the internal forces and moments acting on each member were analyzed by FEM in order to obtain the maximum critical stresses in each type of member; then, optimized cross-sectional sizes of the members were determined by Gradient Descent method, and all constraints were treated with Logarithmic Barrier Functioning. As a result, the minimum section sizes of members were determined, and cyclic performance tests were performed to determine whether the optimized chairs were strong enough to carry the acceptable loads. According to the results, member section size of both beech and pine chairs could be significantly reduced. The reduction was 32 % in the total weight and volume for beech chairs while 16 % for pine chairs without sacrificing the performance required for domestic usage by ALA. In conclusion, the method used is suitable for the optimization of furniture frames, making it lighter and reducing the material costs.&nbsp

Polyurethane-carbon microfiber composite coating for electrical heating of concrete pavement surfaces

Electrically-heated pavements have attracted attention as alternatives to the traditional ice/snow removal practices. Electrically conductive polymer-carbon composite coatings provide promising properties for this application. Based on the concept of joule heating, the conductive composite can be utilized as a resistor that generates heat by electric current and increases the surface temperature to melt the ice and snow on the pavement surface. This research investigates the feasibility of applying an electrically conductive composite coating made with a Polyurethane (PU) binder and micrometer-scale carbon fiber (CMF) filler as the electrical heating materials on the surface of Portland cement concrete (PCC) pavements. PU-CMF composite coatings were prepared using different volume fractions of CMF, applied on the PCC surfaces, and evaluated in terms of volume conductivity, resistive heating ability, durability, and surface friction properties at the proof-of-concept level. A conceptual cost analysis was performed to compare this method with other heated pavement systems with respect to economic viability. Percolative behavior of CMF in PU matrix was captured and most desirable CMF dosage rates in terms of each performance parameter were investigated. Two percolation transition zones were identified for CMF in PU matrix at dosage rate ranges of 0.25–1% and 4–10%. The composites exhibited their most desirable performance and properties at CMF dosage rates greater than 10% and smaller than 15%

Design, Construction, and Preliminary Investigations of Otta Seal in Iowa

Faced with limited financial resources, pavement engineers constantly seek more durable and economical technologies for road preservations and rehabilitations. Consequently, there have been many efforts to study resurfacing strategies, including various types of sealing for local roads. Among different sealing methodologies, Otta seal is a technique that has not yet been sufficiently studied in the U.S.A. For this investigation, the first Otta seal site in the state of Iowa was constructed using a double-layer Otta seal design over 6.4 km of cracked asphalt pavement. Otta seal design and construction details are documented and discussed, and test sections using various aggregates are compared for performance. The key lesson learned was that proper aggregate selection within gradation limits and aggregate spread rates were critical factors for Otta seal performance. Otta seal capability for holding loose aggregate particles and for dust control were examined, and there were indications that excessive proportion of fine aggregate particles could lead to diminished performance associated with fugitive dust emissions and unbound aggregate particles. Although the Otta seal provided a smooth surface satisfying road user and agency requirements, it did not significantly add structural capacity to the existing asphalt pavement. The findings from this study will benefit road officials and other decision makers who need to consider alternatives for resurfacing distressed low-volume asphalt roads. Low-volume roads represent a large proportion of the route mileage of the transportation infrastructure system, and the cost to secondary road departments of maintaining such roads can be quite important. Over time, Otta seal has exhibited reduced maintenance costs by providing a typical service life of 8 to 12 years for a single-layer Otta seal, compared with 4 to 6 years for single-layer chip seal (1–3). Norway-based Otta seal (graded aggregate) technology, originally developed in the 1960s and used in Scandinavian countries, Africa, and other continents, is an economical and practical alternative to traditional bituminous surface treatments (BSTs). It provides flexible, durable, and impervious surfacing that is more tolerant of higher anticipated pavement deflections on low-volume roads that are sometimes constructed with lower-quality materials (4). Compared with traditional BSTs requiring high-quality materials and specialized expertise, Otta seal can often be constructed using more economical local aggregates and readily available equipment (asphalt distributor, aggregate spreader, pneumatic-tired roller, and mechanical broom) typically used for asphalt maintenance (4). Otta seal, formed by a thin bituminous surface treatment (BST) of graded aggregates, ranging from natural gravel to crushed stone, with a relatively low-viscosity binder, relies on a combination of mechanical particle interlock and the binding effect of asphalt binder to provide a resilient, waterproof membrane over the road surface. The state of South Dakota completed its first Otta seal project in Day County in 2008 to provide a low-cost surface using in-house resources and equipment in place of a standard hot-mix asphalt (HMA) pavement surface (5). Various agencies (city, county, and state department of transportation) in Minnesota have also applied Otta seal for traffic volumes ranging from 100 up to 2,000 vehicles average daily traffic (ADT) since early 2000 (6, 7). Most road sections surfaced with Otta seal in Minnesota have performed well except when they encountered unexpected situations such as unanticipated high traffic volumes or flood damage during their service lives (7). Otta seal construction was also found reasonably affordable compared with HMA or Portland cement concrete (PCC) pavement systems for use on low-volume roads; Otta seal has been considered a cost-effective and durable approach to dust control for gravel roads. In particular for developing countries, the available evidence suggests that Otta seal, surface dressings, and Cape seal are the most cost-effective and durable forms of dust control in relation to life-cycle costs (8–10). The Norwegian Public Roads Administration (NPRA) Guideline 93 (4) was compiled using empirical data and experience from many trials and full-scale projects worldwide. However, in the U.S.A., few states have used the Otta seal, and hence, it is felt that a more comprehensive research along with full documentation is necessary to assist in the implementation of Otta seals in Iowa and many other states in the U.S.A

Multi-objective Bayesian Optimization of Super hydrophobic Coatings on Asphalt Concrete Surfaces

Conventional snow removal strategies add direct and indirect expenses to the economy through profit lost due to passenger delays costs, pavement durability issues, contaminating the water runoff, and so on. The use of superhydrophobic (super-water-repellent) coating methods is an alternative to conventional snow and ice removal practices for alleviating snow removal operations issues. As an integrated experimental and analytical study, this work focused on optimizing superhydrophobicity and skid resistance of hydrophobic coatings on asphalt concrete surfaces. A layer-by-layer (LBL) method was utilized for spray depositing polytetrafluoroethylene (PTFE) on an asphalt concrete at different spray times and variable dosages of PTFE. Water contact angle and coefficient of friction at the microtexture level were measured to evaluate superhydrophobicity and skid resistance of the coated asphalt concrete. The optimum dosage and spray time that maximized hydrophobicity and skid resistance of flexible pavement while minimizing cost were estimated using a multi-objective Bayesian optimization (BO) method that replaced the more costly experimental procedure of pavement testing with a cheap-to-evaluate surrogate model constructed based on kriging. In this method, the surrogate model is iteratively updated with new experimental data measured at proper input settings. The result of proposed optimization method showed that the super water repellency and coefficient of friction were not uniformly increased for all the specimens by increasing spray time and dosage. In addition, use of the proposed multi-objective BO method resulted in hydrophobicity and skid resistance being maximally augmented by approximately 23% PTFE dosage at a spray time of 5.5 s

Akıllı Telefon Kullanımının Sağlık Üzerine Etkileri: Genel Bir Bakış

Teknolojik gelişmeler son yıllarda oldukça hızlı bir gelişim göstermektedir. Bu alanda en dikkat çekici gelişmeler de cep telefonlarında gerçekleşmiştir. Özellikle genç nesillerde kullanımı oldukça yaygın olmakla birlikte her yaştan kesimin kullandığı akıllı telefonlar yaşamın ayrılmaz bir parçası haline gelmiştir. Bireylerin yaşamlarında sağladığı yararlar ve kolaylıklar elbette göz ardı edilemez, ancak bilinçli kullanım sağlanmadığında bağımlılık gibi bir tehlikeye de zemin hazırlamaktadır. Aşırı kullanım alışkanlıkları nedeniyle kullanım sırasında edinilen postürün bireylerde oluşturacağı fiziksel problemler ile bağımlılık nedeniyle uyku kalitesinde bozulmalar meydana gelmekte, bireylerin yaşamları olumsuz etkilenmektedir. Aşırı akıllı telefon kullanımının neden olduğu düşünülen sosyal kaygı, anksiyete, depresyon, güvensizlik, telefonundan ayrılamama, yalnızlık ve izolasyon, nomofobi gibi psikolojik ve davranışsal sorunların yanı sıra yoğun akıllı telefon kullanımının öğrenme güçlüğü, bellek performansını ve karar verme becerisini olumsuz etkilemesi nedeniyle bireylerin hem iş hem de akademik performanslarında düşüş gözlemlenmektedir. Günümüzde akıllı telefon kullanımının çok küçük yaşlara kadar gerilediği düşünüldüğünde bireylerde akıllı telefon bağımlılığına karşı duyarlılık oluşturulması, bilinçli akıllı telefon kullanım tekniklerinin öğretilmesi ve bu bağlamda sağlık otoritelerinin, eğitim kurumlarının ve ebeveynlerin de bağımlılıkla mücadelede bir araya gelerek kapsamlı bir çalışma yapması önem arz etmektedir. Kullanıcılardaki bu bağımlılık riskinin ortadan kaldırılması ile akıllı telefon kullanımının neden olacağı fiziksel ve psikolojik problemlerde azalma, akademik performansta artış olacağı kanısındayız

Feasibility Investigation of Upgrading Gravel Road to Otta Seal Surface: an Economic Analysis Approach

The Norwegian Road Authorities desired that a surface treatment be cost-effective to provide a faster return on investment, perform (as perceived by the road user) in a manner similar to conventional bituminous surfacing, and comply with the following requirements: • Be cheap and easy to implement • Utilize locally-available aggregates • Be impervious to prevent water incursion into moisture-susceptible base material • Be very flexible, durable, and easy to maintain. Such a bituminous surface treatment, referred to as in 1963, and initial field trials were carried out during 1963-1965 in the Otta Valley, Norway. Although Nordic countries, Asia, Africa, New Zealand, and South America have continued to see increasing use of Otta seal (1), its use in the US is currently rather limited due to a lack of knowledge and of the empirical design approach associated with this technique that requires evaluation of trial or demonstration sections before deployment. Minnesota, South Dakota, and Iowa are the only states that have currently completed Otta seal projects in the US, and a summary discussion of MN’s and SD’s experiences with Otta seal is given in this section (2, 3). In this paper, the life cycle cost of surfacing and maintaining an upgraded gravel road to an Otta seal coated surface over a one-mile generic road in Minnesota was evaluated through deterministic and stochastic life-cycle cost analysis (LCCA). Since various road and highway agencies in Minnesota have implemented Otta seal and provided access to the historical cost records needed to complete this study, Minnesota was chosen for a case study for conducting the analysis