Husserl pour les philosophes analytiques

There is a lot of misunderstanding and ignorance about Husserl’s philosophy among analytic philosophers. The present paper attempts to help correct that situation. It begins with some quotations of Husserl written around 1890, which clearly establish that he arrived at the distinction between sense and reference with independence from Frege. Then follows a brief survey of the most important themes of Husserl’s Logical Investigations, emphazising those that are of special interest to analytic philosophers. The paper concludes by mentioning other interesting issues treated in later Husserlian writings, including his valuable conferences on ancient and modern logic from 1908-1909.Existen muchos malentendidos y mucha ignorancia acerca de la filosofía de Husserl entre los filósofos analíticos. El presente artículo intenta contribuir a corregir esa situacion. Él comienza con algunas citas de Husserl de aproximadamente 1890, que claramente establecen que Husserl obtuvo la distinción entre sentido y referente con independenica de Frege. Luego sigue un breve recuento de los más importantes temas de las Investigaciones Lógicas de Husserl, destacando aquéllos que son de particular interés para los filósofos analíticos. El artículo concluye haciendo référencia a otros temas tratados en escritos posteriores de Husserl, incluyendo sus valiosas conferencias acerca de lógica antigua y moderna de 1908-1909

Fog Seal Performance on Asphalt Mixture Longitudinal Joints

Due to the nature of construction, it is common for longitudinal joints in asphalt pavements to have lower densities and higher permeabilities than the main portions of the pavement lanes. To address this concern, many states employ joint sealant techniques such as fog seals or void reducing asphalt membranes (VRAM). Qualitative evidence in Indiana appears to indicate that longitudinal joint lives have been improved by the use of joint sealers and adhesives, but the specific materials and application rates used to treat longitudinal joints has not been quantitatively investigated. This research aims to specifically investigate the fog seal materials and application rates specified for use on longitudinal joints in Indiana and to compare the performance of fog seal and VRAM treatments in order to provide guidelines for future joint sealant treatments. These objectives were accomplished by employing laboratory testing of both laboratory prepared specimens and field samples. The research performed on the laboratory specimens found the application of fog seals can improve the performance of the longitudinal joints with respect to permeability. While the permeability was affected by the presence of a fog seal treatment, the benefits were irrespective of the specific fog seal material. The results also indicate that the fog seal should be reapplied at 5-7 year intervals. The data from the field samples indicated that the VRAM samples had on average higher air void contents than did the SS-1h fog seal samples. Additionally, the VRAM samples had permeability coefficients that were statistically higher than the SS-1h fog seal samples. These differences may be attributable to the lack of VRAM migration up into the asphalt surface mixture. While the SS-1h fog seal treatment appears to have better performance than the VRAM, the effectiveness of the treatments over time is not known

Factors Affecting Pavement Surface and Evaluation Rating Accuracy and Variability

The collection of sufficient, accurate, and consistent pavement condition data is essential to an effective pavement management system. Condition data drive a variety of pavement management tasks such as: • Predicting future pavement performance• Identifying current and future maintenance and rehabilitation needs • Estimating budget needs and requirements • Reporting to decision makers • Selecting appropriate pavement management tools Pavement condition data are represented at either the distress level or overall condition level. Common indices representing overall pavement condition include: • Pavement Condition Index (PCI) • Present Serviceability Index (PSI) • International Roughness Index (IRI) • Pavement Surface and Evaluation Rating (PASER

Arkansas Bulletin of Water Research - Issue 2021-2022

The Arkansas Bulletin of Water Research (Bulletin) is a publication of the Arkansas Water Resources Center (AWRC). We publish the Bulletin to communicate the major findings of research funded by the Water Resources Research Act Section 104(b) in Arkansas. This research is relevant to Arkansas water stakeholders, and the Bulletin provides an easily searchable and aesthetically engaging access option. This is the fourth publication of the Bulletin. This issue contains final reports from research projects that were funded by the 104(b) program in fiscal years 2019 and 2020. The articles in this issue can be cited as an AWRC publication. Many of these projects have also appeared in peer-reviewed journal articles, which we recommend reviewing for greater detail or for updates on the findings presented here. For additional information: https://awrc.uark.edu

Development of Volumetric Acceptance and Percent Within Limits (PWL) and Criteria for Stone Metrix Asphalt (SMA) Mixtures in Indiana

SMA is to be designed based on SMA volumetric properties in terms of air voids content (Va), voids in the mineral aggregate (VMA), and adequate stone-on-stone contact. For construction quality assurance (QA) purposes, INDOT currently accepts SMAs based on aggregate gradation and asphalt binder content. Thus, there is a discrepancy between SMA design criteria and construction acceptance. To better align design and construction, it is necessary to consider SMA volumetric properties in the use of QA. For HMA mixtures, INDOT has already transitioned from volumetric QA acceptance procedures to PWL. Today, SMA still uses adjustment points not based on robust statistics for QA acceptance. SMA QA samples and QA data sets were collected from projects constructed in 2019 and tested in the laboratory. The Hamburg Wheel Track Test (HWTT) was performed on the 2019 QA samples to evaluate SMA rutting performance. Additionally, the PWL for HMA was applied to the 2019 SMA QA data to see if the HMA PWL method would work for SMA. Possible SMA QA measurements were compared to past QA data and HMA QA measurements. In addition, Voids in the Coarse Aggregate (VCA) was evaluated as a possible SMA QA measurement. Finally, using the suitable QA measurements for SMA, a PWL parameter study was performed to find PWL that provides a Pay Factor (PF) equivalent to the current SMA Adjustment Point (AP) PF. The current SMA QA measurements (binder content, gradation, and density) are recommended for Indiana\u27s SMA PWL. Based on the results of applying PWL to SMA QA data for the last four years, SMA PWL specification limits are recommended. Also, the SMA PF equations are suggested to get the SMA PWL to have PF equivalent to the current AP PF

Performance of Warranted Asphalt Pavements: Smoothness and Performance of Indiana Warranted Asphalt Pavements

In the early 1990s the Indiana Department of Transportation (INDOT) developed a five-year warranty specification for asphalt pavements with the first project being built in 1996. In 2004, results indicated that the asphalt pavements built with the warranty specification had improved performance over the conventional asphalt pavements. Nineteen years have passed since the original asphalt pavement warranty project was placed in Indiana. It has been eleven years since the performance of the warranted asphalt pavements has been analyzed to determine the effectiveness of warranties. Therefore, it is prudent to reexamine the potential benefits of asphalt pavement warranties. Hence, the ultimate goal of the project is to advise the INDOT on whether the use of asphalt pavement warranties has potential benefit for lowering the cost of ownership for asphalt paved roadways. Overall, performance comparisons of Indiana’s warranted and non-warranted asphalt pavements indicate that warranted asphalt pavements tend to perform more effectively than do non-warranted asphalt pavements. On average, warranted asphalt pavement sections had lower IRI values and rut depths than did non-warranted sections. The variability in IRI values and rut depths was also found to be less for warranted pavement sections than for the non-warranted sections. In terms of service life based on changes in IRI and rut depth, analyses indicate that warranted asphalt pavements could last 10 to 14 years longer than non-warranted asphalt pavements. When both initial capital costs and maintenance expenditures are considered, warranted asphalt pavements appear to be 15 to 40% more cost effective over a 5-year (short-term) period and 47 to 61% more cost effective over a 15-year (long-term) period. These savings do not include potential benefits of reduced user costs nor reduced INDOT inspection costs

Quantifying Asphalt Emulsion-Based Chip Seal Curing Times Using Electrical Resistance Measurements

Chip sealing typically consists of covering a pavement surface with asphalt emulsion into which aggregate chips are embedded. The asphalt emulsion cures through the evaporation of water, thus providing mechanical strength to adhere to the pavement while keeping the aggregate chips in place. The curing time for the chip seal depends on many factors, such as the asphalt emulsion and aggregate types, aggregate moisture content, emulsion and aggregate application rates, and environmental conditions (e.g., temperature, wind speed, relative humidity, and solar radiation). Currently, no field technique is available to quantify when sufficient mechanical strength has developed in the binder to allow traffic on a newly sealed roadway or to remove the surplus aggregate from a fresh chip seal through brooming. Instead such decisions are made by empirical factors that rely on the experience of field personnel. This study investigated the use of electrical resistance measurements to develop a quantitative method for determining the optimum curing time for chip seals. First, full frequency, two-point, uniaxial electrical impedance spectroscopy was used to characterize the electrical properties of asphalt emulsions and various asphalt emulsion-aggregate combinations. The laboratory test results suggest a relationship between the changes in the electrical resistance of an asphalt emulsion and the amount of curing that has occurred in the system. Additionally, standardized mechanical strength tests and full-scale field trials were conducted using a variety of materials. The electrical properties of the fresh seals were quantified using a handheld electrical device with a two-point probe to measure resistance. The findings suggest that chip seal systems gain significant mechanical strength when the initial electrical resistance measurement increases by a factor of 10. Finally, the implementation of the methodology for five full-scale chip seal projects in Indiana indicates that curing times for the chip seals range from 3.5 to 4.0 hours

Student Development and Remediation Processes for Counselors in Training in a Virtual Environment

Counselor educators are charged with training competent, ethical professionals with a strong counselor identity. Online counselor education programs are presented with unique challenges and considerations when attempting to promote student development. Explorations of these challenges, as well as a gatekeeping model to address remediation and procedural fairness, are addressed. Case examples are inclusive of multiple participant roles including counselor educator, supervisor, and student

Development of Standardized Component-Based Equipment Specifications and Transition Plan into a Predictive Maintenance Strategy

This project investigated INDOT equipment records and equipment industry standards to produce standard equipment specifications and a predictive maintenance schedule for the more than 1100 single and tandem axle trucks in use at INDOT. The research utilized equipment records from the M5 software program that INDOT currently uses. The predictive maintenance schedule includes the major components, those items whose cost is more than $200. There were other outcomes and related equipment recommendations produced. Based on the data analysis, expected component life was calculated and the results reported in the predictive maintenance schedule. The research team consulted with other equipment industry sources to include other components and maintenance activities that should be included in a predictive schedule. Other reported results are a daily driver checklist, other recommended maintenance programs, recommendations to truck specifications, shop based software tools, and oil sampling program. Also a excel analysis tool was developed for use at INDOT to categorize parts and perform average life analyses