eRoads Group (from a pavement point of view)

International audienc

Cooking Workshops Increase the Sensory Acceptability of Watercress-Added Products Among Children

The objective of the research was to evaluate the knowledge, consumption and acceptance of children in relation to vegetables, especially the watercress, their participation in the preparation of meals and the degree of food neophobia of this public. Also, evaluate the effect of cooking workshops on the acceptability of watercress-added food products among children, in addition to analyzing the products physico-chemical composition. Twenty-three school-age children answered questionnaires and participated in cooking workshops for the preparation and sensory evaluation of cookie and cheese bread, added of watercress. The products were also evaluated in relation to the physico-chemical composition. Most children had low knowledge of vegetables and low acceptance of watercress. In general, the participation of children in the cooking workshops increased the products acceptability. The products presented a good nutritional profile and can be offered to school-age children, since they contain a better nutrient content than those traded without the addition of vegetables, especially for the contents of minerals and fibers. It was concluded that school-age children have low knowledge and acceptability of vegetables, among them the watercress. Cooking workshop is an effective educational strategy to improve the acceptability of food products added of watercress by this public. In addition, these products have a good nutritional profile, which promotes the supply of healthier foods, contributing to the reduction of the risk of future chronic non-communicable diseases

Planta de hidrotratamento de gasóleos diesel S10

Trabalho de Conclusão de Curso (graduação)—Universidade de Brasília, Instituto de Química, 2019.O projeto em questão consiste numa planta de dessulfurização de gasóleo obtido por destilação atmosférica de petróleo. A planta foi projetada com o intuito de ser anexada a uma refinaria já operante, com foco em atender a legislação ambiental, reduzindo o teor de compostos sulfurados a 10 ppm e nitrogenados a 200 ppm. A planta consiste resumidamente em três partes: uma unidade de dessulfurização a partir do hidrotratamento de Gasóleo com reciclo de gás rico em Hidrogênio, uma unidade de reaproveitamento de gás rico em gás Hidrogênio e outra unidade de destilação do gasóleo (stripping), a fim de separá-lo dos componentes leves que estavam a ele misturados

Leucemia Linfoblástica Aguda (LLA) na população pediátrica: marcadores moleculares e implicações terapêuticas

A Leucemia Linfoblástica Aguda (LLA) é uma forma comum de câncer pediátrico, representando cerca de 80% dos casos de leucemia em crianças. A patologia é caracterizada pela proliferação descontrolada de células-tronco hematopoéticas na medula óssea, e avanços recentes na pesquisa genômica têm proporcionado uma compreensão mais profunda da complexidade molecular subjacente à doença. O presente estudo tem como objetivo oferecer uma visão abrangente dos principais marcadores moleculares e implicações terapêuticas associadas à LLA na população pediátrica. Este estudo, baseado em uma revisão sistemática da literatura científica, abrange o período de 2013 a 2023, utilizando as bases de dados PubMed (Medline), Cochrane Library e Scientific Electronic Library Online (SciELO). Marcadores moleculares preponderantes, como rearranjos cromossômicos específicos (t(12;21), t(1;19), t(9;22)), mutações genéticas distintivas (ETV6-RUNX1, E2A-PBX1, TP53) e amplificação do gene BCR-ABL1, têm sido objeto de estudo aprofundado. Esses marcadores desempenham um papel crucial na estratificação de risco e prognóstico, permitindo uma abordagem mais personalizada no tratamento da LLA em crianças. As implicações terapêuticas derivadas desses marcadores são vastas, destacando a promissora era das terapias direcionadas. Terapias específicas para mutações, como aquelas direcionadas à mutação BCR-ABL1, e inovações em imunoterapia estão moldando o cenário do tratamento da LLA, proporcionando resultados mais eficazes e menos tóxicos. Os resultados destacam a eficácia das terapias direcionadas e a necessidade contínua de pesquisa para otimizar a intervenção terapêutica, melhorar a qualidade de vida dos pacientes pediátricos afetados pela LLA e explorar novas facetas do tratamento. Em conclusão, este artigo fornece uma análise aprofundada dos marcadores moleculares e terapias associadas à LLA na população pediátrica, destacando avanços significativos e delineando áreas para investigação futura

ATLANTIC EPIPHYTES: a data set of vascular and non-vascular epiphyte plants and lichens from the Atlantic Forest

Epiphytes are hyper-diverse and one of the frequently undervalued life forms in plant surveys and biodiversity inventories. Epiphytes of the Atlantic Forest, one of the most endangered ecosystems in the world, have high endemism and radiated recently in the Pliocene. We aimed to (1) compile an extensive Atlantic Forest data set on vascular, non-vascular plants (including hemiepiphytes), and lichen epiphyte species occurrence and abundance; (2) describe the epiphyte distribution in the Atlantic Forest, in order to indicate future sampling efforts. Our work presents the first epiphyte data set with information on abundance and occurrence of epiphyte phorophyte species. All data compiled here come from three main sources provided by the authors: published sources (comprising peer-reviewed articles, books, and theses), unpublished data, and herbarium data. We compiled a data set composed of 2,095 species, from 89,270 holo/hemiepiphyte records, in the Atlantic Forest of Brazil, Argentina, Paraguay, and Uruguay, recorded from 1824 to early 2018. Most of the records were from qualitative data (occurrence only, 88%), well distributed throughout the Atlantic Forest. For quantitative records, the most common sampling method was individual trees (71%), followed by plot sampling (19%), and transect sampling (10%). Angiosperms (81%) were the most frequently registered group, and Bromeliaceae and Orchidaceae were the families with the greatest number of records (27,272 and 21,945, respectively). Ferns and Lycophytes presented fewer records than Angiosperms, and Polypodiaceae were the most recorded family, and more concentrated in the Southern and Southeastern regions. Data on non-vascular plants and lichens were scarce, with a few disjunct records concentrated in the Northeastern region of the Atlantic Forest. For all non-vascular plant records, Lejeuneaceae, a family of liverworts, was the most recorded family. We hope that our effort to organize scattered epiphyte data help advance the knowledge of epiphyte ecology, as well as our understanding of macroecological and biogeographical patterns in the Atlantic Forest. No copyright restrictions are associated with the data set. Please cite this Ecology Data Paper if the data are used in publication and teaching events. © 2019 The Authors. Ecology © 2019 The Ecological Society of Americ

Comportement thermomécanique des couches d'enrobé bitumineux contenant des inserts rigides pour les eRoads.

En général, quatre facteurs doivent être pris en compte avec précision et simplicité lors de la conception des chaussées souples : le trafic et la charge, les conditions environnementales, les propriétés des matériaux et les critères de défaillance (HUANG, 2004). L'inclusion de technologies de charge de véhicules en mouvement à l'intérieur des infrastructures routières modifie non seulement la disposition commune des couches, mais également la réponse globale de la structure aux sollicitations thermiques et mécaniques. Afin de quantifier l'impact de ces inclusions sur les performances des chaussées, cette étude propose des méthodologies à la fois numériques et expérimentales pour mesurer les évolutions de température, de contraintes et de déformations au sein des routes électrifiées (eRoads). Au moyen de simulations thermo-viscoélastiques transitoires en 2D en utilisant la Méthode des Éléments Finis (MEF), des profils routiers traditionnels et électrifiés ont été soumis aux fluctuations de température quotidiennes et au trafic.L'eRoad étudiée contient des rails électrifiés encastrés dans la couche de roulement bitumineuse, un cas particulièrement intéressant en raison de son exposition directe au trafic et au climat. La réponse des structures a été analysée et comparée à des valeurs admissibles couramment évaluées pour prédire l’endommagement. En laboratoire, un test thermique a été proposé pour évaluer les échantillons eRoad subissant des cycles chauds et froids au moyen de la technique de Corrélation d'Images Numériques (CIN). Les champs de déformation mesurés numériquement et expérimentalement conduisent à la même conclusion : les inserts rigides génèrent des contraintes supplémentaires le long de l'interface de l'unité de chargement et de la couche bitumineuse dues uniquement aux fluctuations quotidiennes de température. Le modèle thermo-viscoélastique proposé et le montage expérimental ont un grand potentiel pour évaluer des profils de chaussée innovants (eRoads inductives et conductrices).In general, four factors need to be accurately and simply accounted for on the design of flexible pavements: traffic and loading, environmental conditions, materials properties and failure criteria (HUANG, 2004). The inclusion of charge-while-drive technologies inside road infrastructures modifies not only the common disposal of layers, but also the overall response of the structure to thermal and mechanical loadings. In order to quantify the impact of these inclusions on the performance of flexible pavements, this study proposes both numerical and experimental methodologies to measure temperature, stress and strain evolutions within electrified roads (eRoads). By means of transient 2-D FEM thermo-viscoelastic simulations, traditional and electrified road profiles were subjected to daily temperature fluctuations and to traffic.The eRoad studied contains electrified rails embedded in the bituminous wearing course, a case of particular interest due to its direct exposure to traffic and climate. The response of the structures was analysed and compared to admissible values commonly assessed to predict distresses. In laboratory, a thermal test was proposed to evaluate eRoad specimens undergoing warm and cold cycles by means of Digital Image Correlation (DIC) technique. The strain fields measured numerically and experimentally lead to the same conclusion: the rigid inserts generate additional strain along the interface of the charging unit and the bituminous layer solely due to daily temperature fluctuations. The thermos-viscoelastic model proposed and the experimental set-up have a great potential to assess innovative pavement profiles (inductive and conductive eRoads)

Comportement thermomécanique des couches d'enrobé bitumineux contenant des inserts rigides pour les eRoads.

In general, four factors need to be accurately and simply accounted for on the design of flexible pavements: traffic and loading, environmental conditions, materials properties and failure criteria (HUANG, 2004). The inclusion of charge-while-drive technologies inside road infrastructures modifies not only the common disposal of layers, but also the overall response of the structure to thermal and mechanical loadings. In order to quantify the impact of these inclusions on the performance of flexible pavements, this study proposes both numerical and experimental methodologies to measure temperature, stress and strain evolutions within electrified roads (eRoads). By means of transient 2-D FEM thermo-viscoelastic simulations, traditional and electrified road profiles were subjected to daily temperature fluctuations and to traffic.The eRoad studied contains electrified rails embedded in the bituminous wearing course, a case of particular interest due to its direct exposure to traffic and climate. The response of the structures was analysed and compared to admissible values commonly assessed to predict distresses. In laboratory, a thermal test was proposed to evaluate eRoad specimens undergoing warm and cold cycles by means of Digital Image Correlation (DIC) technique. The strain fields measured numerically and experimentally lead to the same conclusion: the rigid inserts generate additional strain along the interface of the charging unit and the bituminous layer solely due to daily temperature fluctuations. The thermos-viscoelastic model proposed and the experimental set-up have a great potential to assess innovative pavement profiles (inductive and conductive eRoads).En général, quatre facteurs doivent être pris en compte avec précision et simplicité lors de la conception des chaussées souples : le trafic et la charge, les conditions environnementales, les propriétés des matériaux et les critères de défaillance (HUANG, 2004). L'inclusion de technologies de charge de véhicules en mouvement à l'intérieur des infrastructures routières modifie non seulement la disposition commune des couches, mais également la réponse globale de la structure aux sollicitations thermiques et mécaniques. Afin de quantifier l'impact de ces inclusions sur les performances des chaussées, cette étude propose des méthodologies à la fois numériques et expérimentales pour mesurer les évolutions de température, de contraintes et de déformations au sein des routes électrifiées (eRoads). Au moyen de simulations thermo-viscoélastiques transitoires en 2D en utilisant la Méthode des Éléments Finis (MEF), des profils routiers traditionnels et électrifiés ont été soumis aux fluctuations de température quotidiennes et au trafic.L'eRoad étudiée contient des rails électrifiés encastrés dans la couche de roulement bitumineuse, un cas particulièrement intéressant en raison de son exposition directe au trafic et au climat. La réponse des structures a été analysée et comparée à des valeurs admissibles couramment évaluées pour prédire l’endommagement. En laboratoire, un test thermique a été proposé pour évaluer les échantillons eRoad subissant des cycles chauds et froids au moyen de la technique de Corrélation d'Images Numériques (CIN). Les champs de déformation mesurés numériquement et expérimentalement conduisent à la même conclusion : les inserts rigides génèrent des contraintes supplémentaires le long de l'interface de l'unité de chargement et de la couche bitumineuse dues uniquement aux fluctuations quotidiennes de température. Le modèle thermo-viscoélastique proposé et le montage expérimental ont un grand potentiel pour évaluer des profils de chaussée innovants (eRoads inductives et conductrices)

Analysis of the engineering behaviour of railway containing a bituminous subballast.

Ao longo de sua vida útil, com o acúmulo de tráfego e de solicitações ambientais, infraestruturas de transportes degradam-se em termos de desgaste dos seus componentes e deformações permanentes de suas camadas, acarretando na perda gradual da qualidade estrutural e funcional da via. A camada de sublastro, parte integrante da subestrutura ferroviária, possui contribuição significativa no comportamento mecânico global de uma via permanente. Suas principais funções estão relacionadas à drenagem, atenuação e distribuição de tensões, e separação e transição entre as camadas de lastro e subleito. O objetivo principal deste estudo foi comparar duas diferentes configurações de sublastro implementadas em uma ferrovia de carga brasileira através da medição de respostas mecânicas e parâmetros geométricos \"in situ\". O emprego de sublastro betuminoso constituiu-se como a primeira aplicação de campo deste tipo no País e ambas as seções foram monitoradas também por intermédio de sensores de temperatura e de tensão. Procedeu-se a caracterização física e mecânica dos materiais que compõem os trechos analisados em laboratório. Ademais, tensões de sucção foram medidas em diferentes locais e profundidades da camada de subleito, a fim de verificar a eficácia da camada betuminosa em impermeabilizar as camadas subjacentes. Os resultados mostraram uma eficiência global superior do trecho contendo sublastro betuminoso comparativamente à seção de referência (sublastro granular). Variações das tensões de sucção ao longo de duas estações climáticas mostraram que a mistura asfáltica protegeu satisfatoriamente o subleito quanto à infiltração de água oriunda das precipitações. Medidas de temperatura tomadas em diferentes pontos das camadas de sublastro mostraram que a mistura asfáltica se encontra protegida das variações térmicas e da incidência de radiação solar, uma vez que está isolada pela camada de lastro. Em termos de deslocamentos medidos com o equipamento DMD (Dispositivo para Medição de Deslocamentos), mostrou-se uma redução crescente no deslocamento vertical médio da seção com sublastro betuminoso em comparação com a seção com sublastro granular. Por consequência, o módulo de via, u, calculado para ambas as seções, revelou que o perfil contendo mistura asfáltica tende a defletir menos quando solicitado pela passagem de trens. Medidas de parâmetros geométricos utilizando o equipamento Trolley AMBER apontaram uma relação bidirecional entre o comportamento mecânico e a qualidade da geometria da via, observada antes e após intervenção mecanizada de socaria.In the course of its service life, with traffic loading accumulation in addition to environmental effects, transportation infrastructures tend to degrade in terms of wear of their components and permanent deformation of their layers, resulting in the gradual loss of structural and functional quality of the railway. The subballast plays an important role as part of the railway substructure and it has a significant contribution to the overall mechanical behavior of the track. Its main functions are related to drainage, to load attenuation and distribution, and to the separation and transition between the ballast and the subgrade. The main objective of this study was to compare two different subballast configurations implemented in a freight railway profile in Brazil through measurements of mechanical and geometric parameters in field. The use of bituminous subballast was the first application of this type in the country and both sections were also monitored by means of temperature and pressure sensors. Laboratory tests for physical and mechanical characterization for all materials composing both experimental sections were performed. In addition, the water pressure in terms of suction were measured at different places and depths of the subgrade, in order to verify the effectiveness of the bituminous subballast in waterproofing the underlying layers. The results showed a superior overall efficiency of the section containing bituminous subballast compared to the reference section (granular subballast). The suction tension variation measured along two climatic seasons showed that the asphalt mixture satisfactorily protects the subgrade from the infiltration of water due precipitations. Temperature measurements taken at different points of the subballast layers showed that the asphalt mixture is protected from thermal and solar radiation peaks, since it is isolated by the ballast layer from atmospheric environmental effects. In terms of displacements acquired using the DMD (Displacement Measurement Device) it was observed an increasing reduction in the mean vertical displacement of the section with bituminous subballast compared to the section with granular subballast. Consequently, the track modulus, u, calculated for both sections revealed that the profile containing asphalt mixture tends to deflect less when requested by the train passage. Measurements of geometric parameters made with the Trolley AMBER device highlighted the bidirectional relationship between the mechanical behavior and the quality of the track geometry, observed before and after tamping procedure

Estudo do comportamento termomecânico de camadas betuminosas contendo inserções rígidas para rodovias eletrificadas

In general, four factors need to be accurately and simply accounted for on the design of flexible pavements: traffic and loading, environmental conditions, materials properties and failure criteria. The inclusion of charge-while-drive technologies inside road infrastructures modifies not only the common disposal of layers, but also the overall response of the structure to thermal and mechanical loadings. In order to quantify the impact of these inclusions on the performance of flexible pavements, this study proposes both numerical and experimental methodologies to measure temperature, stress and strain evolutions within electrified roads (eRoads). By means of transient 2-D FEM thermo-viscoelastic simulations, traditional and electrified road profiles were subjected to daily temperature fluctuations and to traffic. The eRoad studied contains electrified rails embedded in the bituminous wearing course, a case of particular interest due to its direct exposure to traffic and climate. The response of the structures was analysed and compared to admissible values commonly assessed to predict distresses: the vertical compressive strain on the top of the subgrade (permanent deformation) and the horizontal tensile strain at the bottom of the bituminous layer (fatigue life). The rigid inserts were found to affect the temperature distribution inside the layers. The repeated volumetric variations of each component due to temperature fluctuations generated strain in the bituminous layer, in magnitudes that can lead to premature failure and cracking. In laboratory, a thermal test was proposed to evaluate eRoad specimens undergoing warm and cold cycles by means of Digital Image Correlation (DIC) technique. The application of the DIC technique to obtain the contraction/expansion thermal coefficients of the materials is considered accurate and reliable, although some boundary conditions of the test might need improvements to minimize external sources of deformation and background noise. The strain fields measured numerically and experimentally lead to the same conclusion: the rigid inserts generate additional strain along the interface of the charging unit and the bituminous layer solely due to daily temperature fluctuations. The thermosviscoelastic model proposed and the experimental set-up have a great potential to assess innovative pavement profiles (inductive and conductive eRoads).Em geral, quatro fatores devem ser considerados com precisão e simplicidade em projetos de pavimentos flexíveis: tráfego e carga, condições ambientais, propriedades dos materiais e critérios de falha. A inclusão de tecnologias de carregamento dinâmico de veículos na infraestrutura rodoviária altera não apenas o perfil tradicional em camadas dos pavimentos flexíveis, mas também sua resposta estrutural às solicitações térmicas e mecânicas. Para quantificar o impacto dessas inclusões no desempenho do pavimento, este estudo propõe metodologias numéricas e experimentais para medir a evolução dos campos de temperatura, tensões e deformações em rodovias eletrificadas (eRoads). Por meio de simulações termoviscoelásticas transientes usando Método de Elementos Finitos (MEF), em 2D, perfis de rodovias tradicionais e eletrificadas foram submetidos a flutuações diárias de temperatura e ao tráfego. A eRoad estudada contém trilhos eletrificados embutidos na camada superficial betuminosa, um caso particularmente interessante devido à sua exposição direta ao tráfego e ao clima. A resposta das estruturas foi comparada com valores admissíveis comumente utilisados para prever danos: a tensão de compressão vertical no topo do solo de fundação (deformação permanente) e a tensão de tração horizontal na fibra inferior da camada betuminosa (vida de fadiga). As inserções rígidas afetaram a distribuição de temperatura dentro das camadas. As repetidas variações volumétricas de cada componente devido a flutuações de temperatura geraram deformações na camada betuminosa, de uma ordem de grandeza que pode levar a falhas prematuras e fissuras. Em laboratório, foi proposto um teste térmico para avaliar corpos de prova de eRoad submetidas a ciclos de calor e de frio usando a técnica da Correlação Digital de Imagens (DIC). A aplicação da técnica DIC para obter os coeficientes térmicos de contração/expansão dos materiais foi considerada precisa e confiável, embora algumas condições de contorno do ensaio precisem de melhorias para minimizar fontes externas de deformação e ruído. Os campos de deformação medidos numericamente e experimentalmente levaram à mesma conclusão: as inserções rígidas geram deformações adicionais ao longo da interface entre a unidade de carregamento e a camada betuminosa devido apenas às flutuações diárias de temperatura. O modelo termoviscoelástico e a configuração experimental propostos têm grande potencial para avaliar perfis de pavimentos inovadores (eRoads indutivas e condutivas)