In a short time, the COVID-19 pandemic turned into a global emergency. The fear of becoming infected and the lockdown measures have drastically changed people's daily routine. The aim of this study is to establish the psychological impact that the COVID-19 pandemic is entailing, particularly with regards to levels of stress, anxiety and depression, and to the risks of developing Post-Traumatic Stress Disorder (PTSD). The study, carried out with a sample of 1612 subjects distributed in seven countries (Australia, China, Ecuador, Iran, Italy, Norway and the United States), allowed us to collect information about the psychological impact of COVID-19. The findings of this study show that the levels of stress, depression and anxiety, as well as the risks of PTSD, are higher than average in over half of the considered sample. The severity of these disorders significantly depends on gender, type of outdoor activities, characteristics of their homes, eventual presence of infected acquaintances, time dedicated to looking for related information (in the news and social networks), type of source information and, in part, to the level of education and income. We conclude that COVID-19 has a very strong psychological impact on the global population. This appears to be linked to the coping strategies adopted, level of mindful awareness, socio-demographic variables, people's habits and the way individuals use means of communication and information.

Research conducted at the Illinois Center for Transportation evaluated sustainable applications of quarry byproducts (QB) or QB blended with coarse recycled aggregates in chemically stabilized base and subbase layers in flexible pavements. In total, eight full-scale test sections, including one conventional flexible pavement with no QB as the control section, were constructed over a subgrade with an engineered strength of 6% California bearing ratio. The test sections were stabilized with either 3% Type I Portland cement or 10% Class C fly ash by dry weight. Fractionated reclaimed asphalt pavements and fractionated recycled concrete aggregates were also used as the recycled coarse aggregates. Based on laboratory tests conducted to determine strength properties of the chemically stabilized samples, QB and recycled aggregates were blended in a ratio of 70% to30% by weight, respectively. A lightweight deflectometer was used to evaluate the quality of the construction and the curing of the test sections. The constructed test sections were then evaluated for performance through accelerated pavement testing (APT) and frequent measurement of surface deformations. The results of APT showed quite a satisfactory rutting performance of all the evaluated QB applications with no observed surface cracking after 135,000 cycles. Four of the test sections were also instrumented with soil pressure cells to measure the wheel load deviator stress on top of the subgrade. The pressure measurements indicated subgrade pressures 3−5 times lower for the stabilized QB sections compared with that of the conventional flexible pavement control section.

Field and laboratory degradation trends of railroad ballast are investigated in this paper by using an aggregate image analysis approach. In addition to gradation changes, in-service ballast materials undergo degradation of particle shape properties (i.e., angularity, flatness and elongation, and surface texture), which can be quantified through imaging techniques. In the field, five ballast types were installed in eight steel boxes at a test section in the western heavy axle load revenue service test megasite near Ogallala, Nebraska. In-service performance evaluations consisted of sampling, sieving, and imaging-based shape property analyses of the field-collected ballast materials to monitor degradation twice a year. In the laboratory, following the Los Angeles (LA) abrasion test procedure, a sample of granite ballast was tested at increasing numbers of LA abrasion drum turns to assess changes in gradations and study degradation levels. All of the LA abrasion–tested granite samples and approximately 3,000 particles from the different sizes of the field-monitored ballast materials were collected and scanned with the Enhanced University of Illinois Aggregate Image Analyzer. Imaging-based particle shape indexes were determined at different degradation levels from both the LA abrasion and the field projects. The magnitudes and rates of measured degradation and breakage, as well as the captured changes in morphological properties of particles, were quite different between the LA abrasion test and the field degradation from repeated traffic loading. A comprehensive study with improved ballast sampling and testing techniques is recommended to further investigate mechanisms of ballast degradation.

In this article, we investigate experimentally and analytically the mechanical properties of a natural fiber quasi-isotropic triaxially braided composite. The composite is prepared from triaxially braided regenerated cellulose fibers and a high-bio-content epoxy resin system using a resin infusion process. Simultaneous mechanical loading, digital image correlation, and acoustic emission tests were performed on notched and unnotched specimens to understand the tensile behavior of the composites and the initiation and propagation of damage. Experimental results were compared with the effective tensile properties determined using an analytical model. The model is a discrete three-layer analytical representation based on a mechanics transformation-based representation of the quasi-isotropic braided layers. The model is used to determine the elastic stiffness and Poisson effects based on the constituent properties such as the fiber volume fractions, the waviness of the bias tows, and the relative thickness of the braided preform. The experimental results show the analytical model's ability in predicting the composite's elastic properties. The unique fabric architecture is found to have a large influence on the strength properties across the different specimen geometries investigated.

The bender element (BE) field sensor is a newly developed embedded pavement instrumentation that measures shear wave velocity to estimate constructed layer moduli of unbound aggregate bases and subbases. This paper presents findings related to monitoring stiffness characteristics of airport pavement base courses instrumented with BE field sensors and tested under full-scale accelerated pavement testing during Construction Cycle 9 (CC9) of the National Airport Pavement Test Facility (NAPTF) by the U.S. Federal Aviation Administration (FAA). The CC9 aggregate base courses were constructed following FAA’s P-209 specification for a geosynthetic experiment using a biaxial geogrid installed at the bottom of the 8-in. (203-mm) thick base in the north test section, while the control pavement in the south test section was built without a geogrid. Two BE field sensors were installed in the north and south test sections approximately 1 in. (25 mm) above the base–subbase interface. Multiple stages of aircraft gear loads, including static dual-gear, dynamic slow-roll (moving wheel), and dynamic proof-roll, were applied to the test sections. BE field sensor data collected throughout multiple loading stages were used to investigate the stiffness characteristics of the pavement base. These preliminary tests conducted at the NAPTF CC9 experiment revealed the effects of static and dynamic aircraft gear loads on the stiffness of the aggregate base layer and how confinement influenced the moduli of the geogrid-stabilized base. Further, previously observed anti-shakedown effects caused by vehicle load wander could be quantified through changing base course modulus and deformation behavior from the BE field sensor data analysis.