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The Conference of Brothers Visitor was established in 1956 after the General Chapter of that year in Rome. The Brothers Visitor and Auxiliary Visitor met, at least once a year, to discuss matters of interest to them as Visitors of the US FSC Districts and to cooperate on projects which were undertaken jointly on occassion. These informal discussions proved useful. The ready exchange of information on recruiting, formation and the educational apostolate was of help to all the Districts. The major project of this period (c.1962) was the establishment of the Center for Religious Studies at Sangre de Cristo, Santa Fe, New Mexico.
In 1965 directives came from Rome that the FSC Districts of a region should cooperate inthe preparation for the General Chapter of 1966. The unoffical Conference of Brothers Visitor took the initiative in this preparation. The US delegated contributed significantly at the Chapter.
During the General Chapter the Districts of the region were officially organized. The Conference of Brother Visitor were officially recognized in the Rules and Constitution and the Book of Government passed by the Second Session of the General Chapter in December 1967. Since that date, the Conference began holding regular meetings.
The Conference was formally incorporated in the State of New Mexico and the State of Illinois. It has an elected president and vice-president. To better coordinate its activities, in 1966 the Conference voted to establish a National Office in a new office-resident building which was erected on land offered by the St. Louis District on the campus of Lewis College, Lockport, Illinois.
Departments of the Conference included:Secretary for EducationForeign Services CouncilNational Public Relations, which publishes La Sallian Digest and FSC/The Christian Brothers Today.Christian Brothers Retirement Trust
The Research & Technology Transporter was a Federal Highway Administration (FHWA) research and technology publication issued under FHWA's Research and Technology Program. The 8-page newsletter transmitted research and technology-based developments from FHWA program offices to engineers in the field and professionals in the industry. Publication of the Research & Technology Transporter ended with the September 2006 issue.
Curved steel bridges represent about 20 to 25 percent of the market for steel structures yet there are no standard specifications for designing them. Since 1992, FHWA has been conducting a research project concentrating on theoretical, analytical, and experimental research findings of horizontally curved steel bridges. Having completed the initial theoretical and analytical work, the project is moving on to the experimental phase. Starting this spring, the Structures Laboratory will be used in testing the first ever, full size bridge beams inserted into a test frame designed to simulate an actual structure, and subsequently to testing of a full size bridge.
The project is funded through a joint cooperative effort between FHWA, 13 States under a pooled-fund study, and the steel industry. Because of the complex nature of the study, it is being guided by the FHWA-formed Research Council on Curved Bridges (RCCB). The RCCB includes representatives from FHWA, Transportation Research Board (TRB), participating States, industry, and academia.
The objectives of the Curved Steel Bridge Project are to conduct fundamental research into the structural behavior of curved steel flexural members and bridges, and address construction issues to provide adequate information to develop and clarify design specifications. This work consists of:
FHWA in cooperation with a number of States are hard at work advancing the use of high performance steel (HPS) in bridges. Two new experimental 10-m long HPS girders have been fabricated at a plant in Pennsylvania for fatigue and fracture testing at TFHRC. These steels are all weathering grades (W) and have undergone preliminary weld testing to ensure the full advantage of the new HPS. A complete testing program for these steels is being devised and will be carried out over the next several months at TFHRC.
This research is part of a multi-year program with the Carderock Division, Naval Surface Warfare Center of the Office of Naval Research, to determine optimized steels for bridge construction. The primary goal of the program includes developing 485 MPa and 690 MPa yield strength materials with an improved ability to be fabricated so that welding requires little or no preheat. The steel must also be very tough.
Many States, including Tennessee and Nebraska, have expressed interest in using these new high performance materials in actual bridges. The Tennessee DOT has awarded a construction contract for a 190-m long, two span continuous bridge fabricated entirely from HPS-485W steel.
The Nebraska DOT is moving forward on a very ambitious multi-phase implementation project for HPS. It will include building at least three bridges; the first using HPS-485W steel as a substitute for grade 50 steel; the second using wholly designed HPS-485W steel like that tested at TFHRC; and the third using a different, innovative HPS-485W to show the HPS potential for the 21st century.
Design guidance for highway related hydrologic and hydraulic issues has just improved with the publication of Urban Drainage Design Manual (FHWA-SA-96-078). It is the 22nd in a series of FHWA Hydraulic Engineering Circulars (HEC). It covers a number of topics ranging from overall drainage system planning to detailed hydraulic design procedures for roadway drainage. Essentially, everything a roadway designer or hydraulic engineer needs to know to design a highway drainage system, like one typically used in an urban area, can be found in HEC-22.
The procedures in HEC-22 update the procedures found in HEC-12, Drainage of Highway Pavements and Design of Urban Highway Drainage, The State of the Art. The procedures and guidance within HEC-22 are consistent with those presented in AASHTO hydraulic related references and are provided in metric units.
HEC-22 leads the designer through the process of designing an urban drainage system in a logical, practical format beginning with system planning and continuing through a series of design chapters. Each chapter includes example problems, and the example problems from one chapter are then used in successive chapters so the the designer can follow through an entire design. The output from computer solutions to the example problems are also given in Appendix B. A final chapter, Summary of Related Computer Programs, is provided as a reference.
The manual will be used as the primary reference to NHI's Urban Drainage Design, Course #13027. Now each course participant will take with them a publication that provides complete guidance on urban drainage design methods.
Vessel collisions, earthquakes, and ground motion are some of the topics covered recently at the Designing Bridges for Extreme Events conference sponsored by FHWA's Office of Technology Applications (OTA), in conjunction with the Headquarters Bridge Division, and Region 3. The event was held last December in Atlanta and was attended by about 200 bridge and geotechnical design engineers from public and private design offices in North America, South America, Europe, and Asia/Pacific.
The purpose of the conference was to present and distribute the findings and products from a 3-year OTA-sponsored project on Extreme Events Design. Project activities included two technical working group (TWG) meetings and several TWG publications and research proposals.
The conference was divided into four sessions: Extreme Event Loading Combinations, Vessel Collision Design Procedures, Seismic Design Procedures, and Ground Motion/Seismic Hazard Design Procedures. Papers on these topics were presented by production design engineers from State DOTs, consultants and the Lawrence Livermore National Laboratory. In addition, each day ended with demonstrations of computer programs currently being used by the presenters, and informal one-on-one breakout sessions.
Whether or not calcium magnesium acetate (CMA) can inhibit corrosion in chloride-contaminated reinforced concrete was the subject of an FHWA-National Academy of Science/National Resource Council postdoctoral associate study. This study evaluated the inhibiting/passivating effects of CMA when compared with other proprietary additives used as corrosion inhibitors in reinforced concrete. Sodium chloride ("road salt") was included in the study for comparison purposes.
The corrosion inhibitive potential of the various materials was evaluated using electrochemical impedance spectroscopy (EIS) procedures. An experimental set-up simulated field conditions of salt-contaminated reinforced concrete. In this simulation, EIS measurements were carried out on steel rods embedded in concrete. Rebar specimens were exposed by immersion to various inhibitor-containing deicers. The measurements were taken over a period of 11 months, generating a picture of the progress of corrosion. This afforded the opportunity to determine whether or not corrosion was accelerating with time.
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