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This paper discusses the performance of locally made porous paving that has been applied in West Bandung, Indonesia, for almost one year. The porous paving uses fly ash and bottom ash produced by a local coal mining industry to minimize the use of cement and to reuse the industry’s waste. The porous properties of the paving corresponds substantially to the context of the high yearly rainfall in the tropical region up to 442 mm3 and to the high terrain of Lembang in 1080 meters above sea level which is best to immediately recharge ground water. In this paper, the paving’s performance is assessed for its role as a landscape architecture element by applying Vitruvius’ design theories of beauty: firmitas (by the ability to maintain shape or strength), utilitas (by its ability to infiltrate water) and venustas (by its physical appearance or signs of deterioration). The results show that the porous fly-ash paving demonstrate environmentally landscape architectural element. It will significantly contribute to the degrading quality of spatially dense urban environment of Bandung

The research object of this paper is carbon fiber reinforced thermoplastic composite CF/PEEK. Through control planning of robot motion, simulation and experiment on Paving pressure and paving speed are carried out, and on this basis analysis and optimization are carried out. In the analysis of laying pressure, the deformation of rigid press roll and flexible press roll under different pressures is analyzed by finite element simulation. According to the laying experiment, it is certain that the flexible press roll can obtain better laying quality when laying; different pressures are selected to lay the tow. The laying range of these pressures is determined as 50–250 N according to the quality of the tow. In the temperature experiment, the temperature change of the tow in different layers under different laying speeds is analyzed. Through the experiment, it is found that there is a strong correlation between the laying speed and the laying temperature. The experiment also found that under a certain laying speed, selecting the corresponding heating temperature range can obtain higher laying quality and that selecting appropriate paving process parameters, conducting paving tests, and conducting trajectory planning based on the process can effectively reduce paving defects. Finally, in order to solve the problem of path planning for thin-wall structure carbon fiber placement, a natural path algorithm based on Laplace smoothing is proposed. The algorithm obtains the grid surface through the discretization of the thin-walled surface structure, smooths the grid using the Laplace method, and uses the natural path method to obtain the trajectory. At the same time, the algorithm also considers the layout path boundary and layer design, etc. The problem is to complete the trajectory planning through the fiber path assisted generation software and compare the trajectory points with the traditional surface mesh method to verify the rationality of the trajectory algorithm.

The double-layer one-time-paving technology for asphalt mixtures enhances the interlayer adhesion and stability of pavement by simultaneously laying and compacting two layers of asphalt mixture, demonstrating improvements over traditional layer-by-layer paving and compaction methods. Based on this technology, the effects of paving techniques, mixture types, and structural layer thickness on the low-temperature crack resistance of pavement at −10 °C were investigated. Results indicated that, compared to traditional paving methods, the maximum tensile strain and bending strain energy density of pavement using the double-layer one-time-paving technique increased by at least 14% and 20%, respectively, under a 95% confidence level. Compared to the AC-13 + AC-25 mixture combination, the AC-16 + AC-20, AC-16 + AC-25, and AC-13 + AC-20 combinations showed increases in maximum tensile strain by at least 25%, 15%, and 15%, and in bending strain energy density by at least 57%, 38%, and 31%, respectively. Compared to the 5 cm + 5 cm thickness combination, the 4 cm + 6 cm and 3 cm + 7 cm combinations exhibited increases in maximum tensile strain by at least 14% and 22%, and in bending strain energy density by at least 16% and 29%, respectively. To effectively improve the low-temperature crack resistance of asphalt pavement at −10 °C, it is recommended to adopt a double-layer one-time-paving structure with a 3 cm AC-16 upper layer and a 7 cm AC-20 lower layer, providing insights for more durable asphalt pavements in cold climates.

Paving blocks are concrete pieces exposed to the weather and subjected to loads and wear. Hence, quality control in their manufacture is essential to guarantee their properties and durability. In Ecuador, the requirements are described in the technical standard “NTE INEN 3040”, and tensile splitting strength is a fundamental requirement to guarantee product quality. The objective of the study is to predict the tensile splitting strength using two groups of predictor variables. The first group is the thickness in mm, width in mm, length in mm, mass of the fresh paving block in g, and percentage of water absorption; the second group of predictor variables is the density of the fresh paving block in kg/m3 and the percentage of water absorption. The data were obtained from a company that can produce 30,000 units per day of rectangular paving blocks with 6 cm thickness. The research involves sampling, analysis of outliers, descriptive and inferential statistics, and the analysis of multivariate models such as multiple linear regression, regression trees, random forests, and neural networks. It is concluded that the multiple linear regression method performs better in predicting the first group of predictor variables with a mean square error (MSE) of 0.110086, followed by the neural network without hidden layers, resulting in an MSE of 0.112198. The best method for the second set of predictors was the neural network without hidden layers, with a mean square error (MSE) of 0.112402, closely followed by the multiple linear regression model, with an MSE of 0.115044.

This year marks the tenth anniversary of cell therapy with chimeric antigen receptor (CAR)-modified T cells for refractory leukemia. The widespread commercial approval of genetically engineered T cells for a variety of blood cancers offers hope for patients with other types of cancer, and the convergence of human genome engineering and cell therapy technology holds great potential for generation of a new class of cellular therapeutics. In this Review, we discuss the goals of cellular immunotherapy in cancer, key challenges facing the field and exciting strategies that are emerging to overcome these obstacles. Finally, we outline how developments in the cancer field are paving the way for cellular immunotherapeutics in other diseases. Oncology is trailblazing the field of engineered cellular therapeutics. This Review discusses the goals of cellular immunotherapy in cancer, key challenges facing the field and strategies to overcome them—paving the way for treatment of other diseases.

For a matroid of rank \\(r\\) and a non-negative integer \\(k\\), an element is called \\(k\\)-loose if every circuit containing it has size greater than \\(r-k\\). Zaslavsky and the author characterized all binary matroids with a \\(1\\)-loose element. In this paper, we establish a sharp linear bound on the size of a binary matroid, in terms of its rank, that contains a \\(k\\)-loose element. A matroid is called \\(k\\)-paving if all its elements are \\(k\\)-loose. Rajpal showed that for a prime power \\(q\\), the rank of a \\(GF(q)\\)-matroid that is \\(k\\)-paving is bounded. We provide a bound on the rank of \\(GF(q)\\)-matroids that are cosimple and have two \\(k\\)-loose elements. Consequently, we deduce a bound on the rank of \\(GF(q)\\)-matroids that are \\(k\\)-paving. Additionally, we provide a bound on the size of binary matroids that are \\(k\\)-paving.

This article is devoted to the issues of processing and analysis of heterogeneous information related to the functioning of mining transport equipment, which becomes available for analysis within the framework of modern technological operations control systems in open-pit mines. These issues are very relevant to robotized technological operations. The paper gives a brief overview of the modern landscape of the autonomous haulage systems management problems, the features of the platform approach to solving the problem of managing unmanned transport and technological processes in open pits are considered. The concept of an agent-based approach to the modeling of an open-pit mining is described in detail on the basis of the interaction of three systems: technical, infrastructural–technological, and geostructural. Some features of the developed platform architecture integration of heterogeneous information are discussed. The principles of information integration are considered in detail when constructing a dynamic 3D model (digital twin) of infrastructure and technological system elements using large arrays of telemetric data. The results of building digital models of open-pit technological roads are presented. The resulting models are comparatively analyzed in the process of optimizing of the interaction of technical autonomous mobile agents and elements of technological infrastructure.

We call a matroid element \"loose\" if it is contained in no circuits of size less than the rank of the matroid. A matroid in which all elements are loose is a paving matroid. Acketa determined all binary paving matroids, while Oxley specified all ternary paving matroids. We characterize the binary matroids that contain a loose element. For ternary matroids with a loose element, we show that their size is linear in terms of their rank. Moreover, for a prime power \\(q\\), we give a partial characterization of \\(GF(q)\\)-representable matroids that have two or more loose elements; we note Rajpal's partial characterization of \\(GF(q)\\)-representable paving matroids as a consequence.

Recycled aggregates (RA) from construction and demolition waste (CDW) instead of natural aggregates (NA) were analysed in the manufacture of new eco-friendly concrete. Fine (FRA) and coarse (CRA) recycled aggregates were used in different percentages as substitutes of natural sand and gravel, respectively. The results revealed that the use of RA in percentages of up to 50 wt.% is feasible. Additionally, RA were used to produce paving blocks in accordance with industrial requirements. Thus, values of water absorption lesser than 6.0% and tensile strength upper than 3.6 MPa were obtained, which are similar to those of a reference sample and within the limit values established by the regulations. These results were achieved by reducing the incorporation of cement, thereby saving production costs and minimizing environmental impact.

For a matroid of rank \\(r\\) and a non-negative integer \\(k\\), an element is called \\(k\\)-loose if all circuits containing it have size greater than \\(r-k\\). Zaslavsky and the author previously characterized all binary matroids with a \\(1\\)-loose element. In this paper, we establish a linear bound on the size of a binary matroid, in terms of its rank, that contains a \\(k\\)-loose element. A matroid is \\(k\\)-paving if all its elements are \\(k\\)-loose. Rajpal showed that for a prime power \\(q\\), the rank of a \\(GF(q)\\) matroid that is \\(k\\)-paving is bounded. We provide a bound on the rank of \\(GF(q)\\)-matroids that are cosimple and have two \\(k\\)-loose elements. Consequently, we deduce a bound on the rank of \\(GF(q)\\) matroids that are \\(k\\)-paving. Additionally, we provide a bound on the size of binary matroids that are \\(k\\)-paving.