This paper presents part of the research about the impact of Computer Advanced Visualization Tools (CAVT) in the AECdesign and construction planning processes, being carried out at the Catholic University of Chile. CAVT are identified ascore IT tools and defined in a broad sense, their main feature being to provide the ability to visualize the ends (Productmodels) and means (Process models) for AEC design and construction planning processes. The research is based on thestudy of CAVT applied by an Engineering and Construction Company on a real life (case) project, supported by theoreticalbackground and contact with experts in IT in Construction (ITC). The case project is being designed completely in 3D(First 3D project in Latin America) using PDS software, a powerful Plant Design System provided by Intergraph, Inc.DesignReview software (also from Intergraph) provides advanced visualization capabilities for visualization of the PDS 3Dmodel, and 4D modeling technology and simulations are applied to the planning and scheduling tasks of the case project.Computer graphics topic is overviewed and briefly discussed as a technology central to CAVT in AEC industry. The paperstates that knowledge about Product and Process modeling coming from the academic community, is usually overlooked ordeveloped in a tacit fashion, more guided by the common sense, than by an orderly approach based on techniques,methodologies or prototypes coming from the academic community. Digital Reality is presented and discussed as the nextVol. 17 N°2, año 2002, Revista Ingeniería de Construcciónstep following 3D product models and 4D modeling is identified as the technology that will trigger the major changesexpected from CAVT impact described in this paper. The extent to which CAVT are being used in the case project isproviding huge benefits to he company applying them. However, the research results lead us to conclude that even CAVTare a reality now, AEC industry is not taking full advantage of them. A closer approach of academic community and AECpractice is needed that could revert this situation, benefiting both industry and research. The main insights of this researchcoming from the study of the practical application of CAVT prove the former approach, which should lead the main impactof CAVT to go beyond current well known improvements, to a new unsuspected pace for improvements in the AECindustry.
Resistance to change is a characteristic feature of human behavior. Several reasons exist for this resistance.Generally people are hesitant to accept change if they played no participative role in initiating and developing it. Where prescriptive approaches to construction safety and health have been the prevailing legislative paradigm such as in the United States, changing to a performance-based one presents formidable challenges. Such a change directly and indirectly impacts the way that contractors do their business. The performance approach encourages and supports the redistribution of the responsibility for construction worker safety to include all the participants in the construction process – from clients to workers. On the other hand the prescriptive approach made contractors solely responsible for the safety and health of the workers. This paper discusses the results of a survey of the attitudes of the management of construction firms in the United States with respect to a performance approach to construction safety.
This paper constitutes a summary of a world wide literature review on foamed asphalt technology (also known as cellular asphalt). This paper incorporates the principal applications of this technology espumado, reciclado en frío de pavimentos asfálticos, estabilización de suelos and considerations for working with foamed asphalt in soils stabilization and recycleof asphaltic pavements.
Water has always coexisted with concrete, either during the manufacturing process or when in use. One of the phenomena that is produced by the water has prompted this study. Under wet weather conditions, water cannot be adequately drained on a rigid pavement and it produces a film that creates an aquaplaning effect, seriously affecting the maneuverability of vehicles. Throughout the study, attempts are made to design a permeable rigid pavement by adding plastic wastes, based on the different investigations related to the topic, conducted in several countries and relying on different laboratory tests performed during the study, such as, for instance, simple compression, flexion, indirect traction and modulus of elasticity. In order to come up with the desired design, it was first necessary to adapt four mixture designs to a possible permeable design whose characteristics should resemble each of those described in the experiences obtained in previous investigations. Therefore, two tests were performed mainly for each of the designs, namely, simple compression and permeability and, on the basis of the results obtained, the one with the best performance was selected. After determining the optimum design, plastic strips having different sizes ( 2 mm by 10 mm and 4 mm by 20 mm) in different percentages (0.025%, 0.05%, 0.075%, 0.100%, 0.200%, 0.300%, 0.400% and 0.500%) were added and flexion, indirect traction and modulus of elasticity tests were performed, in order to obtain both the most suitable type of strip and the best percentage permitting a design for a fully permeable rigid pavement. Next, it was then compared to other pavements in what respects its behavior in the face of the different efforts.
The HDM-4 (Highway Development Management) model used for the economic and technical evaluation of roads must be adjusted to the specific conditions of a country or region where they are to be used. This work presents the results of the analysis that made possible the determination of the adjustment factors corresponding to the roughness model (IRI), and offers a comparison of these results to those obtained from the HDM-III (previous version of HDM-4) calibrated models for Chile. This analysis employed the "windows" methodology, which in essence allows the generation of a typical pavement’s performance curve, based on the deterioration data observed in pavements with different ages, from roads that have similar traffic levels, structural capacities and climatic conditions. This research confirms the utility of employing the "windows" methodology in calibrating pavement performance model projects. The HDM-4 calibration factors achieved on this study allowed researchers to minimize the estimated error of the predictions made for the studied cases. However, in cold climates, researchers detected inconsistencies in the HDM-4 software version 1.1 that would impede its immediate implementation. Finally, this study offers suggestions to those who may need to conduct similar calibration studies.
This paper explains the relevance of situational simulations in the construction engineering and managementprocess. Most of the traditional simulations in construction belong to the optimization category. In contrast with theoptimization simulations, situational simulations are not based on the interrelationships and trade-off among measurablevariables. Situational simulations require the evaluation and interpretation of relevant information to "solve the crisis orproblem" and are appropriate for problems or situations that offer the rapid unfolding of events and the pressure fordecision-making. Situational simulations are also known as crisis management simulations, strategic simulations, and roleplayingsimulations. The construction engineering and management process is represented through three different models:the process model, the product model, and the information model. The process model represents the construction process,the product model symbolizes the physical facility that is being built, and the information model characterizes the datagenerated about the product and the process. A description of each model is presented in this paper in order to illustrate theconceptual framework needed to establish the foundation for situational simulations.
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