Juan José Galán-Díaz

This study assesses the effectiveness of Sustainable Urban Drainage Systems (SuDS) in mitigating urban flooding and enhancing stormwater management in Machala, Ecuador. The implementation of SuDS resulted in a 57.64% reduction in flood volume and a decrease in peak flow from 10.50 m ³ s ^-1 to 5.91 m ³ s ^-1 . Infiltration capacity improved from 0.75 mm to 2.43 mm, while average surface runoff was nearly halved from 19.27 mm to 10.48 mm. A specially designed porous concrete with approximately 30% porosity showed optimal performance. These findings indicate that SuDS can significantly contribute to urban planning and flood management in coastal developing cities. The study recommends prioritizing rain gardens and porous pavements, creating local SuDS guidelines, integrating these systems into urban planning, establishing long-term monitoring, and involving local communities. The insights gained here offer valuable guidance for other coastal cities in Ecuador and similar regions, demonstrating a sustainable approach to managing urban flooding and enhancing water resilience.

This study addresses the formidable issue of corrosion faced by shipping companies, particularly in the Mediterranean Sea. Following the Spanish Legislation Royal Decree 1837/2000, a thorough visual inspection of various ship tanks was conducted, employing an inspection code for surface condition and repair prioritization. The predicament confronting shipping companies revolves around the detrimental impact of corrosion on vessels, leading to economic costs and safety concerns. Tanks such as the fore-peak, sanitary tank, center tank (1A), and double bottom tanks were scrutinized. The fore-peak exhibited significant corrosion (30%), necessitating an urgent epoxy coating. The sanitary tank, initially estimated at 6-25% corrosion, was revised to approximately 10%, requiring a high-pressure wash and epoxy coating. The center tank (1A) displayed localized corrosion (15%), emphasizing the need for prioritized repair with epoxy coating. Double bottom tanks 1 PT and 1 SD manifested corrosion (5%) and blisters (35%), necessitating repairs involving high-pressure washing and epoxy coating. Other tanks, such as freshwater tanks, demonstrated varying degrees of corrosion and required extensive repairs. The findings underscore the importance of customized maintenance strategies based on environmental factors. This study provides valuable insights for shipping companies navigating corrosive marine environments, underscoring the significance of timely detection and targeted repairs.

Cold-asphalt mixtures (CAMs) are evolved materials whose mechanical strength increases with their maturation. The relationship between CAM field maturation and laboratory-accelerated cure procedures is not well understood. Furthermore, there is controversy on the recommended methodology for laboratory-accelerated cure. So, in this work, the accelerated curing protocol for a CAM-type gravel emulsion was examined, and its uncontrolled maturation and performance were contrasted. For this, the mixture was subjected to either accelerated curing (from 0 to 7 days in a 50 °C oven) or natural curing (from 0 days to 6 months at 20 3 °C in the laboratory and at an unfixed temperature outside the laboratory). We analysed, as functions of time, the moisture, indirect tensile stiffness modulus (ITSM), and moisture damage resistance. A curing protocol of 2 days at 50 °C yielded ITSM values closer to those obtained under uncontrolled conditions. Nevertheless, total maturation of the mixture was achieved after 3.5 days of curing. The nonlinear weighted least-squares method yielded an expression that better predicted the performance of the gravel emulsion for the first six months of life. The model parameters were easily fitted using ITSM measurements derived from samples cured for 2 days in a 50 °C oven.

In this study, a comparative analysis of the fatigue behavior of four types of steels, three of quenching and tempering (30MnB5 subjected to two different heat treatments and 41CrS4) and one microalloyed (30MnVS6), was carried out. The objective of the study is to determine if it is feasible to replace the quenching and tempering steel traditionally used in the manufacture of commercial vehicle axles (30MnB5) with alternative ones with the same composition but with modifications in their microstructure that improve their mechanical properties; a quenched and tempered chromium steel (41CrS4) and one that is microalloyed (30MnVS6). For this, rotary-bending fatigue tests have been carried out on the four types of steels with different stress levels. The fatigue resistance of quenched and tempered steels and microalloyed steel was evaluated using the fit of Basquin’s experimental data. Where possible, the fatigue limit was determined using the maximum likelihood method. It was concluded that, in general, the fatigue resistance of chromium-alloyed steel is higher than that of the reference steel, while the rest have lower fatigue resistance. On the other hand, it was determined that the fatigue limit of microalloyed steel is higher than the reference one and that of the reference steel is higher than that of the other two steels.

The work presented includes a review of the state of art of porous concrete. Its purpose is to evaluate the potential use of porous concrete in constructions where the level of surface runoff justifies it. A review of the literature presented here has been necessary where parameters of special consideration have been defined in the dosage of permeable mixtures. The study includes the definition of porous concrete in terms of its main components: cement, coarse aggregate, water, additives, and sand, in little or no quantity, to cause the generation of an effective content of interconnected voids that allow rapid storm drainage. Given the reports of variables of high incidence in the mechanical behavior of porous concrete (resistance/permeability relationship), an investigation is warranted to synthesize the effects of the variables in the preparation of the mixture: water–cement ratio, granulometry, and morphology of the aggregates, compaction pressure, and curing techniques, among others. Likewise, the protocols for the characterization of porous concrete and additional aspects relevant to support the experimental phase are exposed, constituting a reference or anchor point for developing technologies associated with the manufacture of this material and the possibilities of its implementation in constructions.

This paper reports the influence of the percentage of recycled aggregate (RCA) from construction and demolition waste (C&DW) together with the percentage of binder (L), curing time (t) and temperature (T) of the samples on the stiffness of a hot asphalt mixture. The study was carried out using the response surface methodology (RSM). The resilient modulus was chosen to estimate the stiffness of the mixture. The percentages of RCA studied were 0% (control), 5%, 10%, 20% and 30%, whilst 3.5%, 4% and 4.5% were those chosen for the binder content. Before compacting the samples, they were left into the oven to cure. Curing time, or pretreatment time, were set at 0 (control), 2 and 4 h. The samples were subjected to temperatures of 0, 10 and 20 °C. The natural aggregate is of the hornfels type. All the specimens studied showed high stiffness at low temperatures. According to this research, temperature proved to be the most influential factor on the decrease in the resilient modulus and, conversely, the percentage of recycled aggregate is not a significant factor in the range of values studied.

This work studies the influence of the saline atmospheric corrosion on the fatigue strength of 6061-T6 aluminum alloy. For this purpose, this alloy was subjected to tests in a salt spray corrosion chamber at different exposure times (1, 2, and 3 months) according to ASTM B117 standard. The morphological study of the pits was carried out by confocal microscopy. Subsequently, fatigue tests were performed at variable stresses whose maximum stress (S_max) was between 30% and 95% of the yield strength (S₀) in order to keep them within the zone of elastic behavior of the material. Data were analyzed using the Basquin equation and the maximum likelihood function method. The results show a similar decrease in the conventional fatigue limit (2 × 10⁶ cycles) after one month (98 MPa) and two months (91 MPa) of corrosion. After three months of corrosion, the material showed a very important reduction in the fatigue limit (68 MPa) with respect to the uncorroded material (131 MPa). The data of S_e/S₀ (fatigue limit/yield strength) versus the ratio P_m/D_m (pit average depth/pit diameter at zero depth) can be fitted to a logarithmic curve.

The present work is a re-evaluation of previous research on the durability of hot-mix asphalt made with recycled concrete aggregates from construction and demolition waste (CDW) with a different approach. Response surface methodology (RSM) was used to conduct this study. The kind of natural aggregates (schist and calcite-dolomite), the recycled concrete aggregates percentage (0%, 20%, 40% and 60%) and the water saturation (0% and 100%) were the pertinent factors for this methodology. Indirect tensile stress (ITS) was determined in mixtures fabricated with 0%, 20%, 40% and 60% recycled concrete aggregates. According to the results, the ITS of the bituminous mixtures increases as the percentage of recycled concrete aggregate increases. This behavior is more significant when calcite-dolomite is used as a natural aggregate. Water saturation has the same influence in both natural aggregates. The indirect tensile strength ratio (ITSR) was calculated to evaluate the stripping potential. According to the Spanish specifications, the results suggest that the percentage of CDW that can be used for hot mixes is 17% when schist is used as natural aggregate and 14% for calcite-dolomite.