Indigenous Peoples in Canada have practiced sustainability for centuries. Their knowledges, perspectives and design principles are applicable on both a local and global scale especially in our quest to find sustainable approaches to food security, energy independence, and climate change impacts. However, the opportunities for Indigenous Peoples to fully participate and formally offer knowledge and guidance on sustainable development in engineering education have been limited. Engineering training in Canada requires students to develop competency in the area of assessing the impact of engineering on society and the environment. Within this competency is the ability to understand and apply the concepts of sustainability to engineering activities. Engaging with Indigenous Peoples to understand their perspectives on engineering and society provides a platform to critically assess existing engineering curricula, expand the concept of sustainability, and come closer to a common place of understanding. Understanding the impact of incorporating Indigenous perspectives in the curricula on students’ learning and understandings will help inform the further incorporation of Indigenous perspectives in engineering education. This paper presents the research methodology and instruments for a case study designed to explore students’ learning in one engineering course that integrates an Indigenous Elder’s perspectives on how to effectively communicate, engage, and obtain local knowledge on engineering projects with Indigenous communities in Manitoba. Findings will be used to inform engineering curriculum design that are enhanced by Indigenous knowledges and perspectives.
Though the first of 26 Specific Pavement Study 9 (SPS-9) experiments was built more than 9 years ago to assess the field performance of the Superpave® asphalt and mix design and analysis system, there has been no definitive report on the experiment's overall field performance. This analysis therefore evaluates the performance of the SPS-9 experiments through the use of the 2001 distress data available from the Long-Term Pavement Performance information management system database. Field distresses evaluated in this study included rutting, fatigue cracking, longitudinal wheelpath and nonwheelpath cracking, and transverse cracking. In addition to the field distress evaluation, a statistical analysis was conducted to determine whether a performance difference exists between the Superpave "correct" performance-graded (PG) binder section and the Superpave alternative PG binder section designed to exhibit early distress at each of the SPS-9 sites. The statistical analysis relates the distresses through means ( t-test) and variances ( F-test). The data analysis indicates that more than 78% of the Superpave sections have no cracking and more than 80% have only nominal rutting. When cracking occurred, fatigue and longitudinal nonwheelpath cracking were the predominant distresses. For the Superpave binder sections, distresses began to appear within 4 years of construction, with overlays outperforming new pavements and agency sections performing as well as or better than Superpave sections. Surprisingly, the results of the t-test and the F-test analysis showed no statistical difference (at the 95% confidence level) in the fatigue cracking, longitudinal wheelpath cracking, longitudinal nonwheelpath cracking, and rutting distresses between the Superpave binder sections and the Superpave alternative binder sections. However, a statistical difference (based on the F-test) existed for transverse cracking performance between the two PG binder sections.
This paper compares pavement texture measurements from a three-dimensional (3-D) line-laser scanner and from a two-dimensional (2-D) spot-laser circular track (CT) meter to determine whether correlations exist between their texture parameters. Measurements with the two devices were taken simultaneously on pavements at the Minnesota Department of Transportation MnROAD test facilities. The 3-D texture heights were decomposed by using a discrete wavelet transform to separate microtexture from macrotexture. Macrotexture parameters from the two devices were analyzed. A linear relationship, with an R2 value of .94, was found between the 2-D mean profile depth and the 3-D digitally simulated mean texture depth. Similarly, the R2 value was .98 between the 2-D root mean square roughness and the 3-D root mean square deviation. These correlations are essential and can be used by road agencies to predict texture indexes between 2-D and 3-D measurements for data comparison or quality assurance when equipment is of different dimensions.
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