Abstract Determination of the in-situ engineering properties of subsurface ground materials has always been a challenge for geotechnical engineers. Several in –situ test methods have been developed. Dynamic cone penetration test (DCPT) is one of the in-situ penetration tests which have been widely used to determine the geotechnical parameters of soil. The dynamic cone penetration test (DCPT) is a quick and easy to set up and run onsite. Due to the economy and simplicity of the test, better understanding of correlations between its results and the geotechnical parameters of soil can reduce significantly the efforts and cost to evaluate the engineering properties of ground materials. In this research, a light weight simple DCP device was used for evaluation of some engineering properties of Tripoli sand. The device consisted of an 8kg hammer that drops over a height of 575 mm and drives a 60o cone tip with 20 mm base diameter into the ground. The intention of this investigation is to obtain sufficient data to establish appropriate and reliable correlations among soil parameters and DCPT results. In order to investigate the effect of fine material content on the correlations between the geotechnical parameters and the penetration index (PI) of the DCPT of Tripoli sand, soil samples of different fine material content have been prepared and tested. This research presents the results of the laboratory tests as well as the analysis and discussion of these results. Based on the analysis of test results, the relationships between the DCPT results (penetration index, PI) and the geotechnical parameters of Tripoli sand such as relative density and CBR value are obtained. In this study penetration index of the dynamic cone penetration test from the laboratory prepared samples were correlated with laboratory CBR,s for a number of different soil types. Unique models were found for each type of soil with good coefficient of determination (R2). The combined data gave also a correlation between CBR and penetration index PI which compare very well with those obtained from other studies. There is no clear correlation between the penetration index and both the dry density (gr/cm3) and relative density, with wide scatter and a low coefficient of determination (R2) value.
نورالدين سالم الكثاري (2011)

الموانئ هي المنافذ الرئيسية للتجارة الداخلية والخارجية للدول، وتؤدي دوراً مهماً جداً في النمو الاقتصادي لكثير من الدول المتقدمة؛ حيث تعمل بوابات تمر من خلالها التجارة الخارجية، مثل استيراد المواد الخام ومن ثم تصنيعها وتصدير الجزء الكبير منها بعد التصنيع، أما بالنسبة إلى الدول النامية فإن اقتصاد معظم هذه الدول يعتمد على التجارة المنقولة بحراً ومن ثمّ على الموانئ، ولا تستطيع أي دولة من الدول النامية أن تستورد المنتجات المصنّعة والبضائع الأساسية لسد احتياجاتها؛ وكذلك تصدير المواد الخام التي تمكنها من الحصول على العملات الأجنبية من دون مرافئ فيها أو بالقرب منها ولهذا فان هذا البحث يقوم بدراسة الموانئ بصفة عامة من حيث تصنيفها ومكوناتها الإنشائية وبصفة خاصة دراسة حواجز الأمواج وأنوعها ومميزاتها وعيوبها ولمعرفة مكوناتها لما لها من تأثير على حركة الملاحة بالموانئ وتسليط الضوء على الموانئ الليبية وتصنيفها والظروف البحرية والمناخية المؤثرة عليها ودراسة المشاكل التصميمية لبعض الموانئ الليبية والظواهر التي طرأت على حواجز الأمواج والحلول المقترحة لهذه المشاكل Abstract Ports are the main outlets for internal trade and foreign countries, and lead a very important role in the economic growth of many developed countries; where she works gates pass through foreign trade, such as import raw materials and then manufactured and exported a large part of them after processing, but for developing countries, the economy of most of these countries depends on the seaborne trade and then the port, nor can any of the developing countries to be imported manufactured products and essential goods to meet their needs; as well as export of raw materials to be able to get foreign currency without ports where or near.Therefore, this research is studying ports generally in terms of classification and components construction and particularly the study of breakwaters and Onoaha and advantages and disadvantages and knowledge components because of their impact on the traffic in ports and shed light on Libyan ports, classification and sea conditions and climatic influence them and study the problems design of some Libyan ports and phenomena that have occurred on breakwaters and proposed solutions to these problems.
سعاد عمرو امحمد سندوقو (2013)

Reclaimed asphalt pavement is used as an aggregate in the cold recycling of asphalt paving mixtures. The more common method involves a process in which the asphalt pavement is recycled in-place (cold in-place recycling), CIPR. Where the reclaimed asphalt pavement is combined without heat with foamed bitumen and cement and mixed at the pavement site, at full- depth to produce a new cold mix end product. There are no universally accepted structural coefficient values for cold in-place recycled mixes (CIPR). Even though, the structural capacity of CIPR mixes considered equal to that of conventional cold mix paving material, it is not the structural is equivalent to hot mix asphalt (HMA), but is superior to gravel or crushed stone base course. The structural layer coefficient is used to calculate the structure number (SN) needed for the design of layer thicknesses. In this study, the maximum vertical compressive strain on the top of the subgrade layer was used to calculate the equivalency factor and the structural coefficient. By using the KENLAYER; the elastic layered program, the subgrade compressive strains were calculated for the typical pavement system commonly used for the major highways in Libya to get the thickness of FDR layer that would give the same compressive strain as six inches (150 mm) HMA. The thickness equivalency was taken as the ratio of the thickness of the FDR layer to that of the HMA layer of six-inch (150 mm). This was done for different FDR modulus values and different mean annual air temperatures (MAATs) which imply different resilient modulus values of HMA. As a result a relationship was developed between FDR modulus and FDR structural coefficient for various MAATs which are considered as the upper bound structural coefficient values. The conservative equation: MR= 30,000(ai/0.14)3 is considered as the lower bound values of structural coefficient. A reasonable single structural coefficient value could be specified within the specified range based on the levels of experience and quality control. A case study is used to verify the developed procedure for the design of pavement structural systems with FDR layers. arabic 7 English 51
Haifa Ali Ragab Abuhaliga(9-2014)