The Potential and Beneficial Use of Weigh-In-Motion (WIM) Systems Integrated with Radio Frequency Identification (RFID) Systems for Characterizing Disposal of Waste Debris to Optimize the Waste Shipping Process

ABSTRACT The Oak Ridge National Laboratory (ORNL) Weigh-In-Motion (WIM) system provides a portable and/or semi-portable means of accurately weighing vehicles and its cargo as each vehicle crosses the scales (while in motion), and determining (1) axle weights and (2) axle spacing for vehicles (for determination of Bridge Formula compliance), (3) total vehicle/cargo weight and (4) longitudinal center of gravity (for safety considerations). The WIM system can also weigh the above statically. Because of the automated nature of the WIM system, it eliminates the introduction of human errors caused by manual computations and data entry, adverse weather conditions, and stress. Individual vehicles can be weighed continuously at low speeds (approximately 3-10 mph) and at intervals of less than one minute. The ORNL WIM system operates and is integrated into the Bethel Jacobs Company Transportation Management and Information System (TMIS, a Radio-Frequency Identification [RFID] enabled information system). The integrated process is as follows: Truck Identification Number and Tare Weight are programmed into a RFID Tag. Handheld RFID devices interact with the RFID Tag, and Electronic Shipping Document is written to the RFID Tag. The RFID tag "read" by an RFID tower identifies the vehicle and its associated cargo, the specific manifest of radioactive debris for the uniquely identified vehicle. The weight of the cargo (in this case waste debris) is calculated from total vehicle weight information supplied from WIM to TMIS and is further processed into the Information System and kept for historical and archival purposes. The assembled data is the further process in downstream information systems where waste coordination activities at the Y-12 Environmental Management Waste Management Facility (EMWMF) are written to RFID Tag. All cycle time information is monitored by Transportation Operations and Security personnel

Phase Space Dissimilarity Measures for Structural Health Monitoring

A novel method for structural health monitoring (SHM), known as the Phase Space Dissimilarity Measures (PSDM) approach, is proposed and developed. The patented PSDM approach has already been developed and demonstrated for a variety of equipment and biomedical applications. Here, we investigate SHM of bridges via analysis of time serial accelerometer measurements. This work has four aspects. The first is algorithm scalability, which was found to scale linearly from one processing core to four cores. Second, the same data are analyzed to determine how the use of the PSDM approach affects sensor placement. We found that a relatively low-density placement sufficiently captures the dynamics of the structure. Third, the same data are analyzed by unique combinations of accelerometer axes (vertical, longitudinal, and lateral with respect to the bridge) to determine how the choice of axes affects the analysis. The vertical axis is found to provide satisfactory SHM data. Fourth, statistical methods were investigated to validate the PSDM approach for this application, yielding statistically significant results

Error Reduction for Weigh-In-Motion

Federal and State agencies need certifiable vehicle weights for various applications, such as highway inspections, border security, check points, and port entries. ORNL weigh-in-motion (WIM) technology was previously unable to provide certifiable weights, due to natural oscillations, such as vehicle bouncing and rocking. Recent ORNL work demonstrated a novel filter to remove these oscillations. This work shows further filtering improvements to enable certifiable weight measurements (error < 0.1%) for a higher traffic volume with less effort (elimination of redundant weighing)

Prototype Weigh-In-Motion Performance

Oak Ridge National Laboratory (ORNL) has developed and patented methods to weigh slowly moving vehicles. We have used this technology to produce a portable weigh-in-motion system that is robust and accurate. This report documents the performance of the second-generation portable weigh-in-motion prototype (WIM Gen II). The results of three modes of weight determination are compared in this report: WIM Gen II dynamic mode, WIM Gen II stop-and-go mode, and static (parked) mode on in-ground, static scales. The WIM dynamic mode measures axle weights as the vehicle passes over the system at speeds of 3 to 7 miles per hour (1.3 to 3.1 meters/second). The WIM stop-and-go mode measures the weight of each axle of the vehicle as the axles are successively positioned on a side-by-side pair of WIM measurement pads. In both measurement modes the center of balance (CB) and the total weight are obtained by a straight-forward calculation from axle weights and axle spacings. The performance metric is measurement error (in percent), which is defined as 100 x (sample standard deviation)/(average); see Appendix A for details. We have insufficient data to show that this metric is predictive. This report details the results of weight measurements performed in May 2005 at two sites using different types of vehicles at each site. In addition to the weight measurements, the testing enabled refinements to the test methodology and facilitated an assessment of the influence of vehicle speed on the dynamic-mode measurements. The initial test at the National Transportation Research Center in Knoxville, TN, involved measurements of passenger and light-duty commercial vehicles. A subsequent test at the Arrival/Departure Airfield Control Group (A/DACG) facility in Ft. Bragg, NC, involved military vehicles with gross weights between 3,000 and 75,000 pounds (1,356 to 33,900 kilograms) with a 20,000-pound (9,040 kilograms) limit per axle. For each vehicle, four or more separate measurements were done using each weighing mode. WIM dynamic, WIM stop-and-go, and static-mode scale measurements were compared for total vehicle weight and the weight of the individual axles. We made WIM dynamic mode measurements with three assemblages of weight-transducer pads to assess the performance with varying numbers (2, 4, and 6) of weigh pads. Percent error in the WIM dynamic mode was 0.51%, 0.37%, and 0.37% for total vehicle weight and 0.77%, 0.50%, and 0.47% for single-axle weight for the two-, four-, and six-pad systems, respectively. Errors in the WIM stop-and-go mode were 0.55% for total vehicle weight and 0.62% for single-axle weights. In-ground scales weighed these vehicles with an error of 0.04% (within Army specifications) for total vehicle weight, and an error of 0.86% for single-axle weight. These results show that (1) the WIM error in single-axle weight was less than that obtained from in-ground static scales; (2) the WIM system eliminates time-consuming manual procedures, human errors, and safety concerns; and (3) measurement error for the WIM prototype was less than 1% (within Army requirements for this project). All the tests were performed on smooth, dry, level, concrete surfaces. Tests under non-ideal surface conditions are needed (e.g., rough but level, sun-baked asphalt, wet pavement), and future work will test WIM performance under these conditions. However, we expect the performance will be as good as, if not better than, the present WIM performance. We recommend the WIM stop-and-go mode under non-ideal surface conditions. We anticipate no performance degradation, assuming no subsurface deformation occurs

RadSTraM: Radiological Source Tracking and Monitoring, Phase II Final Report

This report focuses on the technical information gained from the Radiological Source Tracking and Monitoring (RadSTraM) Phase II investigation and its implications. The intent of the RadSTraM project was to determine the feasibility of tracking radioactive materials in commerce, particularly International Atomic Energy Agency (IAEA) Category 3 and 4 materials. Specifically, Phase II of the project addressed tracking radiological medical isotopes in commerce. These categories of materials are susceptible to loss or theft but the problem is not being addressed by other agencies

Melanoma cells break down LPA to establish local gradients that drive chemotactic dispersal.

The high mortality of melanoma is caused by rapid spread of cancer cells, which occurs unusually early in tumour evolution. Unlike most solid tumours, thickness rather than cytological markers or differentiation is the best guide to metastatic potential. Multiple stimuli that drive melanoma cell migration have been described, but it is not clear which are responsible for invasion, nor if chemotactic gradients exist in real tumours. In a chamber-based assay for melanoma dispersal, we find that cells migrate efficiently away from one another, even in initially homogeneous medium. This dispersal is driven by positive chemotaxis rather than chemorepulsion or contact inhibition. The principal chemoattractant, unexpectedly active across all tumour stages, is the lipid agonist lysophosphatidic acid (LPA) acting through the LPA receptor LPAR1. LPA induces chemotaxis of remarkable accuracy, and is both necessary and sufficient for chemotaxis and invasion in 2-D and 3-D assays. Growth factors, often described as tumour attractants, cause negligible chemotaxis themselves, but potentiate chemotaxis to LPA. Cells rapidly break down LPA present at substantial levels in culture medium and normal skin to generate outward-facing gradients. We measure LPA gradients across the margins of melanomas in vivo, confirming the physiological importance of our results. We conclude that LPA chemotaxis provides a strong drive for melanoma cells to invade outwards. Cells create their own gradients by acting as a sink, breaking down locally present LPA, and thus forming a gradient that is low in the tumour and high in the surrounding areas. The key step is not acquisition of sensitivity to the chemoattractant, but rather the tumour growing to break down enough LPA to form a gradient. Thus the stimulus that drives cell dispersal is not the presence of LPA itself, but the self-generated, outward-directed gradient

Requirements Definition for ORNL Trusted Corridors Project

The ORNL Trusted Corridors Project has several other names: SensorNet Transportation Pilot; Identification and Monitoring of Radiation (in commerce) Shipments (IMR(ic)S); and Southeastern Transportation Corridor Pilot (SETCP). The project involves acquisition and analysis of transportation data at two mobile and three fixed inspection stations in five states (Kentucky, Mississippi, South Carolina, Tennessee, and Washington DC). Collaborators include the State Police organizations that are responsible for highway safety, law enforcement, and incident response. The three states with fixed weigh-station deployments (KY, SC, TN) are interested in coordination of this effort for highway safety, law enforcement, and sorting/targeting/interdiction of potentially non-compliant vehicles/persons/cargo. The Domestic Nuclear Detection Office (DNDO) in the U.S. Department of Homeland Security (DHS) is interested in these deployments, as a Pilot test (SETCP) to identify Improvised Nuclear Devices (INDs) in highway transport. However, the level of DNDO integration among these state deployments is presently uncertain. Moreover, DHS issues are considered secondary by the states, which perceive this work as an opportunity to leverage these (new) dual-use technologies for state needs. In addition, present experience shows that radiation detectors alone cannot detect DHS-identified IND threats. Continued SETCP success depends on the level of integration of current state/local police operations with the new DHS task of detecting IND threats, in addition to emergency preparedness and homeland security. This document describes the enabling components for continued SETCP development and success, including: sensors and their use at existing deployments (Section 1); personnel training (Section 2); concept of operations (Section 3); knowledge discovery from the copious data (Section 4); smart data collection, integration and database development, advanced algorithms for multiple sensors, and network communications (Section 5); and harmonization of local, state, and Federal procedures and protocols (Section 6)

A Streamlined DNA Tool for Global Identification of Heavily Exploited Coastal Shark Species (Genus Rhizoprionodon)

Obtaining accurate species-specific landings data is an essential step toward achieving sustainable shark fisheries. Globally distributed sharpnose sharks (genus Rhizoprionodon) exhibit life-history characteristics (rapid growth, early maturity, annual reproduction) that suggests that they could be fished in a sustainable manner assuming an investment in monitoring, assessment and careful management. However, obtaining species-specific landings data for sharpnose sharks is problematic because they are morphologically very similar to one another. Moreover, sharpnose sharks may also be confused with other small sharks (either small species or juveniles of large species) once they are processed (i.e., the head and fins are removed). Here we present a highly streamlined molecular genetics approach based on seven species-specific PCR primers in a multiplex format that can simultaneously discriminate body parts from the seven described sharpnose shark species commonly occurring in coastal fisheries worldwide. The species-specific primers are based on nucleotide sequence differences among species in the nuclear ribosomal internal transcribed spacer 2 locus (ITS2). This approach also distinguishes sharpnose sharks from a wide range of other sharks (52 species) and can therefore assist in the regulation of coastal shark fisheries around the world

Global Spatial Risk Assessment of Sharks Under the Footprint of Fisheries

Effective ocean management and conservation of highly migratory species depends on resolving overlap between animal movements and distributions and fishing effort. Yet, this information is lacking at a global scale. Here we show, using a big-data approach combining satellite-tracked movements of pelagic sharks and global fishing fleets, that 24% of the mean monthly space used by sharks falls under the footprint of pelagic longline fisheries. Space use hotspots of commercially valuable sharks and of internationally protected species had the highest overlap with longlines (up to 76% and 64%, respectively) and were also associated with significant increases in fishing effort. We conclude that pelagic sharks have limited spatial refuge from current levels of high-seas fishing effort. Results demonstrate an urgent need for conservation and management measures at high-seas shark hotspots and highlight the potential of simultaneous satellite surveillance of megafauna and fishers as a tool for near-real time, dynamic management

Measurement of differential cross sections in the kinematic angular variable phi* for inclusive Z boson production in pp collisions at root s=8 TeV

Measurements of differential cross sections d sigma/d phi* and double-differential cross sections d(2)sigma/ld phi*d/y/ for inclusive Z boson production are presented using the dielectron and dimuon final states. The kinematic observable phi* correlates with the dilepton transverse momentum but has better resolution, and y is the dilepton rapidity. The analysis is based on data collected with the CMS experiment at a centre-of-mass energy of 8 TeV corresponding to an integrated luminosity of 19.7 fb(-1). The normalised cross section (1/sigma) d sigma/d phi*, within the fiducial kinematic region, is measured with a precision of better than 0.5% for phi* <1. The measurements are compared to theoretical predictions and they agree, typically, within few percent.Peer reviewe