Smart Infrared Inspection System Field Operational Test Final Report

The Smart InfraRed Inspection System (SIRIS) is a tool designed to assist inspectors in determining which vehicles passing through the SIRIS system are in need of further inspection by measuring the thermal data from the wheel components. As a vehicle enters the system, infrared cameras on the road measure temperatures of the brakes, tires, and wheel bearings on both wheel ends of commercial motor vehicles (CMVs) in motion. This thermal data is then presented to enforcement personal inside of the inspection station on a user friendly interface. Vehicles that are suspected to have a violation are automatically alerted to the enforcement staff. The main goal of the SIRIS field operational test (FOT) was to collect data to evaluate the performance of the prototype system and determine the viability of such a system being used for commercial motor vehicle enforcement. From March 2010 to September 2010, ORNL facilitated the SIRIS FOT at the Greene County Inspection Station (IS) in Greeneville, Tennessee. During the course of the FOT, 413 CMVs were given a North American Standard (NAS) Level-1 inspection. Of those 413 CMVs, 384 were subjected to a SIRIS screening. A total of 36 (9.38%) of the vehicles were flagged by SIRIS as having one or more thermal issues; with brakes issues making up 33 (91.67%) of those. Of the 36 vehicles flagged as having thermal issues, 31 (86.11%) were found to have a violation and 30 (83.33%) of those vehicles were placed out-of-service (OOS). Overall the enforcement personnel who have used SIRIS for screening purposes have had positive feedback on the potential of SIRIS. With improvements in detection algorithms and stability, the system will be beneficial to the CMV enforcement community and increase overall trooper productivity by accurately identifying a higher percentage of CMVs to be placed OOS with minimal error. No future evaluation of SIRIS has been deemed necessary and specifications for a production system will soon be drafted

Parathyroid hormone resistance from severe hypomagnesaemia caused by cisplatin

Not required for Clinical Vignette

Preliminary Assessment of Overweight Mainline Vehicles

The Federal Motor Carrier Safety Administration requested information regarding overweight and oversized vehicle traffic entering inspection stations (ISs) in order to develop strategies for future research efforts and possibly help guide regulatory issues involving overweight commercial motor vehicles (CMVs). For a period of one month, inspection stations in Knox County and Greene County, Tennessee, recorded overweight and oversized vehicles that entered these ISs. During this period, 435 CMVs were recorded using an electronic form filled out by enforcement personnel at the IS. Of the 435 CMVs recorded, 381 had weight information documented with them. The majority (52.2%) of the vehicles recorded were five-axle combination vehicles, and 50.6% of all the vehicles were permitted to operate above the legal weight limit in Tennessee, which is 80,000 lb for vehicles with five or more axles. Only 16.8% of the CMVs recorded were overweight gross (11.5% of permitted vehicles) and 54.1% were overweight on an axle group. The low percentage of overweight gross CMVs was because only 45 of the vehicles over 80,000 lb. were not permitted. On average, axles that were overweight were 2,000 lb. over the legal limit for an axle or group of axles. Of the vehicles recorded, 172 vehicles were given a North American Standard (NAS) inspection during the assessment. Of those, 69% of the inspections were driver-only inspections (Level III) and only 25% of the inspections had a vehicle component (such as a Level I or Level II). The remaining 6% of inspections did not have valid Aspen numbers; the type of was inspection unknown. Data collected on the types of trailers of each vehicle showed that about half of the recorded CMVs could realistically be given a Level I (full vehicle and driver) inspection; this estimate was solely based on trailer type. Enforcement personnel at ISs without an inspection pit have difficulty fully inspecting certain vehicles due to low clearance below the trailer. Because of this, overweight and oversized vehicles were normally only given a Level III (driver) inspection; thus, little is known about the safety of these vehicles. The out-of-service (OOS) rate of all the inspected vehicles (driver and vehicle inspections) was 18.6%, while the OOS rate for vehicle inspections (Level I and II) was 52.4%. Future work will focus on performing Level I inspections on five-axle combination tractor-trailers and the types of violations that overweight vehicles may have. This research will be conducted in Tennessee and possibly in other states as well

Wireless Roadside Inspection Phase II Tennessee Commercial Mobile Radio Services Pilot Test Final Report

The Federal Motor Carrier Safety Administration (FMCSA) Wireless Roadside Inspection (WRI) Program is researching the feasibility and value of electronically assessing truck and bus driver and vehicle safety at least 25 times more often than is possible using only roadside physical inspections. The WRI program is evaluating the potential benefits to both the motor carrier industry and to government. These potential benefits include reduction in accidents, fatalities and injuries on our highways and keeping safe and legal drivers and vehicles moving on the highways. WRI Pilot tests were conducted to prototype, test and demonstrate the feasibility and benefits of electronically collecting safety data message sets from in-service commercial vehicles and performing wireless roadside inspections using three different communication methods. This report summarizes the design, conduct and results of the Tennessee CMRS WRI Pilot Test. The purpose of this Pilot test was to demonstrate the implementation of commercial mobile radio services to electronically request and collect safety data message sets from a limited number of commercial vehicles operating in Tennessee. The results of this test have been used in conjunction with the results of the complimentary pilot tests to support an overall assessment of the feasibility and benefits of WRI in enhancing motor carrier safety (reduction in accidents) due to increased compliance (change in motor carrier and driver behavior) caused by conducting frequent safety inspections electronically, at highway speeds, without delay or need to divert into a weigh statio

Medium Truck Duty Cycle Data from Real-World Driving Environments: Final Report

Since the early part of the 20th century, the US trucking industry has provided a safe and economical means of moving commodities across the country. At present, nearly 80% of US domestic freight movement involves the use of trucks. The US Department of Energy (DOE) is spearheading a number of research efforts to improve heavy vehicle fuel efficiencies. This includes research in engine technologies (including hybrid and fuel cell technologies), lightweight materials, advanced fuels, and parasitic loss reductions. In addition, DOE is developing advanced tools and models to support heavy vehicle research and is leading the 21st Century Truck Partnership and the SuperTruck development effort. Both of these efforts have the common goal of decreasing the fuel consumption of heavy vehicles. In the case of SuperTruck, a goal of improving the overall freight efficiency of a combination tractor-trailer has been established. This Medium Truck Duty Cycle (MTDC) project is a critical element in DOE s vision for improved heavy vehicle energy efficiency; it is unique in that there is no other existing national database of characteristic duty cycles for medium trucks based on collecting data from Class 6 and 7 vehicles. It involves the collection of real-world data on medium trucks for various situational characteristics (e.g., rural/urban, freeway/arterial, congested/free-flowing, good/bad weather) and looks at the unique nature of medium trucks drive cycles (stop-and-go delivery, power takeoff, idle time, short-radius trips). This research provides a rich source of data that can contribute to the development of new tools for FE and modeling, provide DOE a sound basis upon which to make technology investment decisions, and provide a national archive of real-world-based medium-truck operational data to support energy efficiency research. The MTDC project involved a two-part field operational test (FOT). For the Part-1 FOT, three vehicles each from two vocations (urban transit and dry-box delivery) were instrumented for the collection of one year of operational data. The Part-2 FOT involved the towing and recovery and utility vocations for a second year of data collection. The vehicles that participated in the MTDC project did so through gratis partnerships in return for early access to the results of this study. Partnerships such as these are critical to FOTs in which real-world data is being collected. In Part 1 of the project, Oak Ridge National Laboratory (ORNL) established partnerships with the H.T. Hackney Company (HTH), one of the largest wholesale distributors in the country, distributing products to 21 states; and with Knoxville Area Transit (KAT), the city of Knoxville s transit system, which operates across Knoxville and parts of Knox County. These partnerships and agreements provided ORNL access to three Class-7 day-cab tractors that regularly haul 28 ft pup trailers (HTH) and three Class-7 buses for the collection of duty cycle data. In addition, ORNL collaborated with the Federal Motor Carrier Safety Administration (FMCSA) to determine if there were possible synergies between this duty cycle data collection effort and FMCSA s need to learn more about the operation and duty cycles of medium trucks. FMCSA s primary interest was in collecting safety data relative to the driver, carrier, and vehicle. In Part 2 of the project, ORNL partnered with the Knoxville Utilities Board, which made available three Class-8 trucks. Fountain City Wrecker Service was also a Part 2 partner, providing three Class-6 rollback trucks. In order to collect the duty cycle and safety-related data, ORNL developed a data acquisition system (DAS) that was placed on each test vehicle. Each signal recorded in this FOT was collected by means of one of the instruments incorporated into each DAS. Other signals were obtained directly from the vehicle s J1939 and J1708 data buses. A VBOX II Lite collected information available from a global positioning system (GPS), including speed, acceleration, and spatial location information at a rate of 5 Hz for the Part 1 FOT. For the Part 2 FOT, this information was obtained from DAS-based GPS instrumentation. The Air-Weigh LoadMaxx, a self-weighing system that determines the vehicle s gross weight by means of pressure transducers, was used to collect vehicle payload information for the combination, urban transit, and towing and recovery vehicles. A cellular modem, the Raven X EVDO V4221, facilitated the communication between the eDAQ-lite (the data collection engine of the system) and the user. The modem functioned as a wireless gateway, allowing data retrievals and system checks to be performed remotely. Also, in partnership with FMCSA, two additional safety sensors were installed on the combination vehicles: the MGM e-Stroke brake monitoring system and the Tire SafeGuard tire pressure monitoring system. All of these sensors posted data to the J1939 data bus, enabling the signals to be read withou..

Haploinsufficiency of human APOE reduces amyloid deposition in a mouse model of amyloid-β amyloidosis

Apolipoprotein E ε4 (APOE ε4) is the strongest genetic risk factor for Alzheimer’s disease (AD). Evidence suggests that the effect of apoE isoforms on amyloid-β (Aβ) accumulation in the brain plays a critical role in AD pathogenesis. Like in humans, apoE4 expression in animal models that develop Aβ-amyloidosis results in greater Aβ and amyloid deposition than with apoE3 expression. However, whether decreasing levels of apoE3 or apoE4 would promote or attenuate Aβ-related pathology has not been directly addressed. To determine the effect of decreasing human apoE levels on Aβ accumulation in vivo, we generated human APOE isoform haploinsufficient mouse models by crossing APPPS1-21 mice with APOE isoform knock-in mice. By genetically manipulating APOE gene dosage, we demonstrate that decreasing human apoE levels, regardless of isoform status, results in significantly decreased amyloid plaque deposition and microglial activation. This differences in amyloid load between apoE3 and apoE4 expressing mice were not due to apoE4 protein being present at lower levels than apoE3. These data suggest that current therapeutic strategies to increase apoE levels without altering its lipidation state may actually worsen Aβ amyloidosis, while increasing apoE degradation or inhibiting its synthesis may be a more effective treatment approach

Paediatric and obstetric outcomes at a faith-based hospital during the 100-day public sector physician strike in Kenya

Published reviews of national physician strikes have shown a reduction in patient mortality. From 5 December 2016 until 14 March 2017, Kenyan physicians in the public sector went on strike leaving only private (not-for-profit and for-profit) hospitals able to offer physician care. We report on our experience at AIC-Kijabe Hospital, a not-for-profit, faith-based Kenyan hospital, before, during and after the 100-day strike was completed by examining patient admissions and deaths in the time periods before, during and after the strike. The volume of patients increased and exceeded the hospital's ability to respond to needs. There were substantial increases in sick newborn admissions during this time frame and an additional ward was opened to respond to this need. Increased need occurred across all services but staffing and space limited ability to respond to increased demand. There were increases in deaths during the strike period across the paediatric medical, newborn, paediatric surgical and obstetric units with an OR (95% CI) of death of 3.9 (95% CI 2.3 to 6.4), 4.1 (95% CI 2.4 to 7.1), 7.9 (95% CI 3.2 to 20) and 3.2 (95% CI 0.39 to 27), respectively. Increased mortality across paediatric and obstetrical services at AIC-Kijabe Hospital correlated with the crippling of healthcare delivery in the public sector during the national physicians' strike in Kenya

Notes on Notebooks: Is Jupyter the Bringer of Jollity?

As the interactive computational notebook becomes a more prominent code development medium, we examine advantages and disadvantages of this particular source code format. We specify the structure of a coding notebook layout. We describe complexities in notebook programming; some of these are incidental whereas others may be inherent complexities. We outline how we envisage research and development might proceed to advance the cause of notebook programming

Combined multidimensional single-cell protein and RNA profiling dissects the cellular and functional heterogeneity of thymic epithelial cells

The network of thymic stromal cells provides essential niches with unique molecular cues controlling T cell development and selection. Recent single-cell RNA sequencing studies have uncovered previously unappreciated transcriptional heterogeneity among thymic epithelial cells (TEC). However, there are only very few cell markers that allow a comparable phenotypic identification of TEC. Here, using massively parallel flow cytometry and machine learning, we deconvoluted known TEC phenotypes into novel subpopulations. Using CITEseq, these phenotypes were related to corresponding TEC subtypes defined by the cells’ RNA profiles. This approach allowed the phenotypic identification of perinatal cTEC and their physical localisation within the cortical stromal scaffold. In addition, we demonstrate the dynamic change in the frequency of perinatal cTEC in response to developing thymocytes and reveal their exceptional efficiency in positive selection. Collectively, our study identifies markers that allow for an unprecedented dissection of the thymus stromal complexity, as well as physical isolation of TEC populations and assignment of specific functions to individual TEC subtypes