REAPERTURA DE PLANTA TEPEYAC

Resumen de Memorias de Trabajo Se tomó el proyecto de la reapertura de planta Gamesa Tepeyac del cual fui parte como líder del área de Ingeniería Industrial y Almacén, este consistió en la reapertura en 2 fases de las Unidades de Negocio de Gamesa Tepeyac, siendo la primera fase la reapertura de la línea de IQO’s y la segunda la apertura de las 4 líneas de Galleta, Equipo 1, Equipo 2, Equipo 3 y Merengue. Considerándose como reapertura todo el proceso de preparación y planeación, la reapertura en sí y el seguimiento a la operación e Indicadores Clave de Desempeño. Esto se llevó a cabo con un apoyo por parte de todas las áreas soporte, Gerencia, Seguridad, Calidad, Inocuidad, Producción, Mejora Continua, Mantenimiento, Recursos Humanos, Contraloría, Lean Six Sigma, Abastecimientos, Capacitación e Ingeniería Industrial y Almacén, creando una serie de pasos críticos a seguir para garantizar que no hubiera problemas antes, durante y después de la reapertura, así mismo el apoyo y disposición de todo el personal. Esta reapertura se requirió por 2 temas, el primero fue la alta demanda de sobres de avena instantánea y que los maquiladores de este producto no alcanzaron a cumplir con los objetivos de producción necesarios para cumplir con la demanda, el segundo tema, y más crítico, fue que debido al sismo del 19 de septiembre de 2017 la planta de Gamesa Vallejo, la cual es la principal productora de galleta en México para grupo PepsiCo, sufrió graves daños estructurales en su edificio, situación que obligó a la compañía a cerrar la planta hasta que se repararán estos daños y se pudiera afianzar la seguridad de todo el personal que ahí labora. Debido a este cierre de Vallejo Gamesa se decidió reabrir la planta de Gamesa Tepeyac, junto con otras medidas que incluían aumentar el volumen de las demás plantas de galleta de grupo PepsiCo, y así poder disminuir la falta de producto en puntos de venta, sin embargo para Gamesa Tepeyac también se planteó el objetivo de hacer una reapertura limpia y operar con los estándares de desempeño que se manejaron antes del cierre. Desafortunadamente muchas plantas no pudieron alcanzar los nuevos objetivos de volumen que se les plantearon, sin embargo planta Gamesa Tepeyac no solo tuvo una reapertura limpia y sin incidentes mayores, si no que también alcanzó y superó los estándares de operación que manejaba anteriormente volviéndose una planta mucho más eficiente en la administración de la misma debido a la reducción de personal así como el aumento de volumen en galleta como en IQO’s; pasando de un máximo de producción de 2,649 toneladas mensuales a 2,925 toneladas mensuales y de 6.5 toneladas por turno a 7 toneladas por turno en galleta e IQO’s respectivamente

Evaluation and development of traffic control devices

"This project was established to provide a means of conducting small-scale research activities on an as needed basis so that the results could be available within months of starting the specific research. This report summarizes the small-scale research activities that were conducted between September 2008 and August 2009.

MASH TL-3 Evaluation of TxDOT Extra-Large Mailboxes

0-6968The purpose of the testing reported herein was to assess the performance of Texas Department of Transportation's (TxDOT\u2019s) extra-large mailboxes according to the safety-performance evaluation guidelines included in the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) for Test Level Three (TL-3) for support structures. The mailboxes tested were the single extra-large mailbox on Type 4 support, two architectural mailboxes and two medium mailboxes on a bent pipe support, and a single extra-large mailbox on Type 3 support. The single Centennial model #950020B extra-large mailbox on Type 4 support performed acceptably for MASH Test 3-61. The multiple mailboxes on a bent pipe support also showed the installation to performed acceptably for MASH Test 3-61. The windshield of the test vehicle deformed 4.6 inches into the occupant compartment and the laminate was torn during MASH Test 3-61 on the single Centennial model #950020B extra-large mailbox on Type 3 support. The installation failed criterion D of MASH. In a re-test after applying a modification to the connection bracket of the single Centennial model #950020B extra-large mailbox, the Type 3 support performed acceptably for MASH Test 3-61

Development of Guidelines for Inspection, Repair, and Use of Portable Concrete Barriers\u2014Volume 1: Technical Report

Project 0-7059Defining the service life of portable concrete barriers (PCBs) is important to reduce the risk of inferior, unsafe barriers being used on Texas roadways. The Manual for Assessing Safety Hardware (MASH) implementation agreement allows state transportation agencies to continue the use of PCBs manufactured on or before December 31, 2019, and successfully tested to standards in National Cooperative Highway Research Program Report 350 or the 2009 edition of MASH throughout their normal service life. Damage to the precast barriers can occur in transit, in storage, or due to vehicular impact. When damage to the connections occurs, cracks, broken corners, and many other forms of damage can be sustained by the barrier. No federal guidance, however, has been developed to determine life expectancy for PCBs. There is a need to develop guidelines addressing the type and extent of barrier damage that constitute replacement of the segment

Development of Structurally Independent Foundations for 36-inch Tall Single Slope Traffic Rail (SSTR) for MASH TL-4

Project 0-6968The objective of this project was to develop structurally independent foundations for TxDOT\u2019s 36-inch tall single slope traffic rail (SSTR). The barrier and foundation systems were required to meet AASHTO MASH Test Level 4 (TL-4) criteria, and require minimal maintenance after a design impact. Foundation designs were needed for two common field installation scenarios; a foundation that has a shallow depth but can have a wider footprint, and a foundation that has a narrow footprint, but can have greater depth

The morphology and biochemistry of nanostructures provide evidence for synthesis and signaling functions in human cerebrospinal fluid

<p>Abstract</p> <p>Background</p> <p>Cerebrospinal fluid (CSF) contacts many brain regions and may mediate humoral signaling distinct from synaptic neurotransmission. However, synthesis and transport mechanisms for such signaling are not defined. The purpose of this study was to investigate whether human CSF contains discrete structures that may enable the regulation of humoral transmission.</p> <p>Methods</p> <p>Lumbar CSF was collected prospectively from 17 participants: with no neurological or psychiatric disease, with Alzheimer's disease, multiple sclerosis, or migraine; and ventricular CSF from two cognitively healthy participants with long-standing shunts for congenital hydrocephalus. Cell-free CSF was subjected to ultracentrifugation to yield supernatants and pellets that were examined by transmission electron microscopy, shotgun protein sequencing, electrophoresis, western blotting, lipid analysis, enzymatic activity assay, and immuno-electron microscopy.</p> <p>Results</p> <p>Over 3,600 CSF proteins were identified from repeated shotgun sequencing of cell-free CSF from two individuals with Alzheimer's disease: 25% of these proteins are normally present in membranes. Abundant nanometer-scaled structures were observed in ultracentrifuged pellets of CSF from all 16 participants examined. The most common structures included synaptic vesicle and exosome components in 30-200 nm spheres and irregular blobs. Much less abundant nanostructures were present that derived from cellular debris. Nanostructure fractions had a unique composition compared to CSF supernatant, richer in omega-3 and phosphoinositide lipids, active prostanoid enzymes, and fibronectin.</p> <p>Conclusion</p> <p>Unique morphology and biochemistry features of abundant and discrete membrane-bound CSF nanostructures are described. Prostaglandin H synthase activity, essential for prostanoid production and previously unknown in CSF, is localized to nanospheres. Considering CSF bulk flow and its circulatory dynamics, we propose that these nanostructures provide signaling mechanisms <it>via </it>volume transmission within the nervous system that are for slower, more diffuse, and of longer duration than synaptic transmission.</p

How freshwater biomonitoring tools vary sub‐seasonally reflects temporary river flow regimes

Characterizing temporary river ecosystem responses to flow regimes is vital for conserving their biodiversity and the services they provide to society. However, freshwater biomonitoring tools rarely reflect community responses to hydrological variations or flow cessation events, and those available have not been widely tested within temporary rivers. This study examines two invertebrate biomonitoring tools characterizing community responses to different flow‐related properties: the “Drought Effect of Habitat Loss on Invertebrates” (DEHLI) and “Lotic‐invertebrate Index for Flow Evaluation” (LIFE), which, respectively reflect community responses to habitat and hydraulic properties associated with changing flow conditions. Sub‐seasonal (monthly) variations of LIFE and DEHLI were explored within two groundwater‐fed intermittent rivers, one dries sporadically (a flashy, karstic hydrology—River Lathkill) and the other dries seasonally (a highly buffered flow regime—South Winterbourne). Biomonitoring tools were highly sensitive to channel drying and also responded to reduced discharges in permanently flowing reaches. Biomonitoring tools captured ecological recovery patterns in the Lathkill following a supra‐seasonal drought. Some unexpected results were observed in the South Winterbourne where LIFE and DEHLI indicated relatively high‐flow conditions despite low discharges occurring during some summer months. This probably reflected macrophyte encroachment, which benefitted certain invertebrates (e.g., marginal‐dwelling taxa) and highlights the importance of considering instream habitat conditions when interpreting flow regime influences on biomonitoring tools. Although LIFE and DEHLI were positively correlated, the latter responded more clearly to drying events, highlighting that communities respond strongly to the disconnection of instream habitats as flows recede. The results highlighted short‐term ecological responses to hydrological variations and the value in adopting sub‐seasonal sampling strategies within temporary rivers. Findings from this study indicate the importance of establishing flow response guilds which group taxa that respond comparably to flow cessation events. Such information could be adopted within biomonitoring practices to better characterize temporary river ecosystem responses to hydrological variations

Transition from Guardrail to Concrete Bridge Rail for Low-Speed Roadways

In recent years, many state departments of transportation have had to modify their approach guardrail-to-concrete bridge rail transition systems to comply with the testing requirements of NCHRP Report 350. Generally, these transition systems are designed and tested for use on high-speed roadways. Because no national transition designs have been developed and tested for lower-speed conditions, the same transition standard is typically applied to all roadways regardless of speed. The new transition designs represent a significant increase in installation cost and complexity over some previous designs that were acceptable under NCHRP Report 230. Thus, it may be cost-prohibitive to require use of the same design on all roadways. The purpose of this research was to develop a guardrail-to-concrete bridge rail transition that is suitable for use on lower-speed roadways and that is less expensive and complex than current designs for high-speed roadways. A low-cost transition was successfully evaluated under NCHRP Report 350 Test Level 2 (TL-2) impact conditions. It is considered suitable for use on roadways that have traffic conditions appropriate for the use of TL-2 safety hardware. Use of this system provides significant savings in material and installation cost compared with high-speed (i.e., TL-3) transitions

Development of a guardrail-to-bridge rail transition

Due to the character of the original source materials and the nature of batch digitization, quality control issues may be present in this document. Please report any quality issues you encounter to [email protected], referencing the URI of the item.Bibliography: leaves 51-52.Not availabl

CRITICAL IMPACT POINTS FOR TRANSITIONS AND TERMINALS

Guidelines for evaluating the safety performance of roadside safety features generally recommend that a worst case or critical impact point (CIP) be selected for crash testing. NCHRP Report 350 presents families of curves that can be used to determine the CIP for a transition section. However, these curves have been observed to overestimate the stiffness of a transition system and provide CIP values closer to the more rigid system of the transition (e.g., bridge rail end) than appropriate. New CIP selection curves for transitions are presented. A procedure is provided to aid in determining the CIP for transition sections with multiple rail elements or variations in post strength and post spacing. Various existing and theoretical transitions systems with wide-ranging combinations of beam and post strengths were used to validate the curves. The newly developed CIP relationships for transitions are recommended in lieu of the existing relationships contained in NCHRP Report 350. To facilitate the development of guidelines for the selection of a CIP for terminals, a new definition is proposed. The proposed definition for the CIP is the point along the terminal at which vehicle behavior transitions from gating to redirection. A methodology for determining the CIP using computer simulation techniques is investigated. The data clearly demonstrate that the selection of a single default impact location for all terminal configurations may not provide the CIP for many designs