The culture and identification of gram-negative anaerobic bacilli of clinical interest, with special reference to the use of gas chromatography

The literature on the classification and nomenclature of the family Bacteroidaceae and the occurrence on these organisms as commensals or pathogens in Man and other animals is reviewed.The historical development and principles of modern methods of anaerobic culture are briefly reviewed and discussed in relation to current hypotheses on the nature of anaerobiosis and theories on the oxygen sensitivity or tolerance of clinically important bacteroides strains0 Preliminary studies are presented on additional aspects of the cultural procedures previously developed by Edinburgh workers. The use of an electrometric device for the measurement of redox potentials in samples of a broth medium and for monitoring the establishment and maintainence of extremely reduced conditions in an anaerobic cabinet is described. Conventional bench and anaerobic cabinet approaches to the culture of the Gram-negative, non-sporing anaerobic bacilli are compared with further oxygen-sensitive strains not previously tested by Edinburgh workers and the earlier findings extended to show that quantitative recoveries of exacting strains in liquid media are similar with either approach.The nutritional requirements of the Bacteroidaceae are reviewed and extensive growth studies in a range of complex media are described. Media based on ordinarybacteriological peptones are shown to be inadequate for the growth of strains of Ba melaninogenicus ss. asaccharolyticus, but media containing peptide-rich Proteose peptones are shown to support good growth of the strains tested, A balanced salts solution described by other workers was found to inhibit the growth of strains of B. melaninogenicus ss, asacoharolyticus. and glucose was shown to cause an increased lag phase in the growth of the same strains. High concentrations of vitamin B₁₂ (cyanocobalamin) stimulated the growth of strains of B, melaninogenicus ss, asaccharolyticus.Methods of identifying the Gram-negative, non-sporing anaerobic bacilli are reviewed. The application of gas chromatographic (GLC) techniques to identification of bacteria and the role that these approaches have played in resolving the confused taxonomy of different bacterial groups are considered in detail. Techniques for the gasliquid chromatographic separation and identification of short-chain fatty acid metabolic products of 185 isolates from the family Bacteroidaoeae were separated and identified and a range of possible media evaluated for this work. The limitations of the GLC approach to the identification of a wide range of strains from various clinical sources are determined and the results correlated with those of a series of morphological, biochemical, tolerance and antibiotic resistance tests® The potential application of GLC procedures to the rapid and accurate identification of these organisms in hospital laboratories is considered.An established characterisation scheme for the identification of the Bacteroidaceae on the basis of conventional tests is enlarged by the inclusion of additional tests and the range of discrimination of the scheme is widened after studies with selected strains. Problems in fermentation testing are examined with selected strains of B. melaninogenicus and the detailed results of fermentation and glucose utilisation studies with these strains are presented,

Applications of oceanography to navigation

Navigators, concerned with the task of maintaining safe and efficient sea communications and faced with everyday difficulties of wind and weather, have to maintain a more practical outlook than oceanographers, who want to understand everything that goes on in the oceans however long they are about it...

1996 Highway Cost Allocation Update: Technical Report

This update of the highway cost allocation study is the seventh in a recent series begun in the early 1980\u27s by the Kentucky Transportation Cabinet and the Kentucky Transportation Center. The primary objectives were to determine the level of revenue contribution and cost responsibility for each class of highway user. The base year of the study is FY 1995; the most recent time period for which revenue and cost data were available. Highway use or travel activity data for calendar year 1994 was the most recent available. A basic premise of the study was that only state maintained highways were of interest in recouping the costs expended to construct and maintain the system. In 1994, this system comprised 27,300 miles of the 72,900 miles of roads and streets in Kentucky, while accommodating 84 percent of all travel. There were 17 highway user classes with which revenue contribution and cost responsibility were associated. Primary sources of revenue included fuel taxes, registration fees, usage taxes, tolls, and other motor carrier and federal taxes and fees. Primary expenditure categories included construction (subdivided into the six categories), maintenance and traffic, administration, and enforcement. Construction expenditures were subdivided into planning and design; right of way; utility relocation; grade, drain, and surfacing; resurfacing; bridges; and miscellaneous. Results from the analysis indicate that cost responsibility is borne most heavily by passenger cars and motorcycles with 45.93 percent; followed by heavy trucks with gross weights of 60,000 pounds or more at 26.73 percent. Pickups and other vehicles registered in the 6,000-pound category were responsible for 19.99 percent of the cost. Other groups of vehicles totaled 7.35 percent of the cost responsibility. The efficiency of highway-related tax collection was a secondary objective of the study. It was found that the efficiency of collection was about 81 percent tor the weight-distance tax and 78 percent or more for the heavy-vehicle surtax and the carrier fuel surtax

Allocation of Highway Costs and Revenues

A continuing task related to highway financing is determination of the appropriate level of taxation for each class of highway user. Cost allocation in various forms has traditionally been the tool used to achieve an equitable assignment of user responsibility. Following is a summary of results from such a cost-allocation study undertaken by the University of Kentucky\u27s Transportation Research Program. The objective of this study is to determine highway cost responsibility of various user classes and to assess revenues relative to costs under existing levels of taxation and under various alternatives considered in the 1988 legislative session

Allocation of Highway Costs and Revenues

In recent years, costs of highway facilities have generally been considered to be the responsibility of highway users. Although the private sector has recently been called upon to assume more cost responsibility, highways are primarily financed from tax revenues and user tolls. A continuing task related to assessment of highway user fees is determination of the appropriate level of taxation for each class of highway user. Cost allocation in various forms has traditionally been a tool to achieve an equitable assignment of user responsibility. This highway cost allocation study is the sixth in a recent series begun in the early 1980s by the Transportation Cabinet and the Kentucky Transportation Center (formerly the Kentucky Transportation Research Program). Its primary objective is to determine the level of revenue contribution and cost responsibility for each class of highway user. The base year for the study is fiscal year (FY) 1993, which is the most recent time period for which revenue and cost data are available. Highway use or travel activity is generally reported on a calendar-year basis, and 1992 has been used because it is the most recent year for which complete data are available. A basic premise of the study is that only the state-maintained system of highways should be of interest to those attempting to recoup costs (by assigning them to the appropriate highway user) expended to construct and maintain the system. In 1992, the state-maintained highway system comprised approximately 28,000 miles of the 70,000 miles of roads and streets in Kentucky while accommodating approximately 91 percent of all travel in the state. All revenue and cost data reported herein reflect estimates of monies associated with managing only the state-maintained mileage. Highway user classes, with which revenue and cost responsibility were associated, totaled 17 and included motorcycles, cars, buses, and 14 registered or declared weight classes of trucks. Primary sources of revenue allocated to the various classes of highway users include fuel taxes, registration or license fees, usage taxes, road tolls, other motor carrier taxes, other Federal taxes, and miscellaneous taxes and fees. Primary expenditure categories include construction, maintenance and operation, administration, and enforcement. Construction expenditures were further subdivided into preliminary design and engineering, rights of way, utilities, grading and drainage, pavements and shoulders, and bridges. Results from the analysis indicate that cost responsibility is borne most heavily by passenger cars and motorcycles (45.22 percent). Heavy trucks, those with gross weights of 62,000 pounds or more, were responsible for 26.28 percent of the cost. Pickups and other vehicles registered in the 6,000-pound category were responsible for 19.80 percent of the cost. Cost responsibility borne by all other groups totaled 8. 70 percent. Annual cost responsibilities in dollars and percentages for grouped classes of vehicles are shown in the following tabulation

Characteristics and Models of Outdoor Recreational Travel

The purpose of this investigation was to examine the characteristics of outdoor recreational travel and to evaluate models of travel flow from population centers throughout the United States to outdoor recreational areas in Kentucky. Data were obtained by means of a license-plate, origin-destination survey at 160 sites within 42 recreational areas and by means of a continuous vehicle counting program at eight of these sites. Among those characteristics of outdoor recreational travel which were examined in more detail were vehicle occupancies, vehicle classifications, and trip-length distributions. Vehicle occupancy was found to depend on the type of recreational area, distance traveled, and vehicle type. Occupancy increased with increasing distance and was greatest for those vehicles pulling camping trailers. Percentages of the various vehicle types were also influenced by the type of recreational area and the distance traveled. The proportion of camping units in the traffic stream increased with increasing distance of travel. In general, trip lengths were quite short as evidenced by the fact that 60 percent of all vehicles traveled less than 50 miles. However, trip-length distribution was highly dependent on the type and location of the recreational area. Analysis of the distribution of traffic over time verified that recreational travel is much more highly peaked than other forms of highway travel and, with the exception of holidays, is concentrated on Sundays during the spring and summer months. This time period appears most appropriate for the design of highways and parking facilities to serve recreational areas. It is highly recommended that future data collection programs be concentrated on the average summer Sunday to enable collection of the maximum amount of usable traffic data with a minimum of effort. Much of the data reported herein can be used in initial efforts to characterize travel to similar types of recreational areas outside of Kentucky. In the modeling phase of the study, attempts to simulate distributed travel flows concentrated on various single-equation models, a cross-classification model, and gravity and intervening opportunities models. The cross-classification model was found to be an acceptable means for simulating and predicting outdoor recreational travel flows and was decidedly superior to the other models. From the cross-classification model, per capita distributed flows were found to 1) decrease at a decreasing rate with increasing population of the origin zone, 2) increase at a variable rate with increasing attractions of the recreational area, and 3) decrease at a decreasing rate with increasing distance. The intervening opportunities model was found to be unacceptable as a distribution model since it could not effectively accommodate the widely differing sizes of the 42 recreational areas. The gravity model, on the other hand, was quite effective in distributing actual productions and attractions. Problems associated with the gravity model were limited to difficulties in accurately estimating trip productions and attractions in the trip generation phase of analysis

Integrated Truck Monitoring System

The primary objectives of the study are as follows: 1) Develop functional specifications for an integrated truck monitoring system for use in Kentucky, 2) Determine the extent to which KYU numbers (unique identification for large trucks operating in Kentucky) are being displayed as required, 3) Examine the impact of the KYU numbering system on motor carrier operations, and 4) Determine the magnitude of the problems related to trucks using bypass routes to avoid inspection stations. Accomplishments documented in this interim report include the following: 1) Field studies were conducted to determine the frequency of trucks bypassing inspection stations and compliance with the requirement to display a KYU number; 2) A review was made of Kentucky statutes and regulations to summarize requirements expected of trucks, truck operators, and motor carriers; 3) The current system for truck monitoring was described based on information obtained from individuals involved with truck monitoring and regulation; and 4) Estimates were made of the efficiency of collecting weight-distance and truck motor-fuel taxes