Epistemic Practices in Professional-Client Partnership Work

© 2018, Springer Nature B.V. Relational aspects of professional practice demand increasing attention in research on work and learning. However, little is known about how knowledge is enacted in practices where different people work together. Working in partnership with clients surfaces a number of epistemic demands, responses to which are poorly understood. This paper analyses two cases of nurses working with parents in support services for families with young children. The questions asked are: What epistemic practices are enacted when professionals work in partnership with clients? How do they generate distinct modes of partnership work? Findings show how professionals’ and clients’ knowledge is mobilised and made actionable through practices of diagnostic reasoning, recontextualising, testing and contesting knowledge claims. A distinction is presented between partnership that unfolds as strengthening the client from a professional epistemic perspective, and that which validates and augments the client’s own epistemic contribution. This reveals how knowledge is made to matter and becomes a basis for action in the course of working with others, and informs a new analytical distillation highlighting key epistemic aspects of professional-client partnership

The DyP-type peroxidase DtpA is a Tat-substrate required for GlxA maturation and morphogenesis in <i>Streptomyces</i>

The filamentous bacterium Streptomyces lividans depends on the radical copper oxidase GlxA for the formation of reproductive aerial structures and, in liquid environments, for the formation of pellets. Incorporation of copper into the active site is essential for the formation of a cross-linked tyrosyl-cysteine cofactor, which is needed for enzymatic activity. In this study, we show a crucial link between GlxA maturation and a group of copper-related proteins including the chaperone Sco and a novel DyP-type peroxidase hereinafter called DtpA. Under copper-limiting conditions, the sco and dtpA deletion mutants are blocked in aerial growth and pellet formation, similarly to a glxA mutant. Western blot analysis showed that GlxA maturation is perturbed in the sco and dtpA mutants, but both maturation and morphology can by rescued by increasing the bioavailability of copper. DtpA acts as a peroxidase in the presence of GlxA and is a substrate for the twin-arginine translocation (Tat) translocation pathway. In agreement, the maturation status of GlxA is also perturbed in tat mutants, which can be compensated for by the addition of copper, thereby partially restoring their morphological defects. Our data support a model wherein a copper-trafficking pathway and Tat-dependent secretion of DtpA link to the GlxA-dependent morphogenesis pathway. </jats:p

Enhancing students’ learning through simulation: dealing with diverse, large cohorts

As the field of health care simulation matures, new questions about appropriate pedagogy are emerging which present challenges to research and practices. This has implications for how we investigate and deliver effective simulations, how we conceive effectiveness, and how we make decisions about investment in simulation infrastructure. In this article, we explore two linked challenges that speak to these wider concerns: student diversity and large cohorts. We frame these within contemporary simulation practices and offer recommendations for research and practice that will account for students' varying cultural expectations about learning and clinical practice in the Australian context

Stress Measurements on the I 65 Bridge over the Ohio River at Louisville

Kentucky Transportation Center personnel conducted measurements of live stresses on structural members of the I 65 (John F. Kennedy Memorial) Bridge over the Ohio River. That work was performed in conjunction with an extensive flaw evaluation of the bridge by Hazelet & Erdal Consulting Engineers. The measurements were performed by placing strain gages on the upper chord (an H-beam) and a vertical post and transverse strut that were framed into the upper chord at PP63 on the West truss. Measurements were performed using battery-powered data logging instruments that were capable of unattended strain measurement. The units were used to monitor live stresses induced by routine traffic. Specific tests included short duration time-history measurements on the three structural members, a short duration strain gage rosette measurement on the upper chord and a day-long stress histogram measurement also on the upper chord. The time-history measurements were intended to measure the magnitude of live stresses in the beams. Multiple gages were installed on opposite faces of the structural members for those tests to gain insight into the nature of forces acting on them. The rosette test was performed to measure the principle stresses acting on the upper chord and, thereby, ascertain the nature of forces acting on the upper chord. The stress histogram measurements were conducted to determine the magnitudes of live stresses and number of stress cycles over an extended period. The time-history test data revealed low magnitude live stresses at all the test locations. The maximum tensile live stresses measured were: 1) 1,147 psi for the upper chord, 2) 2,230 psi for the vertical post and 3) 580 psi for the transverse strut. The rosette test yielded a maximum principle stress of 1,120 psi. The stress histogram data indicated that the variable-amplitude live stresses acting on the bridge were comparable to a constant-amplitude live stress of 1,660 psi at a rate of 773,864 cycles per year. Comparisons of stress data taken on the upper chord indicated that it was subject to some non-axial forces. Similar measurements taken on the vertical post indicate that it was subject to transverse forces possibly induced by the strut. Based upon the low stress magnitudes measured during the tests, it appears that live stresses generated by traffic do not have a significant impact on the structural integrity of the bridge

Survey of Current Bridge Painting Practices and Related Literature Search

A survey on current bridge painting practices was conducted. Questionnaires were sent to all 50 state highway agencies concerning their present bridge painting practices, changes in those practices that they anticipate due to environmental regulations, and new or experimental painting practices they are investigating. Forty-three responses were received. Those are collated and presented in the appendices along with comments of the responders. A literature search was conducted on publications related to painting of steel structures (since 1987). Forty-nine documents were identified as being relevant to the topic. Those documents are listed in bibliographic form in the appendices

Environmentally Safe Protective Coatings for Steel Structures-New Construction and Maintenance Painting

The purpose of this study was to: 1) assist KyTC in identifying protective coatings lor structural steel that would meet current and pending environmental regulations, I and 2) to evaluate overcoating procedures that would be cost-effective and provide regulatory (OSHA and EPA) compliance. A coatings research program was conducted that included: 1) laboratory accelerated corrosion/weathering tests, 2) field exposure tests, and 3) experimental maintenance I painting of entire bridges by overcoating. Each of those tasks was intended to address different issues. Regulations concerning volatile organic compound limits lor coating systems used in new construction were studied and recommendations provided to KyTC on new systems that would provide potential advantages in application I and performance. The laboratory testing was used to evaluate seven candidate overcoating systems and three new construction coatings systems. Field exposure tests consisted of coatings patches applied to bridges and scrap steel. Those tests provided useful information concerning the durability of candidate maintenance coatings and the practicality of experimental application procedures. Eighteen complete bridge maintenance painting projects were conducted the KyTC experimental overcoating program that employed experimental specifications and coatings system. Those projects were inspected prior to, during and subsequent to completion. Long-term performance of most projects has been very good

Survey of the Impacts of Environmental Regulations on State Highway Operations

In recent years, the transportation industry in Kentucky as represented by Kentuckians for Better Transportation (KBT) and the Kentucky Transportation Cabinet (KyTC), have expressed concern over the growing impact of environmental regulations upon transportation activities in the state. The imposition of environmental regulations has resulted in higher costs for new construction and maintenance on roads, project delays, scheduling and financing difficulties, and the creation of additional transportation agency bureaucracy to address environmental regulation mandates. In Kentucky, the impacts of those regulations have not been thoroughly assessed nor have the attendant costs been measured. Coinciding with that lack of information is the concern whether those impacts (e.g. costs and delays) are comparable with those affecting other state transportation agencies. KBT and KyTC contracted with the Kentucky Transportation Center (KTC) to conduct a study to 1) identify the impacts of environmental laws and regulations on KyTC and 2) determine whether the environmental impacts affecting KyTC are comparable to those affecting other state transportation agencies

The Removal of Lead-Based Paint from Steel Bridges

The purpose of this study was to assist the Department of Highways in conducting bridge-painting operations involving removal of existing lead-based paint. Pertinent state and Federal regulations affecting generation of hazardous wastes, limiting environmental pollution and protecting public and worker safety were obtained and reviewed.State highway agendas were surveyed relative to how they conducted maintenance bridge painting involving lead-based. paints and comply with applicable regulations. Information from the painting industry related to sale removal of lead-based paints was also reviewed. Based upon the reviews of applicable regulations, operations of other state highway agencies and painting industry practices, the best demonstrated available technology to use in removing lead-based paints from bridges was identified. The key technologies incorporated the use of: 1) containment enclosures over the open abrasive blasting, 2) recyclable abrasives and 3) closed material-handling systems to move abrasive-blasting wastes. The Study Advisory Committee determined that the Best Demonstrated Available Technology would be applied to all bridge maintenance painting operations involving the full removal of lead-based paints. The Committee decided that the Department of Highways would limit painting contractors\u27 work to painting-related activities. The Department employ a consultant to monitor activities related to the generation of hazardous wastes. The consultant would also inspect the contractor\u27s painting work. The Department would also employ a contractor to transport treat and dispose hazardous wastes generated by abrasive blasting. Three documents were prepared to facilitate this work including: 1) an experimental special provision for bridge maintenance painting, 2) a invitation-to-bid for hazardous waste transport and disposal, and 3) a consultant services contract for environmental monitoring, waste management and inspection of contractor painting operations