Evaluation of Deterioration of Structural Concrete Due to Chloride Intrusion and Other Damaging Mechanisms

Kentucky\u27s bridges continue to age and experience distress. The intrusion of chlorides into concrete remains the primary mechanism for deterioration. It leads to reinforcing steel corrosion that damages the adjoining concrete structure. This study found problematic chloride concentrations in Kentucky concrete bridge elements (decks, pier caps, abutments). Chloride levels have been found at concentrations sufficient to initiate reinforcing steel corrosion. In some cases, chloride concentrations were sufficient to cause accelerated corrosion and produce major section loss of reinforcing steel. Advanced stages of corrosion such as these typically require costly repairs and maintenance to extend the service life of bridges. Field inspections and laboratory analyses conducted during this study verified the ongoing problem of concrete deterioration across bridges within Kentucky\u27s transportation network

Regulation of endosomal motility and degradation by amyotrophic lateral sclerosis 2/alsin

Dysfunction of alsin, particularly its putative Rab5 guanine-nucleotide-exchange factor activity, has been linked to one form of juvenile onset recessive familial amyotrophic lateral sclerosis (ALS2). Multiple lines of alsin knockout (ALS2-/-) mice have been generated to model this disease. However, it remains elusive whether the Rab5-dependent endocytosis is altered in ALS2-/- neurons. To directly examine the Rab5-mediated endosomal trafficking in ALS2-/- neurons, we introduced green fluorescent protein (GFP)-tagged Rab5 into cultured hippocampal neurons to monitor the morphology and motility of Rab5-associated early endosomes. Here we report that Rab5-mediated endocytosis was severely altered in ALS2-/-neurons. Excessive accumulation of Rab5-positive vesicles was observed in ALS2-/- neurons, which correlated with a significant reduction in endosomal motility and augmentation in endosomal conversion to lysosomes. Consequently, a significant increase in endosome/lysosome-dependent degradation of internalized glutamate receptors was observed in ALS2-/- neurons. These phenotypes closely resembled the endosomal trafficking abnormalities induced by a constitutively active form of Rab5 in wild-type neurons. Therefore, our findings reveal a negatively regulatory mechanism of alsin in Rab5-mediated endosomal trafficking, suggesting that enhanced endosomal degradation in ALS2-/- neurons may underlie the pathogenesis of motor neuron degeneration in ALS2 and related motor neuron diseases

Green Infrastructure

The transportation industry has increasingly recognized the vital role sustainability serves in promoting and protecting the transportation infrastructure of the nation. Many state Departments of Transportation have correspondingly increased efforts to incorporate concepts of sustainability into the planning, design, and construction phases of projects and congruently adopted sustainability measures into their internal standard policies and procedures. Sustainably constructed highways foster economic development, promote stewardship of the environment, and solicit citizen involvement for an integrated, comprehensive approach to project planning. As part of an effort to understand the extent to which sustainable design and construction principles are being used, this report selects and analyzes three case studies involving previously completed KYTC projects and assesses their commitment to sustainable concepts. Specifically, this report examines the extent to which KYTC utilized sustainable concepts for each case study as described in FHWA’s INVEST rating system. This research effort comprised three components. First, KTC researchers analyzed KYTC’s policies and manuals for project planning, design, and construction and determined the extent to which INVEST criteria and related principles were incorporated into their standard processes. Second, KTC analyzed the individual case studies themselves, to include project plans and other relevant documentation. Finally, KTC conducted interviews with each of the KYTC district offices responsible for managing those previously completed projects and obtained feedback on the INVEST criteria used for each particular project. Following this approach, KTC validated and finalized the assigned scoring ratings for each case study in accordance with the INVEST scoring guidance. In summary, this report describes the sustainable concepts and corresponding INVEST scores for each project, presents a summary of the main findings, and provides recommendations for the way ahead

Inland Waterway Operational Model & Simulation Along the Ohio River

The inland waterway system of the U.S. is a vital network for transporting key goods and commodities from the point of production to manufacturers and consumers. Shipping materials via the inland waterways is arguably the most economical and environmentally friendly option (compared to hauling freight by trains or railways). Despite the advantages the inland waterways enjoys over competing modes, key infrastructure – such as locks and dams, which help to control water levels on a number of rivers and make navigation possible – is declining. Limited funds have been allocated to make the necessary repairs to lock and dam facilities. Over the past 10 years Inland Waterways Trust Fund resources (which historically funded maintenance and improvement projects) has steadily declined. Locks and dams are of particular importance, because they assist in the maintenance of navigable depths on many of the major inland waterways (Ohio River, Upper Mississippi River, Tennessee River). To better understand the operation of the inland waterway system, this report examines a portion of the Ohio River (extending from Markland Locks and Dam to Lock 53). The specific focus is to determine what delays barge tows as they attempt to lock through these critical facilities. The Ohio River is a particularly important study area. In many ways it is representative of the conditions present throughout the inland waterways system. The average age of the lock and dam facilities exceed 50 years along our study segment. Most of these facilities are operating beyond their intended design life. As locks age, they increasingly demand more scheduled and unscheduled maintenance activities. Maintenance activities often require temporarily shuttering a lock chamber and diverting traffic through another onsite chamber (often of smaller capacity). All of the facilities included in the research area have two lock chambers ‐ thus, if one goes down for maintenance all vessels are diverted through the second chamber. In many cases this situation can produce extensive delays, which precludes cargo from reaching the destination in a timely manner. Recently, the aggregate number of hours that shippers and carriers lose due to delays has escalated. Although the U.S. Army Corps of Engineers – the agency responsible for the management and oversight of locks and dams – has worked to keep traffic flowing on the river, tightening budgets hamper efforts. For shippers and carriers to make informed decisions about when and where to deploy freight on the river, they require knowledge that illuminates factors that are most significant in affecting transit times. In particular this applies to certain conditions that are likely to create delays at lock and dam facilities. The purpose of this report is to 1) develop a comprehensive profile of the Ohio River that provides an overview of how it is integral to U.S. economic security 2) identify salient river characteristics or externally‐driven variables that influence the amount of water flowing through the main channel which consequently impacts vessels’ capacity to navigate 3) use this information (along with a 10‐year data set encompassing over 600,000 observations) to develop an Inland Waterways Operational Model (IWOM). The IWOM objective is to provide the U.S. Army Corps of Engineers, shippers, carriers, and other interested parties with access to8 a robust method that aids in the prediction of where and when conditions will arise on the river that have the potential to significantly impact lockage times and queue times (i.e. how long a vessel has to wait after it arrives at a facility to lock through). After qualitatively reviewing different features of the river system that affect vessel traffic, this report outlines two approaches to modeling inland waterway system behavior – a discrete event simulation (DES) model which uses proprietary software, and the IWOM. Although the DES produced robust findings that aligned with the historical data (because it relies upon proprietary software), it does not offer an ideal platform to distribute knowledge to stakeholders. Indeed, this is the major drawback of the DES given a critical objective of this project is to generate usable information for key stakeholders who are involved with inland waterway operations. Conversely, the IWOM is a preferable option given it relies on statistical analysis – in this sense, it is more of an open‐source solution. The IWOM uses linear regression to determine key variables affecting variation in lockage time. The final model accounts for over two‐thirds of the observed variation in lockage times from 2002‐2012, which is our study period. Practically, this means that the difference between predicted values and observed delay times is significantly less than how the delays vary around the composite average seen in the river system (R2 = 0.69). The IWOM confirms that variations in river conditions significantly affect vessel travel times. For example, river discharge ‐ the direction a vessel moves up or down a river ‐ meaningfully influences lockage times. The freight amount a vessel carries, which is represented by the amount of draft and newness of a vessel, influences lockage times. Larger vessels with more draft tend to wait longer and take longer to complete their lockage. The IWOM is less successful at predicting delay times. Because there is greater instability in this data only a modest amount of variation is explained by the model (R2 = 0.23). This, in turn, partly reflects in spillover from one vessel to the next that is difficult for the simulation to impose and account for therefore requiring additional logic. Once completed, the IWOM was used to parameterize a simulation model. This provided a graphical representation of vessels moving along the river. Users have the capability of adjusting the effects of different variables to anticipate how the system may react, and what changes in vessel traffic patterns emerge. This information will be of great use for stakeholders wanting to gain a better understanding of what conditions lockage times will increase or decrease, why delays emerge, and consequently how these impact traffic flows on the river. In programming a simulation model, users are able to visualize and intuit what causes vessel travel times to vary. Although the regression model accomplishes this, for many users this would prove unwieldy and difficult to grasp beyond a conceptual, abstract level. Matching up regression results with a visual counterpart lets users gain immediate and intimate knowledge of river and vessel behavior – this in turn can positively affect shipper and carrier modal choices. The report concludes with some recommendations for IWOM implementation and thoughts on future research needs. Also discussed are the implications results from the present study have for improving our ability to safely, securely, and swiftly move freight on the inland waterways network

Ultrasound-Guided Greater Auricular Nerve Block as Sole Anesthetic for Ear Surgery

A greater auricular nerve (GAN) block was used as the sole anesthetic for facial surgery in an 80-year-old male patient with multiple comorbidities which would have made general anesthesia challenging. The GAN provides sensation to the ear, mastoid process, parotid gland, and angle of the mandible. In addition to anesthesia for operating room surgery, the GAN block can be used for outpatient or emergency department procedures without the need for a separate anesthesia team. Although this nerve block has been performed using landmark-based techniques, the ultrasound-guided version offers several potential advantages. These advantages include increased reliability of the nerve block, as well as prevention of inadvertent vascular puncture or blockade of the phrenic nerve, brachial plexus, or deep cervical plexus. The increasing access to ultrasound technology for medical care providers outside the operating room makes this ultrasound guided block an increasingly viable alternative

Climate Change-Driven Cumulative Mountain Pine Beetle-Caused Whitebark Pine Mortality in the Greater Yellowstone Ecosystem

An aerial survey method called the Landscape Assessment System (LAS) was used to assess mountain pine beetle (Dendroctonus ponderosae)-caused mortality of whitebark pine (Pinus albicaulis) across the Greater Yellowstone Ecosystem (59,000 km2; GYE). This consisted of 11,942 km of flightlines, along which 4434 geo-tagged, oblique aerial photos were captured and processed. A mortality rating of none to severe (0–4.0 recent attack or 5.0–5.4 old attack) was assigned to each photo based on the amount of red (recent attack) and gray (old attack) trees visible. The method produced a photo inventory of 74 percent of the GYE whitebark pine distribution. For the remaining 26 percent of the distribution, mortality levels were estimated based on an interpolated mortality surface. Catchment-level results combining the photo-inventoried and interpolated mortality indicated that 44 percent of the GYE whitebark pine distribution showed severe old attack mortality (5.3–5.4 rating), 37 percent showed moderate old attack mortality (5.2–5.29 rating), 19 percent showed low old attack mortality (5.1–5.19 rating) and less than 1 percent showed trace levels of old attack mortality (5.0–5.09). No catchments were classified as recent attacks indicating that the outbreak of the early 2000’s has ended. However, mortality continues to occur as chronic sub-outbreak-level mortality. Ground verification using field plots indicates that higher LAS mortality values are moderately correlated with a higher percentage of mortality on the ground

Developing a Baseline for Customer Satisfaction in the Kentucky Transportation Cabinet\u27s Department of Vehicle Regulation

Among the Kentucky Transportation Cabinet’s (KYTC) business units, the Department of Vehicle Regulation (DVR) has the most interactions with members of the public and other government agencies. Given its high profile and public visibility, it is critical for the department to provide high-quality customer service. Lacking data on customer perceptions of DVR’s level of service, the department commissioned researchers at the Kentucky Transportation Center (KTC) to conduct a baseline and rebaseline customer satisfaction surveys. Along with administering surveys to external customers, KTC’s research team also polled DVR staff to gauge employee morale and identify areas which could be improved. Approximately 90% of departmental staff believe that DVR provides a high level of customer service, and most viewed the department’s divisions favorably. Staff, however, noted the importance of fostering an open, equitable, and collaborative workspace as well as the importance of having up-to-date technological tools to perform daily job functions. With respect to the baseline and rebaseline external customer surveys, this study measured a slight decline in overall customer satisfaction. In the baseline survey, 81% of respondents were very or somewhat satisfied with the service they received; in the rebaseline survey 77% said the same. Regression modeling found a strong negative relationship between number of call escalations (i.e., call transfers) and customer satisfaction; call duration had a smaller but negative impact on customer satisfaction. Survey respondents expressed a growing preference for using electronic means (email, website) to interact with DVR. Moving forward, it will be critical for DVR to dedicate resources to improving its website and streamlining other modes of electronic communication, reducing the number of call escalations, and shortening average call durations – particularly hold times

Constraints on the Progenitor of SN 2016gkg From Its Shock-Cooling Light Curve

SN 2016gkg is a nearby Type IIb supernova discovered shortly after explosion. Like several other Type IIb events with early-time data, SN 2016gkg displays a double-peaked light curve, with the first peak associated with the cooling of a low-mass extended progenitor envelope. We present unprecedented intranight-cadence multi-band photometric coverage of the first light-curve peak of SN 2016gkg obtained from the Las Cumbres Observatory Global Telescope network, the Asteroid Terrestrial-impact Last Alert System, the Swift satellite and various amateur-operated telescopes. Fitting these data to analytical shock-cooling models gives a progenitor radius of ~25-140 solar radii with ~2-30 x 10^-2 solar masses of material in the extended envelope (depending on the model and the assumed host-galaxy extinction). Our radius estimates are broadly consistent with values derived independently (in other works) from HST imaging of the progenitor star. However, the shock-cooling model radii are on the lower end of the values indicated by pre-explosion imaging. Hydrodynamical simulations could refine the progenitor parameters deduced from the shock-cooling emission and test the analytical models.Comment: Accepted by ApJ

Observation of low-lying isomeric states in 136^{136}Cs: a new avenue for dark matter and solar neutrino detection in xenon detectors

We report on new measurements establishing the existence of low-lying isomeric states in $^{136}$Cs using $\gamma$ rays produced in $^{136}$Xe(p,n)$^{136}$Cs reactions. Two states with $\mathcal{O}(100)$~ns lifetimes are placed in the decay sequence of the $^{136}$Cs levels that are populated in charged-current interactions of solar neutrinos and fermionic dark matter with $^{136}$Xe. Xenon-based experiments can therefore exploit a delayed-coincidence tag of these interactions, greatly suppressing backgrounds to enable spectroscopic studies of solar neutrinos and dark matter.Comment: Supplemental material available upon request. Version accepted by Phys.Rev.Let