A submillimetre wavelength spectral line search of the Orion molecular cloud core

A submillimetre wavelength molecular line search of the Orion molecular cloud has been made covering a total of about 5 percent of the frequency range 342.8 - 358.6 GHz. This search, coupled with the authors' previous observations of submillimetre transitions in this cloud, has led to the detection of 22 transitions of 14 molecular species, of which 16 are reported here for the first time. No unidentified lines have been detected in the present search. Mapping observations have been obtained for several of the lines and, in the case of H2CO the authors have been able to compare the present data with that obtained from other telescopes, to estimate the density and abundance in the emitting region

Fast beam stacking using RF barriers

Two barrier RF systems were fabricated, tested and installed in the Fermilab Main Injector. Each can provide 8 kV rectangular pulses (the RF barriers) at 90 kHz. When a stationary barrier is combined with a moving barrier, injected beams from the Booster can be continuously deflected, folded and stacked in the Main Injector, which leads to doubling of the beam intensity. This paper gives a report on the beam experiment using this novel technology.Comment: 2007 Particle Accelerator Conference (PAC07

The application of amino acid racemization in the acid soluble fraction of enamel to the estimation of the age of human teeth

Estimation of age-at-death for skeletonised forensic remains is one of the most significant problems in forensic anthropology. The majority of existing morphological and histological techniques are highly inaccurate, and show a bias towards underestimating the age of older individuals. One technique which has been successful in forensic age estimation is amino acid racemization in dentine. However, this method cannot be used on remains where the post-mortem interval is greater than 20 years. An alternative approach is to measure amino acid racemization in dental enamel, which is believed to be more resistant to change post-mortem. The extent of amino acid racemization in the acid soluble fraction of the enamel proteins was determined for modem known age teeth. A strong correlation was observed between the age of the tooth and the extent of racemization. No systematic bias in the direction of age estimation errors was detected. For the majority of teeth analyzed, the presence of dental caries did not affect the results obtained. In a minority of cases, carious teeth showed a higher level of racemization than would be expected given the age of the individual. These results indicate that amino acid racemization in enamel has the potential to be used in age estimation of skeletal remains. (C) 2007 Elsevier Ireland Ltd. All rights reserved

Deviations from ozone photostationary state during the International Consortium for Atmospheric Research on Transport and Transformation 2004 campaign: Use of measurements and photochemical modeling to assess potential causes

Nitric oxide (NO) and nitrogen dioxide (NO2) were monitored at the University of New Hampshire Atmospheric Observing Station at Thompson Farm (TF) during the ICARTT campaign of summer 2004. Simultaneous measurement of ozone (O3), temperature, and the photolysis rate of NO2 (jNO2) allow for assessment of the O3 photostationary state (Leighton ratio, Φ). Leighton ratios that are significantly greater than unity indicate that peroxy radicals (PO2), halogen monoxides, nitrate radicals, or some unidentified species convert NO to NO2 in excess of the reaction between NO and O3. Deviations from photostationary state occurred regularly at TF (1.0 ≤ Φ ≤ 5.9), particularly during times of low NOx (NOx = NO + NO2). Such deviations were not controlled by dynamics, as indicated by regressions between Φ and several meteorological parameters. Correlation with jNO2 was moderate, indicating that sunlight probably controls nonlinear processes that affect Φ values. Formation of PO2 likely is dominated by oxidation of biogenic hydrocarbons, particularly isoprene, the emission of which is driven by photosynthetically active radiation. Halogen atoms are believed to form via photolysis of halogenated methane compounds. Nitrate radicals are believed to be insignificant. Higher Φ values are associated with lower mixing ratios of isoprene and chloroiodomethane and lower ratios of NOx to total active nitrogen, indicating that photochemical aging may very well lead to increased Φ values. PO2 levels calculated using a zero‐dimensional model constrained by measurements from TF can account for 71% of the observed deviations on average. The remainder is assumed to be associated with halogen atoms, most likely iodine, with necessary mixing ratios up to 0.6 or 1.2 pptv, for chlorine and iodine, respectively

Public Perceptions of the Midwest’s Pavements - Minnesota - Executive Summary

This report summarizes Minnesota results of a five year, Pooled Fund study involving the Wisconsin, Iowa, and Minnesota DOTs designed to 1) assess the public\u27s perceptions of the departments’ pavement improvement strategies and 2) to develop customer-based thresholds of satisfaction with pavements on rural two lane highways in each state as related to the Departments’ physical indices, such as pavement ride and condition. The primary objective was to seek systematic customer input to improve the Departments’ pavement improvement policies by 1) determining how drivers perceive the departments’ pavements in terms of comfort and convenience but also in terms of other tradeoffs departments had not previously considered, 2) determining relationships between perceptions and measured pavement condition thresholds (including a general level of tolerance of winter ride conditions in two of the states), and 3) identifying important attributes and issues that may not have been considered in the past. Secondary objectives were 1) to provide a tool for systematic customer input in the future and 2) provide information which can help structure public information programs. A University of Wisconsin-Extension survey lab conducted the surveys under the direction of a multi-disciplinary team from Marquette University. Approximately 4500 drivers in the three states participated in the three phases of the project. Researchers conducted six focus groups in each state, approximately 400 statewide telephone interviews in each state and 700-800 targeted telephone interviews in each state. Approximately 400 winter ride interviews were conducted in Wisconsin and Minnesota. A summary of the method for each survey is included. In Phase I, focus groups were conducted with drivers to get an initial indication of what the driving public believes in regards to pavements and to frame issues for inclusion in the more representative state-wide surveys of drivers conducted in Phase II of the project. Phase II interviews gathered information about improvement policy trade-off issues and about preliminary thresholds of improvement in terms of physical pavement indices. In Phase III, a two-step recruitment and post-drive interview procedure yielded thresholds of ride and condition index summarized for each state. Results show that, in general, the driving public wants longer lasting pavements and are willing to pay for them. They want to minimize construction delay, improve entire sections of highway at one time but they dislike detours, and prefer construction under traffic even if it stretches out construction time. Satisfaction with pavements does not correlate directly to a high degree with physical pavement indices, but was found instead to be a complex, multi-faceted phenomenon. A psychological model (after Fishbein/Ajzen) was applied to explain satisfaction to a respectable degree (R2 of .67) for the social sciences. Results also indicate a high degree of trust in the three DOTs which is enhanced when the public is asked for input on specific highway segments. Conclusions and recommendations include a three-step methodology for other state studies. Physical data thresholds based on both public satisfaction and the agreement to improve are presented for each state\u27s physical pavement indices (ride and condition). Recommendations for changes to the quality ranges of the physical indices where appropriate are also made

Structure determination from powder data : Mogul and CASTEP

When solving the crystal structure of complex molecules from powder data, accurately locating the global minimum can be challenging, particularly where the number of internal degrees of freedom is large. The program Mogul provides a convenient means to access typical torsion angle ranges for fragments related to the molecule of interest. The impact that the application of modal torsion angle constraints has on the structure determination process of two structure solution attempts using DASH is presented. Once solved, accurate refinement of a molecular structure against powder data can also present challenges. Geometry optimisation using density functional theory in CASTEP is shown to be an effective means to locate hydrogen atom positions reliably and return a more accurate description of molecular conformation and intermolecular interactions than global optimisation and Rietveld refinement alone

Public Perceptions of the Midwest’s Pavements - Iowa - Phase III

There are several objectives to this report. The first objective is to describe the sample with regard to the physical pavement data and three measures of driver satisfaction. In this section, the proportion of respondents who are satisfied with pavements on two-lane, rural, state highways will be examined and the distribution of pavement condition and roughness indices will be presented. The second objective will be a short description of the highway segments and any differences in satisfaction found between regions and pavement types. This was done in Phase II in each state and a letter sent showing the results in all three states. That letter sets forth the revised work plan and budget for Phase III of the project. The third objective is to describe the relationship between physical pavement characteristics and driver satisfaction. This will include a description of both the magnitude of relationship as well as identifying critical International Road Index (IRI) and Pavement Condition Index (PCI) cutoffs where a majority of the sample were satisfied. This will be done for comparative purposes with the Phase II approach, using the total sample to compute cumulative percentages responding to each of the three series of satisfaction questions

Public Perceptions of the Midwest’s Pavements - Wisconsin - Executive Summary

This report summarizes Wisconsin results of a five year, Pooled Fund study involving the Wisconsin, Iowa, and Minnesota DOTs designed to 1) assess the public\u27s perceptions of the departments’ pavement improvement strategies and 2) to develop customer-based thresholds of satisfaction with pavements on rural two lane highways in each state as related to the Departments’ physical indices, such as pavement ride and condition. The primary objective was to seek systematic customer input to improve the Departments’ pavement improvement policies by 1) determining how drivers perceive the departments’ pavements in terms of comfort and convenience but also in terms of other tradeoffs departments had not previously considered, 2) determining relationships between perceptions and measured pavement condition thresholds (including a general level of tolerance of winter ride conditions in two of the states, including Wisconsin), and 3) identifying important attributes and issues that may not have been considered in the past. Secondary objectives were 1) to provide a tool for systematic customer input in the future and 2) provide information which can help structure public information programs. A University of Wisconsin-Extension survey lab conducted the surveys under the direction of a multi-disciplinary team from Marquette University. Approximately 4500 drivers in the three states participated in the three phases of the project. Researchers conducted six focus groups in each state, approximately 400 statewide telephone interviews in each state and 700-800 targeted telephone interviews in each state. Approximately 400 winter ride interviews were conducted in Wisconsin and Minnesota. A summary of the method for each survey is included. In Phase I, focus groups were conducted with drivers to get an initial indication of what the driving public believes in regards to pavements and to frame issues for inclusion in the more representative state-wide surveys of drivers conducted in Phase II of the project. Phase II interviews gathered information about improvement policy trade-off issues and about preliminary thresholds of improvement in terms of physical pavement indices. In Phase III, a two step recruitment and post-drive interview procedure yielded thresholds of ride and condition index summarized for each state. Results show that, in general, the driving public is tolerant of a poorer ride in Winter and they understand the cause. The driving public wants longer lasting pavements and are willing to pay for them. They want to minimize construction delay, improve entire sections of highway at one time but they dislike detours, and prefer construction under traffic even if it stretches out construction time. Satisfaction with pavements does not correlate directly to a high degree with physical pavement indices, but was found instead to be a complex, multi-faceted phenomenon. A psychological model (after Fishbein/Ajzen) was applied to explain satisfaction to a respectable degree (R2 of .7) for the social sciences. Results also indicate a high degree of trust in the three DOTs which is enhanced when the public is asked for input on specific highway segments. Conclusions and recommendations include a three-step methodology for other state studies. Physical data thresholds based on both public satisfaction and the agreement to improve are presented for each state’s physical pavement indices (ride and condition). Recommended changes to the quality ranges of the physical indices where appropriate are also made

Public Perceptions of the Midwest\u27s Pavements - Iowa - Executive Summary

This report summarizes Iowa results of a five year, Pooled Fund study involving the Wisconsin, Iowa, and Minnesota DOTs designed to 1) assess the public\u27s perceptions of the departments’ pavement improvement strategies and 2) to develop customer-based thresholds of satisfaction with pavements on rural two lane highways in each state as related to the Departments’ physical indices, such as pavement ride and condition. The primary objective was to seek systematic customer input to improve the Departments’ pavement improvement policies by 1) determining how drivers perceive the departments’ pavements in terms of comfort and convenience but also in terms of other tradeoffs departments had not previously considered, 2) determining relationships between perceptions and measured pavement condition thresholds (including a general level of tolerance of winter ride conditions in two of the states), and 3) identifying important attributes and issues that may not have been considered in the past. Secondary objectives were 1) to provide a tool for systematic customer input in the future and 2) provide information which can help structure public information programs. A University of Wisconsin-Extension survey lab conducted the surveys under the direction of a multi-disciplinary team from Marquette University. Approximately 4500 drivers in the three states participated in the three phases of the project. Researchers conducted six focus groups in each state, approximately 400 statewide telephone interviews in each state and 700-800 targeted telephone interviews in each state. Approximately 400 winter ride interviews were conducted in Wisconsin and Minnesota. A summary of the method for each survey is included. In Phase I, focus groups were conducted with drivers to get an initial indication of what the driving public believes in regards to pavements and to frame issues for inclusion in the more representative state-wide surveys of drivers conducted in Phase II of the project. Phase II interviews gathered information about improvement policy trade-off issues and about preliminary thresholds of improvement in terms of physical pavement indices. In Phase III, a two step recruitment and post-drive interview procedure yielded thresholds of ride and condition index summarized for each state. Results show that, in general, the driving public wants longer lasting pavements and are willing to pay for them. They want to minimize construction delay, improve entire sections of highway at one time but they dislike detours, and prefer construction under traffic even if it stretches out construction time. Satisfaction with pavements does not correlate directly to a high degree with physical pavement indices, but was found instead to be a complex, multi-faceted phenomenon. A psychological model (after Fishbein/Ajzen) was applied to explain satisfaction to a respectable degree (R2 of .7) for the social sciences. Results also indicate a high degree of trust in the three DOTs which is enhanced when the public is asked for input on specific highway segments. Conclusions and recommendations include a three-step methodology for other state studies. Physical data thresholds based on both public satisfaction and the agreement to improve are presented for each state\u27s physical pavement indices (ride and condition). Recommendations for changes to the quality ranges of the physical indices where appropriate are also made

Superfluid density and condensate fraction in the BCS-BEC crossover regime at finite temperatures

The superfluid density is a fundamental quantity describing the response to a rotation as well as in two-fluid collisional hydrodynamics. We present extensive calculations of the superfluid density \rho_s in the BCS-BEC crossover regime of a uniform superfluid Fermi gas at finite temperatures. We include strong-coupling or fluctuation effects on these quantities within a Gaussian approximation. We also incorporate the same fluctuation effects into the BCS single-particle excitations described by the superfluid order parameter \Delta and Fermi chemical potential \mu, using the Nozi\`eres and Schmitt-Rink (NSR) approximation. This treatment is shown to be necessary for consistent treatment of \rho_s over the entire BCS-BEC crossover. We also calculate the condensate fraction N_c as a function of the temperature, a quantity which is quite different from the superfluid density \rho_s. We show that the mean-field expression for the condensate fraction N_c is a good approximation even in the strong-coupling BEC regime. Our numerical results show how \rho_s and N_c depend on temperature, from the weak-coupling BCS region to the BEC region of tightly-bound Cooper pair molecules. In a companion paper by the authors (cond-mat/0609187), we derive an equivalent expression for \rho_s from the thermodynamic potential, which exhibits the role of the pairing fluctuations in a more explicit manner.Comment: 32 pages, 12 figure