Jurisdictional Roadside Ditches

Section 404 of the Clean Water Act (CWA) mandates that state agencies and other entities perform compensatory mitigation when their activities impair jurisdictional waters. In the Commonwealth of Kentucky, the Kentucky Transportation Cabinet (KYTC) is required to pay in-lieu fees or purchase stream mitigation credits when a roadside ditch is impaired or relocated as part of a road construction project. In-lieu fees and stream mitigation credits are costly, and ditches that have suffered degraded habitat and loss of hydrogeomorphic functionality are treated as total losses when they are impacted by construction and maintenance activities. This raises the question of whether the United States Corps of Engineers (USACE) would be receptive to alternative mitigation and monitoring practices that impose a less stringent financial burden on the Kentucky Transportation Cabinet, but which still comply with CWA regulations. This report discusses methodologies used to evaluate the quality of instream and riparian habitat, Section 404 of the CWA and its implications for mitigation of lost or damaged jurisdictional ditches, and the strategies that have been used by other states to fulfill their Section 404 mitigation requirements. We highlight mitigation practices that depart from the norm and which place a less onerous financial burden on state transportation agencies. KYTC officials presented this report’s key findings to the USACE Louisville District Office in January 2015 in an effort to receive approval to experiment with novel restoration techniques. The USACE granted KYTC license to implement these techniques on a project-by- project basis. Before implementation on each project, the Cabinet must receive formal approval from USACE officials. Although this was not the blanket mandate that KYTC hoped for, it indicated the Louisville District is willing to study the effectiveness of alternative mitigation strategies. Despite the Cabinet’s request, USACE officials did not approve a plan to reduce post-restoration monitoring requirements. KTC researchers suggested that KYTC perform exhaustive monitoring of the performance of completed project that used alternative mitigation techniques. Having information on the short-, medium-, and long-term performance of these sites could–if the results are promising-pave the way to the wider adoption of alternative mitigation practices and could eventually reduce the level of post-restoration monitoring required by the USACE

Review of State Transportation Funding Initiatives

Despite significant cutbacks to the funding allocated to state departments of transportation (DOTs), demand for accessible and reliable transportation has increased even as existing transportation infrastructure has continued to age. Falling gasoline tax revenues resulting from increasing fuel efficiency and technological advancements have prevented state DOTs, including the Kentucky Transportation Cabinet (KYTC), from funding and financing much-needed transportation projects. Meanwhile, the Federal Highway Trust Fund, which provides funding to states and is tied to the federal gas tax, routinely receives cash infusions from the Federal General Fund to remain solvent—the federal gas tax has not been increased since 1993. Needing to invest in urgent transportation projects while facing stagnant revenue streams has led many state DOTs and researchers to begin exploring alternative funding sources as well as strategies to modify current revenue sources (e.g., gasoline tax, registration and licensing fees) to improve their sustainability. Ensuring the public understands that adequate funding is required to meet our infrastructure needs is critical as well—especially when transitioning to alternative funding mechanisms

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

KYTC Maintenance Field Operations Guide Supplement

The Kentucky Transportation Cabinet (KYTC) is tasked with managing an asset portfolio that includes over 27,500 miles of roadway and 9,000 bridges. Keeping these assets in sound condition demands significant effort from KYTC’s Division of Maintenance, which includes activities ranging from mowing and litter pickup to cleaning out culverts and performing emergency roadway work. Despite the immense responsibilities shouldered by Maintenance personnel, until this project the Cabinet’s 12 districts lacked a systematic method for capturing and recording maintenance activities. Through a series of workshops held in each KYTC’s district with Section Engineer and Maintenance Supervisors, researchers at the Kentucky Transportation Center (KTC) facilitated efforts to inventory routine maintenance activities, document how frequently each activity is done, and capture the ways in which maintenance functions are adjusted in response to special projects (which generally receive priority over general maintenance functions). Key products of this research include a Statewide Maintenance Calendar, which defines — based on a combination of stakeholder feedback and statistical analysis — optimal time intervals for undertaking key maintenance activities, as well as district-specific maintenance calendars. Having recourse to these calendars will help district staff more efficiently plan, schedule, and coordinate maintenance functions

Inland Waterways Funding Mechanisms Synthesis

The inland waterway system is a vital part of the nation’s multi-modal freight network. Although less visible than other modes, inland waterways allow shippers to transport bulk commodities in a relatively cheap and environmentally-friendly method. To ensure this transportation mode remains a feasible option and accommodates growth, it must continue to be safe, efficient, and functional. This synthesis provides comprehensive perspective on the financial prospects of the inland waterways system. It analyzes current funding levels, along with proposed funding changes and reforms. Financial support for the inland waterways system comes from the Inland Waterways Trust Fund (IWTF). Historical data gathered provides evidence that the IWTF resources have rapidly declined in recent years, limiting the number of infrastructure projects that can be undertaken. Some of this is can be attributed to the lack of a fuel tax increase since 1995. The fuel tax serves as the primary revenue source for the IWTF. The purchasing power of each dollar is therefore eroded due to the increase of construction costs, coupled with the tax revenue not increasing.In order to reinforce the IWTF and deal with a mounting project backlog, several funding reforms have been proposed in addition to changes in project delivery and prioritization. Many reforms include raising the fuel tax and changing the current cost share structure. Other proposals lay out different options, such as tolling locks and dams or instituting license fees.In order to reverse the decline of the IWTF, it appears that substantive changes may be required. The past and current state of the system also provides insight as to how previous investment levels have impacted reliability.Measures of lock performance, such as the number of outages (both scheduled and unscheduled) and the duration of lock outages, are used to assess system dependability. These reveal that in recent years there has been an increase in outages and outage durations. Possible factors include a reduction in funding for construction and maintenance projects, which compounds the increasing infrastructure age issue.Unexpected closures impact shippers by causing unplanned delays. These delays increase costs of inland waterway shipments by idling freight and reducing reliability.In turn, reduced system reliability may prompt modal shifts as freight shippers seek more consistent modes of transport. This synthesis provides valuable information for stakeholders and policymakers regarding current funding levels and investments in the inland waterway system.The initial evidence in this report shows that declining funding levels, coupled with aging locks and dams, are likely contributing to increases in lock outages.If such issues are to be rectified, the reforms detailed here provide a starting point for changing the current funding regime

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

Kentucky Transportation Cabinet Right of Way Process Review (Phase I)

From the Executive Summary: The Kentucky Transportation Cabinet (KYTC) is responsible for planning, developing, constructing, and maintaining a prodigious inventory of roadway and bridge assets throughout the state. Project development is a complex process involving the coordination of numerous divisions and preconstruction disciplines across the Cabinet. On many projects, right-of-way (ROW) acquisition presents many challenges. Frequently, the ROW process is found on the critical path, meaning that it effectively governs a project’s overall duration. In some cases — especially on more complex projects — acquiring the ROW may take several years. Recognizing the need to shorten the duration and improve the efficiency of the ROW process, Cabinet leadership commissioned researchers at the Kentucky Transportation Center (KTC) to organize and facilitate the activities of a ROW Process Review Team. All members of the team were selected by KYTC leadership, and it consisted entirely of current and retired Cabinet personnel. Cabinet leadership envisioned a two-phase project. During Phase I (the subject of this report) the ROW Process Review Team mapped out the current ROW processand generated process improvement ideas. Phase II, if authorized, will focus on the implementation of selected process improvements. This report begins with a discussion of the methodological approach used for this project. At the project’s outset, ROW Process Review Team members documented KYTC’s current ROW process by estimating activity durations and preparing timelines for a concept project. Team members focused on the most critical, or limiting, activities, finding that tasks associated with Appraisals, Acquisitions, and Relocations have the longest durations. Seventeen Gantt charts mapping the ROW process were prepared; each chart delineates major tasks and their constitutive steps (Appendix C). Team members subsequently turned their attention to identifying measures that could shorten the process’s overall duration. Invited speakers from the Federal Highway Administration and Indiana Department of Transportation shared their experiences,thoughts on best practices,and strategies that had been used effectively at other state transportation agencies to expedite and streamline ROW acquisition. Using its review of the Cabinet’s current ROW process and information on other state policies and practices as a springboard, team members embarked on a series of intensive brainstorming sessions, eventually generating over 100 prospective ideas to bolster the efficiency of the ROW process. Concurrently, the research team administered surveys to and conducted interviews with consultants and KYTC district-level attorneys to solicit their ideas on amending the ROW process

The national security key indicators as a part of economic development in the conditions of digitization

International audienceMethylglyoxal is a faulty metabolite. It is a ubiquitous by-product of glucose and amino acid metabolism that spontaneously reacts with proximal amino groups in proteins and nucleic acids, leading to impairment of their function. The glyoxalase pathway evolved early in phylogeny to bring about rapid catabolism of methylglyoxal, and an understanding of the role of methylglyoxal and the glyoxalases in many diseases is beginning to emerge. Metabolic processing of methylglyoxal is very rapid in vivo and thus notoriously difficult to detect and quantify. Here we show that C-13 nuclei in labeled methylglyoxal can be hyperpolarized using dynamic nuclear polarization, providing C-13 nuclear magnetic resonance signal enhancements in the solution state close to 5,000-fold. We demonstrate the applications of this probe of metabolism for kinetic characterization of the glyoxalase system in isolated cells as well as mouse brain, liver and lymphoma in vivo

FPGA-accelerated machine learning inference as a service for particle physics computing

New heterogeneous computing paradigms on dedicated hardware with increased parallelization, such as Field Programmable Gate Arrays (FPGAs), offer exciting solutions with large potential gains. The growing applications of machine learning algorithms in particle physics for simulation, reconstruction, and analysis are naturally deployed on such platforms. We demonstrate that the acceleration of machine learning inference as a web service represents a heterogeneous computing solution for particle physics experiments that potentially requires minimal modification to the current computing model. As examples, we retrain the ResNet-50 convolutional neural network to demonstrate state-of-the-art performance for top quark jet tagging at the LHC and apply a ResNet-50 model with transfer learning for neutrino event classification. Using Project Brainwave by Microsoft to accelerate the ResNet-50 image classification model, we achieve average inference times of 60 (10) milliseconds with our experimental physics software framework using Brainwave as a cloud (edge or on-premises) service, representing an improvement by a factor of approximately 30 (175) in model inference latency over traditional CPU inference in current experimental hardware. A single FPGA service accessed by many CPUs achieves a throughput of 600--700 inferences per second using an image batch of one, comparable to large batch-size GPU throughput and significantly better than small batch-size GPU throughput. Deployed as an edge or cloud service for the particle physics computing model, coprocessor accelerators can have a higher duty cycle and are potentially much more cost-effective.Comment: 16 pages, 14 figures, 2 table

Critical Path for Project Development

Overseeing the delivery of highway projects at the Kentucky Transportation Cabinet (KYTC) requires the successful coordination of activities and inputs from multiple external agencies and members of the agency’s Project Development team, who have varied disciplinary backgrounds. Despite the complexity of project delivery, the Cabinet presently does not estimate hours and project milestone dates until after it has selected a design consultant. Moving forward KYTC should explore requiring consultants to develop a critical path method (CPM) schedule. To facilitate this process, this report describes a methodology for producing CPMs for design contracts/projects based on procedures outlined in A Guide to the Project Management Body of Knowledge. In addition to reviewing the CPM, this document includes critical path templates that are representative of the Cabinet’s project design process. Templates were developed with the assistance of KYTC experts knowledgeable in areas such as project management, environmental processes, utilities, right of way, and highway design. Work-breakdown units, templates, and Gantt charts for three project contexts were developed: 1) Rural Federal Bridge Replacement (Categorical Exclusion I), 2) Urban Federal Bridge Replacement (Categorical Exclusion I), and 3) 4-Mile Rural Road Widening into Urban Intersection (Environmental Assessment, Finding of No Significant Impact). An in-depth glossary contains detailed explanations of work-breakdown units and flags issues and challenges that merit close attention during project development. With recourse to the tools and templates presented in this report, project managers and consultants can pursue project management in an organized manner and be ready to deal with any contingencies that may arise