Investigating the Feasibility of Integrating Pavement Friction and Texture Depth Data in Modeling for INDOT PMS

Under INDOT’s current friction testing program, the friction is measured annually on interstates but only once every three years on non-interstate roadways. The state’s Pavement Management System, however, would require current data if friction were to be included in the PMS. During routine pavement condition monitoring for the PMS, texture data is collected annually. This study explored the feasibility of using this pavement texture data to estimate the friction during those years when friction is not measured directly. After multi0ple approaches and a wide variety of ways of examining the currently available data and texture measuring technologies, it was determined that it is not currently feasible to use the texture data as a surrogate for friction testing. This is likely because the lasers used at this time are not capable of capturing the small-scale pavement microtexture. This situation may change, however, with advances in laser or photo interpretation technologies and improved access to materials data throughout the INDOT pavement network

Manned Mars mission surface transportation elements

The necessity and advantage of surface transportation was well demonstrated by the Apollo 15, 16, and 17 missions. Baseline surface transportation elements for further studies are Lunar Rover, Elastic Loop Mobility System, Mobile Laboratory, Airplane, and Rocket Powered Flying Vehicles. These types of surface transportation are discussed. Starting points for further in-depth studies are identified

Mission and surface infrastructure concepts

Several types of manned Mars surface missions, including sorties, fixed-base, and hybrid missions, which can be envisioned as potentially desirable approaches to the exploration and utilization of Mars are identified and discussed. Some of the advantages and disadvantages of each type are discussed briefly. Also, some of the implications of the types of missions on the surface elements' design are discussed briefly. Typical sets of surface elements are identified for each type of mission, and weights are provided for each element and set

Application of magnitude estimation scaling to the assessment of subjective loudness response to simulated sonic booms

A laboratory study was conducted for the following reasons: (1) to investigate the application of magnitude estimation scaling for evaluating the subjective loudness of sonic booms; and (2) to compare the relative merits of magnitude estimation and numerical category scaling for sonic boom loudness evaluation. The study was conducted in the NASA LeRC's sonic boom simulator and used a total of 80 test subjects (48 for magnitude estimation and 32 for numerical category scaling). Results demonstrated that magnitude estimation was a practical and effective method for quantifying subjective loudness of sonic booms. When using magnitude estimation, the subjects made valid and consistent ratio judgments of sonic boom loudness irrespective of the frequency of presentation of the standard stimulus. Presentation of the standard as every fourth stimulus was preferred by the subjects and is recommended as the standard presentation frequency to be used in future tests

Utilization survey of prototype structural test article

A survey was conducted of six aerospace companies and two NASA agencies to determine how prototype structural test articles are used in flight operations. The prototype structures are airframes and similar devices which are used for testing and generally are not flown. The survey indicated the following: (1) prototype test articles are not being discarded after development testing is complete, but are used for other purposes, (2) only two cases of prototypes being refurbished and flown were identified, (3) protective devices and inspection techniques are available to prevent or minimize test article damage, (4) substitute programs from design verification are availabel in lieu of using prototype structural articles, and (5) there is a trend away from dedicated test articles. Four options based on these study results were identified to reduce test and hardware costs without compromising reliability of the flight program

Best Practices for Patching Composite Pavements

Concrete and composite (asphalt over concrete) pavement distress frequently occurs in the vicinity of joints or cracks in the concrete slabs. Water can enter into the pavement structure at these locations, leading to concrete deterioration and loss of subgrade support. Permanently patching these weakened areas can extend the pavement life considerably before major rehabilitation or reconstruction becomes necessary. Identifying where these or other distresses are occurring in composite pavements is problematic, however, because the asphalt overlay masks the defects in the underlying concrete. Reflective cracking in the overlay can indicate the presence of the joints or working cracks in the concrete, but the visual appearance of the surface is not a reliable indication of the soundness of the concrete. So, accurately identifying where to patch and how long patches should be is extremely difficult. The preferred method for repairing these pavements in Indiana and many other states is through the use of full-depth doweled concrete patches with asphalt overlay. In many cases, matching the existing pavement in terms of foundation and pavement materials and layer thicknesses is called for. This can create logistical and construction problems because of the need to perform different types of work with different materials and equipment, often with restricted times for lane closures. This research was undertaken in an attempt to identify best practices used by other states and documented in the literature to improve the identification, construction and performance of patches in composite pavements through a literature review and survey

I’m a Conduit, You’re Glue, Funds Flow Through Me and Stick to You: The Mere Conduit Defense in Bankruptcy Preference Claims and Its Application to Freight Factoring Companies

Freight factoring companies provide much-needed cash flow and additional services to trucking companies. The trucking company sells its accounts receivable, or invoices, at a discount to the freight factoring company and receives an advance of funds in exchange. The freight factoring company will then begin collecting on these invoices from the trucking company’s customers, or debtors. When a debtor sends funds to a freight factoring company, it is paying for the services rendered by the trucking company. As such, the freight factoring company is obligated to apply the funds it receives to its client’s invoices in accordance with remittance attached to the debtor’s payment. When a debtor files bankruptcy, the bankruptcy trustee seeks to recover as much property as possible for the bankruptcy estate. Thus, it is not uncommon for freight factoring companies to find that funds it received from a debtor may be subject to a preferential claim under Bankruptcy Code section 547 for recovery by the bankruptcy estate. However, there is a judicially created exception from recovery called the mere conduit defense. This Comment explores the origins of that defense, its application in cases involving banks as financial intermediaries and as payees on loans, and advocates that freight factoring companies should be viewed as mere conduits in bankruptcy preference claims

Directed evolution of glucoamylase to improve thermal stability

Glucoamylase (EC 3.2.1.3, GA) is an [Alpha](1,4)-D-glucan glucohydrolase. It is an enzyme that catalyzes the hydrolysis of [Alpha]-1,4 glucosidic bonds from the nonreducing ends of starch to release [Beta]-D-glucose. Past research has revealed that the thermo-stability of glucoamylase can be increased by substituting amino acids at specific positions within the protein. In this work, the yeast host Saccharomyces cerevisiae was used to perform random recombination with the glucoamylase cDNA of several mutant lines to create new combinations of mutations. The most thermostable mutants were then selected and one was chosen for further mutagenesis using PCR and an error prone PCR mix to insert new mutations into the gene. Transformation into yeast, colony screening, and subsequent DNA sequencing gave four new mutations: Val88[right pointing arrow]Ile, Asp293[right pointing arrow]Ala, Tyr402[right pointing arrow]Phe, and Glu408[right pointing arrow]Lys. These four new mutations were combined with the most thermostable mutant from random recombination, RE15, to create the super mutant SRE15. Kinetic assays revealed that RE15 and SRE15 had increases in melting temperature (Tm) of 4.10C and 6.20C, respectively, over that of wild-type glucoamylase, which has a T[subscript m] of 68.80C. In addition, the two mutants also displayed an increase in [Delta]G, which was 3 kJ/mol for RE15 and 2.6 kJ/mol for SRE15 (at 650C). Other kinetic parameters such as K[subscript m1], k[subscript cat1] and V[subscript max] were similar for wild-type glucoamylase, RE15, and SRE15. Thoughtful analysis and comparison of mutant proteins in thermostability assays has led to several conclusions regarding the mutations present in SRE15. It was found that the four individual mutations by themselves in the wild-type back-ground did little to increase glucoamylase thermal stability. Yet, when these mutations were brought together into one enzyme, SRE15, increases in the T[subscript m] and [Delta]G were observed. It is thought that the four new mutations that were inserted into the RE15 gene may create a new network of interactions with the amino acids in the surrounding environment that leads to an increase in thermal stability