bluuebunny/crossref_metadata_2025 huggingface dataset:
Does a single session of Attentional Bias Modification influence early neural mechanisms of spatial attention? An ERP study
Authors: Osinsky Roman , Wilisz Dominika , Kim Yewon , Karl Christian , Hewig Johannes
Published: June 2014

A relatively new cognitive‐affective training procedure, the Attentional Bias Modification (ABM) technique, is thought to decrease biases in the allocation of attention toward negative emotional stimuli. In two studies, we tested in samples of healthy students whether a single session of ABM has an influence on early orienting of spatial attention as indexed by the N2pc. Replicating previous studies, we found an occipitotemporal N2pc (180–300 ms) contralateral to angry versus neutral facial expressions, indicating that threatening faces automatically draw attention in early stages of stimulus processing. However, this N2pc effect did not significantly change during the ABM training session. Our results therefore indicate that a single session of ABM does not affect early attentional orienting. ABM effects reported in prior research may therefore have been mediated by later cognitive‐affective mechanisms.
Measurement of C‐reactive protein and Prostaglandin F2α Metabolite Concentrations in Differentiation of Canine Pyometra and Cystic Endometrial Hyperplasia/Mucometra
Authors: Enginler SO , Ateş A , Diren Sığırcı B , Sontaş BH , Sönmez K , Karaçam E , Ekici H , Evkuran Dal G , Gürel A
Published: June 2014

Contents

Canine pyometra is a dioestrus period disease in which systemic inflammatory response syndrome (SIRS) is a common outcome due to the response of the body to the bacterial infection. The purpose of this study was i) to differentiate canine pyometra and cystic endometrial hyperplasia (CEH)/mucometra by measuring serum C‐reactive protein (CRP) and prostaglandin F2α metabolite (PGFM) concentrations in blood and ii) to compare serum concentrations of CRP and PGFM in bitches with a pathological uterus (pyometra or CEH/mucometra) to concentrations in bitches with a healthy uterus. Mean CRP concentrations were found significantly higher (p < 0.001) in dogs with pyometra compared to those with CEH/mucometra or healthy uterus. However, no statistical difference could be detected between the groups for mean PGFM concentrations. Mean white blood cell count (WBC), alkaline phosphatase (ALP) and total protein concentrations were found significantly higher (p < 0.001) in dogs with pyometra. Escherichia coli was the most frequently isolated microorganism from dogs with pyometra (64.3%). Edwardsiella spp. was detected in a single case of pyometra for the first time. In conclusion, our results demonstrate that serum CRP concentrations were increased in dogs with pyometra and thus we conclude that serum CRP concentration but not PGFM might be useful as a marker to differentiate a case of CEH/mucometra from pyometra in female dogs. To the authors' knowledge, this is the first report in which Edwardsiella spp. has been isolated in the canine uterus.
Effects of Person‐ and Process‐focused Feedback on Prosocial Behavior in Middle Childhood
Authors: Dunsmore Julie C.
Published: June 2014

The effects of person‐ and process‐focused feedback, parental lay theories, and prosocial self‐concept on children's prosocial behavior were investigated with 143 9‐ and 10‐year‐old children who participated in a single session. Parents reported entity (person‐focused) and incremental (process‐focused) beliefs related to prosocial behavior. Children completed measures of prosocial self‐concept, then participated in a virtual online chat with child actors who asked for help with service projects. After completing the chat, children could assist with the service projects. In the first cohort, children were randomly assigned to receive person‐focused, process‐focused, or control feedback about sympathy. In the second cohort, with newly recruited families, children received no feedback. When given process‐focused feedback, children spent less time helping and worked on fewer service projects. When given no feedback, children spent less time helping when parents held incremental (process‐focused) beliefs. Children with higher prosocial self‐concept who received no feedback worked on more service projects.
Strongyloides stercoralis infection in allogeneic stem cell transplant: a case report and review of the literature
Authors: Iori A.P. , Ferretti A. , Gentile G. , Gabrielli S. , Perrone S. , Barberi W. , Torelli G.F. , Natalino F. , Scalzulli E. , Totino V. , Foà R. , Cancrini G. , Girmenia C.
Published: June 2014

Strongyloides stercoralis infections may be documented in low‐endemicity areas, particularly in immigrants from endemic areas. The case of a patient from Bangladesh, an immigrant to Italy who developed a S. stercoralis infection after allogeneic stem cell transplant, is described, and 7 further cases are reviewed. Because of the atypical clinical presentation, the low predictive role of the eosinophil count, and the low sensitivity of the microbiological tests, diagnosis of strongyloidiasis is a challenging problem. When a case of S. stercoralis infection is suspected, previous exposure may be the only clue to guide the diagnostic approach.
Airway complication contributing to disseminated fusariosis after lung transplantation
Authors: Terasaki J.M. , Shah S.K. , Schnadig V.J. , Valentine V.G.
Published: June 2014

Fungal infections are common after lung transplantation. However, disseminated fusariosis is rare and we report the first case of airway complications associated with this infectious process. A 77‐year‐old Caucasian woman, who was status post left single‐lung transplant for emphysema, presented to clinic 8 months after lung transplantation with pleurisy, shortness of breath, and declining lung function. Bronchoscopy showed narrowing of the left anastomotic site with dynamic compression during exhalation. An AERO stent was deployed successfully, but 3 weeks later, her symptoms recurred. Bronchoscopy showed total stent occlusion with thick tenacious mucus. Fusarium solani was isolated from cultures, and a new 1.5 cm skin nodule was found on the anteromedial midportion of the patient's left lower leg. Voriconazole and anidulafungin were started. No evidence of mucus accumulation was seen during a follow‐up bronchoscopy. It is likely that Fusarium infection contributed to the initial anastomotic complication as well as to obstruction of the stent. Furthermore, the stent may have contributed to establishment and development of disseminated fusariosis. With antifungal therapy, stent patency was maintained and the patient improved clinically.
Rail Defect Detection Using Data From Tri-Axial Accelerometers
Authors: Abuhamdia Tariq , Taheri Saied , Meddah Abe , Davis David
Published: June 2014

This study explores detecting rail defects (track ride quality exceptions) during train operations using real-time x, y and z acceleration data measured and collected on the side frame of a 315,000-lb gross rail load instrumented freight car. Different analysis tools were developed and employed to capture the peculiar characteristics of the data. This includes Harmonic analysis of the data, Wavelet analysis, energy density analysis, and correlation analysis. Based on the analysis results, different filtration and processing techniques were tried to identify the defects throughout the test data. A method that augments autocorrelation to wavelet based singularity detection showed promising results in capturing three types of exceptions: rail fractures, chipped rails, and broken concrete foundations. In addition, blind tests were conducted with several datasets and the algorithm proved to be 100% accurate in detecting the studied defects.
Communication Based Train Control Technology Selection
Authors: Keevill Dave
Published: June 2014

You have selected Communications-Based Train Control (CBTC) for your new transit line, or as an upgrade to the signaling system on your existing rail network. You look forward with anticipation to the benefits it will bring your agency in terms of capacity, safety and reliability. You plan to release your Request for Proposals to the street and then sit back and watch a pack of ravenous CBTC system suppliers pounce on it, eager to make all your signaling dreams come true. But how do you ensure consistency among the offers, to enable you to select the right system for your operation? How do you specify a system that can reasonably be delivered within your budget and schedule constraints? Should you evaluate based on capital or life cycle cost? What bid evaluation criteria should you employ? There are so many factors to consider: tried and true technology vs. cutting edge; an off-the-shelf solution vs. one customized to the exacting specifications of your Operations and Maintenance departments; the degree to which redundancy should be built into the system; readiness to integrate with other support systems, like the data communications backbone or SCADA. Is one CBTC system architecture a better fit for your property, or is it “six of one, half a dozen of the other”? This paper will address the technical components of these factors, to assist you in selecting the right technology for your CBTC deployment.
CBTC Equipment EMC Qualification Testing
Authors: Glennie Neil
Published: June 2014

Many railroads are installing new Communications Based Train Control (CBTC) systems and replacing their relay based signaling equipment with solid state equivalents. When installing new signaling and train control equipment on a property, laboratory Electromagnetic Compatibility (EMC) testing is an important part of the qualification process. Much of the new train control equipment is designed and manufactured overseas and Commercial Off The Shelf (COTS) equipment is frequently incorporated into subsystem designs. It is, therefore, important that the railroads and system providers understand the railroad EMC requirements, and that the equipment being installed is tested to the appropriate standards in the laboratory in order to ensure that it will operate as intended in the field.

The two main equipment level laboratory qualification testing standards referenced in railway signaling contract specifications are the Military Standard MIL STD-461F and the CENELEC (European Committee For Electrotechnical Standardization) Standard EN 50121 (IEC equivalent IEC 62236). Although the two standards are similar, there are some key differences that can lead to costly delays if not properly understood and addressed. This paper will provide a comparison of these two standards, including the different test methodologies, specific test procedures, and test limits.
Recommended Maintenance Practices for Stray Current Corrosion on DC Electrified Systems
Authors: Zan Kelvin , Mawley Vish , Ramos Moises , Singh Sarvjit
Published: June 2014

The Los Angeles Metropolitan Transportation Authority (LACMTA), like many other transit agencies throughout the country, is currently addressing the stray current corrosion problems on its rail system. Numerous capital projects have been released by the authority for the rehabilitation of their corroded infrastructures along their right-of-way. In addition, new maintenance procedures have been implemented to minimize corrosion problems to the rail and utility infrastructures located adjacent to the electrified railroad.

The corrosion effect on rail infrastructures is often overlooked by most electrified railroad authorities because an immediate corrective response is not necessary for train movement during rail operations. The corrosion process is a natural process that occurs slowly and continuously throughout the life span of all materials, and may be accelerated due to stray currents from the railroad electrification system.

Several key locations along the right-of-way have greater impact from stray current corrosion issues: at street crossing due to poor rail insulated boots, switch machines and accumulation of brake dust near passenger platforms. Other significant locations that suffer from stray current effects are overhead and under grade bridges, tunnel structures, rail spikes, fire suppression pipes, sewage pipes and underground feeder cable connections. Moreover, stray current can also cause other vital systems such as signaling systems and communication systems to malfunction.

The other aspect of stray current is intentional discharging of stray current into earth ground through Negative Grounding Device (NGD) to maintain negative rail over voltage level for safe operation and reliability of rail service to the public. Typical negative rail voltage with respect to earth ground in operation is over 100VDC which is over the recommended voltage of 50VDC.

Corrosion problems can be controlled by the implementation of a cathodic protection system, proper inspection of the running rail, impedance bond connections and proper maintenance of the cathodic protection system and negative grounding devices.

The purpose of this paper is to address corrosion issues associated with DC electrified railways, recommend maintenance practices to control stray current sources, recommended maintenance practices for cathodic protection systems and discuss the balancing act to control negative rail over voltage versus intentional discharge of stray current to earth ground.
Ballast Direct Shear Testing
Authors: Stark Timothy D. , Swan Robert H. , Yuan Zehong
Published: June 2014

This paper summarizes the appropriate equipment and test procedure for ballast shear strength testing using the direct shear method (ASTM D3080 and D5321) and presents some typical results. To accomplish this ballast testing, a full-scale direct shear box was developed that can accommodate an approximately 1 m (3 feet) wide and 0.6 m (2 feet) deep specimen, which is much larger than current shear boxes used for ballast testing. This larger specimen size resulted in significant differences in measured shear behavior and shear strength parameters. The shear strength properties of the ballast under typical as-placed conditions are determined herein using the new shear box and normal stresses applied through dead weight loading that are representative of railroad track conditions. Effects of direct shear specimen size and confining normal stress are demonstrated using a typical angular granite ballast and the results are compared to published ballast shear strength data.
HTNMote: A Hardware Platform for Wireless Real-Time Railcar Monitoring and its Performance Analysis
Authors: Rakshit Sushanta Mohan , Hempel Michael , Shrestha Pradhumna , Rezaei Fahimeh , Sharif Hamid , Punwani John , Stewart Monique
Published: June 2014

Real-time monitoring of various components of a railcar such as wheel bearing temperature, brake line status, integrity of transported goods and many more has become a key focus area of research for the North American freight railroad industry. The ability for timely detection of abnormalities and impending failures prevents costly accidents, the potential loss of life and damage to the environment. Monitoring also increases overall operational efficiency, reliability and safety of freight railroads.

Wireless Sensor Networks (WSN) are an obvious choice for implementing such a monitoring scheme. The accumulated data from various sensors distributed throughout each railcar along the length of the train is transmitted wirelessly using multi-hop transmissions to the locomotive for alerting and monitoring. From there, this information is also transmitted to dispatch centers for further analysis and recording. ZigBee technology based on the IEEE 802.15.4 standard is a popular choice among WSN communication protocols, owing to its low cost and low power requirements. ZigBee performance degrades severely in the long chain-like topology characteristic of the railroad application environment. This effectively disqualifies ZigBee as a candidate technology for such railcar monitoring deployments.

To overcome these issues with ZigBee deployments for freight train monitoring we developed our Hybrid Technology Networking (HTN) approach [5–7]. HTN leverages both ZigBee and Wi-Fi communication to achieve reliable communication along an entire freight train. Railcar monitoring nodes are grouped into smaller clusters, within which we utilize ZigBee for its low-power operation and report to each cluster’s gateway node. The gateway nodes of all the clusters on a train communicate using Wi-Fi, to benefit from the high throughput and long communication range. This tiered architecture also results in a drastic reduction in overall hop count for end-to-end communication.

In this paper we present HTNMote, a hardware platform that we are developing and employing for real-world evaluation of the HTN protocol. We also present results from our field tests of the HTNMotes at the Transportation Technology Center (TTCI) facility in Pueblo, Colorado, operated by the US Association of American Railroads (AAR). The results show that the use of HTN improves performance of the network by at least an order of magnitude compared to a ZigBee-only network. This paper details the design of our HTNMote platform, present the test setup and results, as well as conduct an in-depth analysis of the obtained results as they relate to railroad operations.
KENTRACK 4.0: A Railway Trackbed Structural Design Program
Authors: Rose Jerry G. , Liu Shushu , Souleyrette Reginald R.
Published: June 2014

The KENTRACK program is a finite element based railway trackbed structural design program that can be utilized to analyze trackbeds having various combinations of all-granular and asphalt-bound layered support. It is applicable for calculating compressive stresses at the top of subgrade, indicative of potential long-term trackbed settlement failure. Furthermore, for trackbeds containing an asphalt layer, it is applicable for calculating tensile strains at the bottom of the asphalt layer, indicative of potential fatigue cracking. The program was recently expanded to include both English and international units. A procedure has been incorporated to provide a path to save results in a text formation in post-Windows XP operating systems. More importantly, properties of performance graded (PG) asphalt binders and the Witczak E* predictive model have been incorporated in the 4.0 Version of the program. Component layers of typical trackbed support systems are analyzed while evaluating the significance of layer thicknesses and material properties on design and predicted performance. The effect of various material parameters and loading magnitudes on trackbed design and evaluation, as determined and predicted by the computer program, are presented. Variances in subgrade modulus and axle loads and the incorporation of a layer of asphalt within the track structure have significant effects on subgrade vertical compressive stresses and predicted trackbed service lives. The parameter assessments are presented and evaluated using sensitivity analysis.
Analysis of the Lateral Load Path in Concrete Crosstie Fastening Systems
Authors: Williams Brent , Edwards J. Riley , Kernes Ryan G. , Barkan Christopher P. L.
Published: June 2014

Increasing axle loads of today’s North American heavy haul freight trains have presented numerous engineering challenges for the design and performance of concrete crossties and fastening systems. Several research studies have been conducted to understand the path of the vertical load from the wheel/rail interface through the fastening system and into the crosstie with successful results. However, problems arise due to the failure of fastening system components caused by high lateral and longitudinal loads in addition to vertical loads. Failed components are often seen in demanding track environments such as sharp curves or steep grades. It is hypothesized these component failures are caused by high lateral and longitudinal loads, respectively. Until now, attempts to measure lateral forces in the fastening system have been relatively unsuccessful. This study focuses on gaining a better understanding of the lateral load path in concrete crosstie fastening systems through the use of novel instrumentation techniques to quantify the magnitude of lateral forces induced from various types of rolling stock. A thorough understanding of the lateral load path, lateral load magnitudes, and their impact on failure modes will aid in the future mechanistic design of fastening systems. Ultimately, mechanistic design will lead to fastening system components that are able to withstand heavy axle freight train loads with longer service lives. Preliminary results show that the type of rolling stock and resulting wheel loads greatly affect the magnitude of lateral forces in the fastening system.
Spectrum Analysis of Railroad Track With Hanging Tie Problem
Authors: Gao Yin , Huang Hai
Published: June 2014

Hanging tie is a railroad track distress when voids have been developed beneath the ties due to uneven ballast settlement and improper maintenance practice. It, in return, will lead to an increase in dynamic impact loading on the top of the ballast and therefore further deteriorate the track structure. It is often difficult to identify this problem in an efficient and non-destructive manner. This paper proposed a non-destructive and fast screening method to identify hanging tie problem. A dynamic track model capable of simulating moving load and detailed tie supporting conditions is first introduced and then utilized to construct rail deflection spectrums for tracks with different supporting conditions. Case studies of different configurations of ties will be employed. Conclusions will be drawn and important findings will be highlighted in the end.
Freight Railroads Adjacent to High-Speed Rail: Assessing the Risk
Authors: Cockle John
Published: June 2014

By law, the California High-Speed Train System (CHSTS) must be designed and built along established transportation corridors, includes adjacent to or in shared right-of-ways with Class 1 freight railroads. The Adjacent Railroad Hazard Risk Assessment Model (ARHRAM) has been developed as a tool to assist the California High-Speed Rail Authority (Authority) in the assessment of hazard risk posed by adjacent freight railroads. This assessment assists the Authority in the risk-based prioritization of resources meant to mitigate the hazards presented by the adjacency of freight railroad operations. Use of the ARHRAM allows the Authority to apply consistent, objective assessment techniques across the entire system and throughout the various developmental phases.

ARHRAM uses both quantitative and qualitative techniques to develop a characterization of the hazard risk at a particular location, as opposed to an exact probability of the occurrence of a derailment. FRA-reportable derailment data is used to establish the frequency of a derailment on the adjacent railroad at any location, normalized against the performance over a 10-year period. A review of characteristics at a particular location is then conducted, examining for the presence of sixteen separate site characteristics including alignment geometry, train control methods, speed, access, grade crossings, special trackwork, and operational modes. Each characteristic is given a value according to its presence (or not) and the total multiplied by the derailment factor for the railroad and volume of trains operated at the location.

The result is a characterization of the levels of site-specific hazard risk that allows the Authority to prioritize mitigations (resources) in order to reduce risk to an acceptable level. The model is dynamic in that it can be modified if new characteristics need to be introduced or existing characteristics modified, and the model can be re-run should physical or operational conditions change in the future.

This paper applies the model to an existing rail corridor adjacent the CHSTS, demonstrating how appropriate mitigations can be determined and residual risk accepted. The paper also identifies future applications of the ARHRAM in the development of the CHSTS, and potential applications for other systems or modes.
Austempered Ductile Iron Performance at Rail Wheel Operating Conditions
Authors: Warsinski Karl C. , Lautala Pasi T. , Sanders Paul G.
Published: June 2014

As transportation costs rise, rail stock material improvements are critical to improving efficiency, durability, and performance. Steel wheels have been a consistent part of rail equipment, but it may be time to assess potential other alloys and materials in anticipation of future demands. Strength requirements are steadily increasing with rail car capacity, while weight savings in equipment can reduce fuel costs and/or increase carrying capacity. Herein, the current requirements for railroad wheels are discussed and compared with experimental evaluation of a potential alternative material, austempered ductile iron (ADI).

ADI is an attractive wheel material because of its higher strength-to-weight ratio (as compared to steel) and its wear resistance. ADI castings are also typically cheaper to produce than steel. While ADI can meet or exceed the strength of steel components, it is also comparable in ductility and impact strength, so conversion to ADI does not bring additional risk of brittle fracture, as is commonly the case when achieving higher strengths.

There are challenges with its implementation, however. AAR certification of new materials is costly and time consuming, so adoption is unlikely until there is a very compelling business case. Heat produced during on-tread braking has the potential to damage the heat-treated structure of ADI. The regular exchange of cars across different sections of track and therefore different managing companies requires that new wheel materials be fully backwards compatible, so alterations in design are severely limited. This paper will take initial steps toward assessing the potential of ADI railroad wheels by investigating the performance of ADI at elevated temperatures, and comparing the results to measured and simulated wheel temperatures.
LA Metro Red Line Wayside Energy Storage Substation Revenue Service Regenerative Energy Saving Results
Authors: Solis Octavio , Castro Frank , Bukhin Leonid , Turner David , Ng L. S. Brian , Thompson Gary , Dombek Andrew
Published: June 2014

The Los Angeles County Metropolitan Transportation Authority (LA Metro) Red Line (MRL) provides heavy rail subway service with six-car trains at up to 65 mph, connecting downtown to the San Fernando Valley with weekday headways down to five minutes. MRL trains have either DC chopper propulsion or AC propulsion. Revenue service measurements at the busy Westlake/MacArthur Park station show that natural regeneration from braking trains to accelerating trains recoups 34% of the energy provided by nearby braking trains. The remaining 66% of the braking train energy is a candidate for capture and reuse.

To capture and reuse this energy, Metro contracted with VYCON Inc. to design, supply, and integrate a flywheel Wayside Energy Storage Substation (WESS). WESS will capture and reuse train braking energy at the MRL Westlake traction power substation, located at the Westlake/MacArthur Park station. The project, funded by a grant from the Federal Transit Administration through its Transit Investments for Greenhouse Gas and Energy Reduction (TIGGER) Program under the American Recovery and Reinvestment Act (ARRA), is being cooperatively performed by Metro and VYCON. The initial WESS deployment is of a 2 MW rated system with a 15 s charge / discharge time, and an 8.33 kWh energy capacity. The WESS design allows easy expansion to a 6 MW rating. This paper presents results from initial MRL tests to measure regenerative energy savings which occur during revenue service operations, before installing the WESS.
Optimizing Train Speed Profiles to Improve Regeneration Efficiency of Transit Operations
Authors: Tang Haichuan , Wang Qingyuan , Dick C. Tyler
Published: June 2014

With reduced environmental impact becoming an increasingly important benefit of the rail transportation mode, continual improvement in efficiency and reduced energy consumption has become a major concern to rail transit operators. For electrified rail transit operations, regenerative braking is one practical way for saving energy because it enables the kinetic energy of a train to be transmitted via the overhead catenary wire or third rail for use by adjacent trains. Although various regeneration technologies have been introduced, work is still needed to improve energy recovery efficiency. This paper focuses on energy recovery efficiency from an operational point of view. In a mass transit system, there are two operating modes for two consecutive trains: the following train either systematically applies the same speed profile as the leading train, or the following train adjusts its speed to a different speed profile according to the position, speed and regeneration potential of the leading train. With operations synchronized to reuse energy, the latter mode achieves better energy recovery efficiency than the former one. Based on the above understanding, the objective of this paper is to develop the optimal speed profile for a following train in order to minimize pantograph voltage fluctuations and improve energy recovery efficiency. Dynamic programming is applied to this problem in order to optimize the speed profile for a set of given infrastructure and train characteristics. Simulation results with Visual C++ demonstrate that the algorithm can provide an optimal operational strategy with better energy performance while satisfying safety constraints and comfort criteria. Based on this work, energy optimization potentials with different headways are discussed in the case study. This research will facilitate development of on-board train control system logic or system energy analysis that will reduce energy consumption and provide rail transit operators with operational cost savings.
Prestressing Steel Reinforcement Wire Measurement Protocol
Authors: Haynes Mark , Wu Chih-Hang John , Peterman Robert J. , Beck B. Terry
Published: June 2014

The purpose of this paper is to propose new measurement guidelines for pre-stressing steel reinforcement wire indent geometries. The current guidelines for measuring pre-stressing steel reinforcement wire indent geometries are within ASTM A881M-10. These measurement guidelines provide instructions on measuring indent depth, indent side wall angle, and indent orientation. However, since the creation ASTM A881M-10 new measurements have been presented that serve as better predictors of wire performance than the current measurement requirements. The new measure guidelines presented in this research have been shown to have superior correlation to transfer length and the pull out force of pre-stressing steel reinforcement wires used in concrete railroad ties.

These measurement guidelines are intended to more completely quantify the surface profile of pre-stressing steel reinforcement wires and do so in a manner that adheres to the geometric dimensioning and tolerancing standards of ASME Y14.5-2009. The measurement guidelines presented in this research use the concept of minimal zone on a variety of different measurements. This includes measurements such as indent volume, indent surface area, and indent edge wall surface area. These new measurements are shown through a variety of statistical models to be strong predictors of transfer length and pull out force for the given reinforcement wire.

By presenting these new measurement procedures that define the surface geometry of reinforcement wire indent geometry in greater detail, suppliers can present more complete information of their wire type to consumers. Likewise, consumers will be able to more fully define the design requirements that are needed for their pre-stressed concrete railroad ties. The overall impact of the proposed changes will be the improvement of the quality control of pre-stressing steel reinforcement wires and the extended lifespan and durability of pre-stressed concrete railroad ties.
A Comprehensive Framework for Assessing Passenger Rail Services: A Case Study of the Hoosier State Line
Authors: Pyrialakou V. Dimitra , Gkritza Konstantina (Nadia)
Published: June 2014

The development of a nationwide commuter and high-speed rail (HSR) network has been suggested as a promising and “greener” passenger transport solution with the potential to reduce energy consumption and greenhouse gas emissions, given efficient planning that will ensure sufficient ridership and sustainable investment. It is anticipated that passenger rail growth will bring regional economic benefits as well as promote energy independence, transportation safety, and livable communities with improved accessibility and inter-connectivity.

Much research has been conducted to identify the benefits and costs associated with the operation, maintenance, and improvement of passenger rail services. However, previous studies supporting investment in passenger rail have generally considered one evaluation factor at a time. Additionally, studies suggesting that investment in passenger rail is not cost-effective give more weight to quantifiable benefits and current conditions, and rarely consider changes in public preferences influenced by policies and fostered conditions to encourage mode shifts. Thus, the literature lacks a comprehensive approach that would evaluate investments in passenger rail, accounting for quantifiable and other benefits, in light of environmental, resilience and sustainability, economic, demand, and feasibility factors.

Using a case study of the Hoosier State line, this study illustrates a systems approach for comprehensively assessing passenger rail services in the United States in terms of the system’s existing opportunities and future directions. The Hoosier State line operates four days per week between Indianapolis, Indiana and Chicago, Illinois with four intermediate stops. As of October 1, 2013, the State of Indiana, local communities, and Amtrak reached an agreement to support the Hoosier State line for the next fiscal year (2013–2014).
The Effect of Deformation on Mechanical Properties and Shakedown on Railroad Wheels
Authors: Dedmon Steven L. , Fujimura Takashi , Stone Daniel
Published: June 2014

Plastic deformations alter the mechanical properties of many metals and alloys. Class C and Class D wheel steels such as are used in North American freight car service are particularly affected by plastic deformations occurring during rolling contact between the wheel tread and rail head. This investigation determines the effect plastic deformations have on the mechanical properties of Class C and D wheel steels and how those changes could relate to shakedown theory. The effect of temperature is also discussed.
Providing Network Resilience for Safety Critical Systems
Authors: Aziminejad Arash , Lee Andrew W.
Published: June 2014

Ethernet was commercially introduced in 1980 and standardized in 1985 as IEEE 802.3. Due to the instability and unreliability of the initial introduction, safety critical systems have been slow to adapt Ethernet technologies. It is only until the Information Age brought on by the globalization of Internet in the 1990s that network gears become more cost effective, reliable, and technically suitable. With many Ethernet technologies to pick from, selection of a suitable network topology can be challenging. This paper offers insight on the problem of the optimum choice of an Ethernet technology for the purpose of safety critical system. Example of a typical CBTC system will be given along with the key design parameters and several Ethernet technologies analyzed. Simulation models are built on the basis of the two most common Ethernet technologies to provide means of comparison, and numerical results are presented in the paper.
A Graphical User Interface for Contacts Between Wheel and Rail
Authors: Fallahi Behrooz , Behnke Andrew
Published: June 2014

Analysis of contact points between wheel and rail during the wheel climb is of interest to railroad application engineers. In this study the climb maneuver of a wheelset is modeled in a general purpose multi-body system computer program. This model then is used to generate the contact data for a climbing wheelset. A graphical user interface is developed which uses this contact data and generates several contact points charts. In developing the graphical user interface, mouse and keyboard events as well as other controls are used to make the interface interactive and intuitive.
Tensioned Pullout Test Used to Investigate Wire Splitting Propensity in Concrete Railroad Ties
Authors: Holste Joseph R. , Haynes Mark , Peterman Robert J. , Beck B. Terry , Wu Chih-Hang John
Published: June 2014

An experimental program was done at Kansas State University to investigate the possibility of splitting caused by different wire indent patterns used in concrete railroad ties. 5.32-mm-diameter pre-stressing wires with chevron, dot, or spiral indent patterns were tested along with a smooth wire. The wires were tested using a tensioned pullout test setup that was developed to simulate the transfer length bond area interaction between the wire and the concrete. The wires were tensioned to 75% of their ultimate capacity before the concrete specimens were cast around the wire.

Various diameter concrete specimens were tested to determine the amount of cover needed to prevent splitting. The wire was de-tensioned when the concrete had reached 4,500 psi, during which time wire slip and force were measured on each side of the specimen. The spitting behavior found during this testing was used to determine the probability of a wire to cause potential splitting in a concrete railroad tie. Indent geometry data was also compared with this test data to determine a method for predicting the splitting potential based on indent geometry.
An Extended Model of Light Railway System Used in Analysis of Normal Operation and Fault Conditions
Authors: Deleanu Sorin , Forman Keith , Carpenter David C. , Munteanu Calin
Published: June 2014

The paper provides a description of the analysis of a Light Railway System for two configurations: - Rails above the ground and catenary supply - Track in a tunnel and power rail supply. Finite Element Method (FEM) analysis is compared to classical analytical approaches by Carson, Pollaczek, Bickford and Tylavsky.

Reviews of methods to determine self and mutual impedance for electrified railroads are provided. The solution of finite element method (FEM) applied for the determination of impedance for the two traction rail and catenary configuration, modeled and examined, consists of computational analysis based upon minimizing the energy of electromagnetic field.

The analytic impedance models are built on Carson-Pollaczek–Bickford equations, adjusted by Tylavsky, for two situations: when the ground is perfectly insulated and when considering the earth return current.

The railway track – catenary is integrated in a system containing the model for traction substation(s) with DC power output and moving vehicle with induction motors, controlled using voltage inverters with pulse width modulation.

The light transit train, supplied with a rectified DC power, is subjected to a significant harmonic content, which may affect the signal and control circuits. It is then shown that the power and signaling characteristics of the modelled system can predict the magnitude of the perturbation current for different frequencies, in normal operating conditions and in presence of faults as well.

In many of the light transportation systems, from all types of faults, the DC short-circuit at the output of the power rectifiers used for energizing the power rail and/or catenary presents a special interest. This is because of two main reasons: the positions of the vehicle-loads are in continuous changing and, even if they operate from DC sources, the parent network is still of AC type.

A key issue was the determination of the distributed parameters (resistances, inductances) of the running track and catenary, from experimental data and preliminary analytical and numerical calculations, followed by the analysis of their dependencies with the current magnitude and frequency response. A specific short-circuit study case is simulated when using a model of the traction system for the purpose of the DC fault current prediction.

The paper concludes with a discussion of future developments and further work.
Positive Train Control System Testing
Authors: Gage Scott , Polivka Alan , Pate Shad , Mauger W. David
Published: June 2014

For the last several years, the railroad industry has been developing various elements for typical Positive Train Control (PTC) systems and has been demonstrating their functionality. In order to test the capabilities of these systems, Transportation Technology Center, Inc. (TTCI), the industry, and Federal Railroad Administration (FRA) have guided and funded the development of the PTC Test Bed located at the Transportation Technology Center (TTC) in Pueblo, Colorado. Recent upgrades to the PTC Test Bed at TTC have enhanced the capabilities to support on-track testing of Interoperable Train Control (ITC aka I-ETMS®) system/subsystem functionality (including radio communications), interoperability, and performance/stress characterization. Now, onboard, wayside, and office additions have been made for the PTC Test Bed to support testing associated with Advanced Civil Speed Enforcement System (ACSES) II systems and equipment. In support of train control objectives, TTCI has also implemented a broken rail detection test bed, which has produced some interesting results.
The Profile of Coaching and Coach Education in Singapore: Past, Present and Future
Authors: Koh Koon Teck , Foo Wenxiang , Sakamoto Goken , Low Adrian
Published: June 2014

The demand for certified sports coaches in Singapore is high, especially from the schools and private sectors. This trend is in line with the significant global growth of the vocation of sports coaching (Taylor & Garratt, 2013). The purpose of this paper is to provide an informal review of the state of coaching and coach education in Singapore, by addressing three main themes: (1) provide an overview of the evolution of the Singaporean coaching system since the late 1990s, (2) describe examples of identified ground up initiatives from various stakeholders within the coaching ecosystem and (3) draw conclusions from existing literature and provide suggestions on how coach education systems can be further developed. The foundation of the current coaching system was established in the late 1990s with the introduction of the National Coaching Accreditation Program (NCAP) and it is still the benchmark for the coaching practice in Singapore today. The basic NCAP is broken down to a theory and technical component which is administered by the Singapore Sports Council (SSC) and the National Sports Associations (NSAs) respectively. The SSC had embarked on various initiatives over the years to ensure that more Singaporeans have access to quality coaching.
Antimycobacterial Drugs Modulate Immunopathogenic Matrix Metalloproteinases in a Cellular Model of Pulmonary Tuberculosis
Authors: Singh Shivani , Kubler Andre , Singh Utpal K. , Singh Ajay , Gardiner Harriet , Prasad Rajniti , Elkington Paul T. , Friedland Jon S.
Published: June 2014

Tuberculosis is characterized by extensive destruction and remodelling of the pulmonary extracellular matrix. Stromal cell-derived matrix metalloproteinases (MMPs) are implicated in this process and may be a target for adjunctive immunotherapy. We hypothesized that MMPs are elevated in bronchoalveolar lavage fluid of tuberculosis patients and that antimycobacterial agents may have a modulatory effect on MMP secretion. Concentrations of MMP-1, -2, -3, -7, -8, and -9 were elevated in the bronchoalveolar lavage fluid from tuberculosis patients compared to those in bronchoalveolar lavage fluid from patients with other pulmonary conditions. There was a positive correlation between MMP-3, MMP-7, and MMP-8 and a chest radiological score of cavitation and parenchymal damage. Respiratory epithelial cell-derived MMP-3 was suppressed by moxifloxacin, rifampicin, and azithromycin in a dose-dependent manner. Respiratory epithelial cell-derived MMP-1 was suppressed by moxifloxacin and azithromycin, whereas MMP-9 secretion was only decreased by moxifloxacin. In contrast, moxifloxacin and azithromycin both increased MMP-1 and -3 secretion from MRC-5 fibroblasts, demonstrating that the effects of these drugs are cell specific. Isoniazid did not affect MMP secretion. In conclusion, MMPs are elevated in bronchoalveolar lavage fluid from tuberculosis patients and correlate with parameters of tissue destruction. Antimycobacterial agents have a hitherto-undescribed immunomodulatory effect on MMP release by stromal cells.
The Enterovirus Protease Inhibitor Rupintrivir Exerts Cross-Genotypic Anti-Norovirus Activity and Clears Cells from the Norovirus Replicon
Authors: Rocha-Pereira J. , Nascimento M. S. J. , Ma Q. , Hilgenfeld R. , Neyts J. , Jochmans D.
Published: June 2014

Potent and safe inhibitors of norovirus replication are needed for the treatment and prophylaxis of norovirus infections. We here report that the
in vitro
anti-norovirus activity of the protease inhibitor rupintrivir is extended to murine noroviruses and that rupintrivir clears human cells from their Norwalk replicon after only two passages of antiviral pressure. In addition, we demonstrate that rupintrivir inhibits the human norovirus (genogroup II [GII]) protease and further explain the inhibitory effect of the molecule by means of molecular modeling on the basis of the crystal structure of the Norwalk virus protease. The combination of rupintrivir with the RNA-dependent RNA polymerase inhibitors 2′-
C
-methylcytidine and favipiravir (T-705) resulted in a merely additive antiviral effect. The fact that rupintrivir is active against noroviruses belonging to genogroup I (Norwalk virus), genogroup V (murine norovirus), and the recombinant 3C-like protease of a GII norovirus suggests that the drug exerts cross-genotypic anti-norovirus activity and will thus most likely be effective against the clinically relevant human norovirus strains. The design of antiviral molecules targeting the norovirus protease could be a valuable approach for the treatment and/or prophylaxis of norovirus infections.
OXA-207, a Novel OXA-24 Variant with Reduced Catalytic Efficiency against Carbapenems in Acinetobacter pittii from Spain
Authors: Cayô Rodrigo , Merino María , Ruiz del Castillo Belén , Cano María Eliecer , Calvo Jorge , Bou Germán , Martínez-Martínez Luis
Published: June 2014

A carbapenem-resistant
Acinetobacter pittii
strain carrying an OXA-24-like enzyme was isolated in northern Spain in 2008. Sequence analysis confirmed the presence of the novel
bla
OXA-207
gene flanked by the site-specific XerC/XerD-like recombination binding sites and showing a unique Gly222Val substitution compared to OXA-24. Cloning and kinetic analysis showed that OXA-207 presents a reduction in the catalytic efficiency against carbapenems and a noticeable increase for oxacillin.