bluuebunny/crossref_metadata_2025_split huggingface dataset:
Latent tuberculosis infection: Opportunities and challenges
Authors: Chee Cynthia B.E. , Reves Randall , Zhang Ying , Belknap Robert 
Published: June 2018

ABSTRACTDiagnosing and treating latent tuberculosis (TB) infection (LTBI) is recognized by the World Health Organization as an important strategy to accelerate the decline in global TB and achieve TB elimination. Even among low‐TB burden countries that have achieved high rates of detection and successful treatment for active TB, a number of barriers have prevented implementing or expanding LTBI treatment programmes. Of those infected with TB, relatively few will develop active disease and the current diagnostic tests have a low predictive value. LTBI treatment using isoniazid (INH) has low completion rates due to the long duration of therapy and poor tolerability. Both patients and physicians often perceive the risk of toxicity to be greater than the risk of reactivation TB. As a result, LTBI treatment has had a limited or negligible role outside of countries with high resources and low burden of disease. New tools have emerged including the interferon‐gamma release assays that more accurately diagnose LTBI, particularly in people vaccinated with Bacillus Calmette–Guerin (BCG). Shorter, better tolerated treatment using rifamycins are proving safe and effective alternatives to INH. While still imperfect, TB prevention using these new diagnostic and treatment tools appear cost effective in modelling studies in the United States and have the potential to improve TB prevention efforts globally. Continued research to understand the host–organism interactions within the spectrum of LTBI is needed to develop better tools. Until then, overcoming the barriers and optimizing our current tools is essential for progressing toward TB elimination.
A Probabilistic Paradigm for the Parametric Insurance of Natural Hazards
Authors: Figueiredo Rui , Martina Mario L.V. , Stephenson David B. , Youngman Benjamin D. 
Published: June 2018

AbstractThere is a pressing need for simple and reliable risk transfer mechanisms that can pay out quickly after natural disasters without delays caused by loss estimation, and the need for long historical claims records. One such approach, known as parametric insurance, pays out when a key hazard variable exceeds a predetermined threshold. However, this approach to catastrophe risk, based on making deterministic binary predictions of loss occurrence, is susceptible to basis risk (mismatch between payouts and realized losses).A more defensible approach is to issue probabilistic predictions of loss occurrence, which then allows uncertainty to be properly quantified, communicated, and evaluated. This study proposes a generic probabilistic framework for parametric trigger modeling based on logistic regression, and idealized modeling of potential damage given knowledge of a hazard variable. We also propose various novel methods for evaluating the quality and utility of such predictions as well as more traditional trigger indices.The methodology is demonstrated by application to flood‐related disasters in Jamaica from 1998 to 2016 using gridded precipitation data as the hazard variable. A hydrologically motivated transformation is proposed for calculating potential damage from daily rainfall data. Despite the simplicity of the approach, the model has substantial skill at predicting the probability of occurrence of loss days as demonstrated by traditional goodness‐of‐fit measures (i.e., pseudo‐R2 of 0.55) as well as probabilistic verification diagnostics such as receiver operating characteristics. Using conceptual models of decisionmaker expenses, we also demonstrate that the system can provide considerable utility to involved parties, e.g., insured parties, insurers, and risk managers.
Soil phosphorus fractions in aggregate size classes in southwestern China
Authors: Zhang G. S. , Ni Z. W. 
Published: June 2018

AbstractThe build‐up of topsoil phosphorus (P) through excess fertilizer application can increase P losses in run‐off leading to negative impacts on aquatic ecosystems. To better understand the risk of P losses, the fractions of soil P in four aggregate size classes were quantified for two vegetable production sites (<10 and >25 yrs) and a conservation buffer site (8 yrs) in southwestern China. Sequential extraction methods of inorganic P (Pi) and organic P (Po) were carried out on samples from Nitisol and Gleysol soils from 0 to 5 cm and 5 to 10 cm depths. On average, soil Pi concentrations exceeded Po concentrations threefold, primarily in the bioavailable Pi fractions (labile Pi, loosely bound Pi and non‐occluded Pi). Soil Po fractions and bioavailable Pi fractions were significantly greater under the >25 yrs field than in the <10 yrs field. The conversion of fields under vegetable production to forested buffer substantially decreased the levels of the bioavailable Pi and labile Po in the Gleysol after 8 yrs. Soil macro‐aggregates (>0.25 mm) had greater concentrations of bioavailable Pi fractions and of labile and moderately labile Po than did micro‐aggregates and silt and clay size components. Although more P was stored in recalcitrant P forms, a larger percentage of all P fractions was found in macro‐aggregates in these soils. Small active P‐enriched aggregates potentially intensify export of P from the vegetable soils by run‐off, and therefore, management practices must be optimized to enhance agricultural P efficiencies.
A versatile and robust Agrobacterium‐based gene stacking system generates high‐quality transgenic Arabidopsis plants
Authors: Collier Ray , Thomson James G. , Thilmony Roger 
Published: June 2018

SummaryBiotechnology provides a means for the rapid genetic improvement of plants. Although single genes have been important in engineering herbicide and pest tolerance traits in crops, future improvements of complex traits like yield and nutritional quality will likely require the introduction of multiple genes. This research reports a system (GAANTRY; Gene Assembly in Agrobacterium by Nucleic acid Transfer using Recombinase technologY) for the flexible, in vivo stacking of multiple genes within an Agrobacterium virulence plasmid Transfer‐DNA (T‐DNA). The GAANTRY system utilizes in vivo transient expression of unidirectional site‐specific recombinases and an alternating selection scheme to sequentially assemble multiple genes into a single transformation construct. To demonstrate GAANTRY's capabilities, 10 cargo sequences were sequentially stacked together to produce a 28.5‐kbp T‐DNA, which was used to generate hundreds of transgenic events. Approximately 90% of the events identified using a dual antibiotic selection screen exhibited all of the introduced traits. A total of 68% of the tested lines carried a single copy of the selection marker transgene located near the T‐DNA left border, and only 8% contained sequence from outside the T‐DNA. The GAANTRY system can be modified to easily accommodate any method of DNA assembly and generate high‐quality transgenic plants, making it a powerful, yet simple to use tool for plant genetic engineering.
Dirofilaria repens—An etiological factor or an incidental finding in cytologic and histopathologic biopsies from dogs
Authors: Paździor‐Czapula Katarzyna , Otrocka‐Domagała Iwona , Myrdek Patrycja , Mikiewicz Mateusz , Gesek Michał 
Published: June 2018

AbstractDirofilaria repens is an endemic, zoonotic parasite of carnivores, causing subcutaneous dirofilariasis, which is mostly asymptomatic. The aim of this study was to describe 22 cases of canine subcutaneous dirofilariasis. The cytologic and histopathologic samples were collected from dogs, which presented with various clinical signs such as cutaneous/subcutaneous nodules, hydropericardium, ascites, and lymphadenomegaly. The cytologic or histopathologic examination revealed purulent, pyogranulomatous, granulomatous or eosinophilic dermatitis/panniculitis, and the presence of D repens microfilariae or adults. The microfilariae or adults were also found incidentally in neoplastic cutaneous or subcutaneous tumors and in a sialocele. For the first time, microfilariae were also detected and described in pericardial and abdominal effusions and in enlarged reactive lymph nodes. Although it is well known that D repens can cause dermatitis and panniculitis in dogs, no previous reports of D repens microfilariae in body cavity fluids were found. The role of this parasite in the accumulation of body cavity fluid or in reactive lymphadenomegaly requires further investigation. Due to its zoonotic potential, and apparently underestimated pathogenicity, each case of canine subcutaneous dirofilariasis should be treated.
Prevalence of interfering antibodies in dogs and cats evaluated using a species‐independent assay
Authors: Bergman Daniel , Larsson Anders , Hansson‐Hamlin Helene , Svensson Anna , Holst Bodil Ström 
Published: June 2018

BackgroundInterfering antibodies in human serum and plasma are known to react with mammalian antibodies in immunoassays and cause false‐positive test results. Although this phenomenon was recently shown in companion animals, knowledge regarding immunoassay interference in veterinary medicine is very limited.ObjectivesThe aims of this study were to set up a species‐independent immunoassay procedure to detect interference in serum samples, to screen for interference in a cross‐section of canine and feline patient samples from an animal hospital, and to determine if the detected interference could be neutralized using an immunoassay based on nonmammalian reagents.MethodsA 2‐site sandwich‐type interference assay was set up using commercially available mouse reagents. A total of 369 serum samples from 320 dogs and 263 samples from 218 cats were analyzed using the interference assay. Multiple samples were submitted from 36 dogs and 39 cats. Nineteen samples identified as interference‐positive were analyzed in an assay using chicken antibodies.ResultsInterference was detected in samples from 28 dogs (9%) and 10 cats (5%) screened with the interference assay. Except for 1 cat, consistent results were obtained for all 75 dogs and cats that submitted more than 1 sample. The interference was eliminated when analyzed in the chicken‐based assay (P < .001).ConclusionsSubstances with reactivity toward mouse IgG can be detected in serum samples from dog and cat patients using a 2‐site interference assay. The detected substances are most likely interfering antibodies, possibly originating from immunization with other mammalian species.
Communications-Based Train Control: Test Program Challenges
Authors: Diemunsch Kenneth , Altamirano Keith 
Published: June 2018

This paper discusses two real-world challenges faced by Communications-Based Train Control (CBTC) testing programs.
a) Why is it that even after a successful complete system Factory Acceptance Test (FAT), the performance of the CBTC system during the first few months of field tests is prone to frequent failures? On some projects, it may be months between a successful FAT and the first operation in CBTC mode.
b) How accurately and efficiently can the root cause of failures during the field tests be identified and how could a test program be improved to have a smooth transition from field testing to revenue service.
Unlike commissioning a conventional signaling system, where after circuit break down and operation testing are completed, the system works well during revenue service, CBTC projects experience an additional round of ‘surprises’ when the system is put in service after months or years of testing [1]. This comment is valid for both new lines and signaling upgrade projects, it should be noted that signaling upgrade projects are more prone to ‘surprises’ due to the limited track access which reduces testing time. Even though the final test results prior to revenue service indicate no ‘showstoppers’, once system is placed in service, it is common to unearth major issues that impact sustainable revenue operation. Though, as it should, this often comes as a surprise to transit agencies installing CBTC for the first time, it is almost accepted as fate by most of the experienced CBTC engineers. This paper describes the tests performed prior to placing system in revenue service and analyzes some of the issues experienced. Detailed information regarding the field tests can be found in [2]. Description of possible mitigations used by CBTC suppliers and transit agencies are included, as well as likely reasons for such a predictable pattern on CBTC projects. Finally, ideas about how to continue improving the mitigation to minimize the risk of major system issues are presented.
Bearing Grease Degradation Related to Water and Roller Bluing
Authors: Clasby Dustin , Stewart Monique 
Published: June 2018

Bearing degradation and defects can result in a premature failure. Water ingress into the bearing is a factor for premature degradation, as water may corrupt internal parts and degrade the bearing grease. This paper presents the investigation of the properties of grease degradation from bearings with water-related degradations. This research provides insight into the internal state of bearings that have been replaced due to grease degradation as a result of water ingress.
Separately, the railroad industry has observed bearing roller “bluing” or “lube staining.” This discoloration may be a harmless surface effect, or it may be similar to heat bluing. Determining true metallurgical effects may lead to the understanding between these two different types of “bluing”.
To study bearings with water-related lubrication degradation, grease samples were collected from two populations of bearing lubrication at bearing service locations. One population contains bearings identified with water-related damage, and a second population is a control set of bearings. Primary grease analysis was done per ASTM 7918, providing metrics of wear, contamination, consistency, and oxidative properties. Additional testing was performed where results indicated utility; including measurements of anti-oxidant remaining in grease and microscopic analysis of wear particles in the grease.
“Bluing” or “lube stain” bearing components were examined through analysis of lubrication and metallurgical metrics. Collections of samples from bearing shops included representative small amounts of grease and “blued” steel parts from bearings exhibiting surface discoloration. A second sample set included steel parts and grease samples from a control set of bearings. A third set of rollers were heat blued in the lab. Lube stained rollers and control set rollers were tested for metallurgical changes. Analysis of the bearing steel consisted of hardness and micro-hardness testing of polished samples, examination to compare microstructural features, and residual stress tests.
The tests conducted in the investigation of water-related bearing grease degradation indicate a difference between bearings with “Water-Etch” and “Non-Verified” degradation modes based on ferrous debris levels in the grease. This difference is due to wear of the bearing material deposited in the grease. The tests conducted in the investigation of lube stain in bearings show lube stain does not affect any tested metallurgical material properties, other than surface discoloration.
Fitness-for-Service Assessment of Passenger Railcars and Trucks
Authors: Smyth Andrew , Carmody Kevin , Maier Derek 
Published: June 2018

An important consideration when operating a fleet of passenger rail consists is the remaining service life of both the car structure and the trucks. Agencies may choose to undertake studies like this when considering a fleet wide capital improvement program, ranging from minor aesthetic upgrades to major system replacements and interior reconfigurations. With this in mind, the owner needs to determine the remaining fatigue life of the individual cars and trucks within the fleet. This paper describes the fitness-for-service (FFS) assessment performed on railcars and trucks and an example of the method applied in practice.
To establish the current condition of the fleet, an initial structural and service history review was undertaken. In addition, nondestructive examinations (NDE) of a sample of cars and trucks were performed to investigate any regions that have experienced damage due to the years of service. After the baseline condition of the cars and trucks was determined, finite element analyses (FEA) were performed on both the cars and the trucks to assist in locating the potential fatigue critical regions. Strain gages and accelerometers were then installed on both the cars and trucks for field testing. Multiple runs of in-service testing were performed and a typical revenue service fatigue life of both the cars and trucks was calculated based on an S-N approach. Based on the calculated fatigue life and the current accumulated consist mileage, the remaining car and truck service lives were determined. For regions with known flaws more detailed fracture mechanics based crack growth analyses were developed to determine critical flaw sizes and their propagation times to critical from the known initial flaw sizes.
Results of the FFS assessment provide information on the susceptible areas within the car structure and trucks. Depending on those results, decisions can be made on the required inspections, repairs, or decommissioning necessary to operate the fleet in the short term, while also providing valuable insight into long term fleet planning.
Analyzing Railway Capacity Using a Planning Tool
Authors: Vieira Anderson P. , Christofoletti Luciano M. , Vilela Plínio R. S. 
Published: June 2018

1Railway transportation is a mean of conveying ore, goods or passengers on wheeled vehicles running on rails. The operation is costly and the transported goods have low aggregated value, therefore profitability is enabled under long distances and large quantities. Railways all around the world face rising demand for transportation of goods and people. While upgrading the railroad infrastructure is guaranteed to increase capacity, it usually takes large capital expenditures and is time consuming.
In this paper we show how a circulation planning tool can aid railroads fully utilize their infrastructure in order to improve capacity utilization. Parameters such as train departing frequency, behavior during train delays, priorities on the negotiation of crossings and overtakes, performance allowance, and headway can be varied, and the resulting scenarios can be compared to help find a reasonable ceiling to the railroad capacity. The same tool can be used in an operational setting, to quickly respond to incidents and disruptions while keeping services at an acceptable level.
There are many publications that propose methods to calculate railway capacity. While traffic simulation methods offer accurate results, user interaction and graphical presentation, they are often time-consuming, so analytical methods are usually preferred. Our simulation approach takes just seconds to run, resulting in a much more powerful tool to assess capacity limits.
We run our simulations with data from a real heavy haul railroad, and use a number of metrics to show how their current operation could be improved with no need to build more tracks. Preliminary results indicate that, by changing train departing frequency alone, throughput could increase by more than 20%.
Development of a Secondary Impact Protection System (SIPS) for Locomotive Crew
Authors: Gordon Jeffrey , Gantoi Florentina M. , Singh Som P. , Prabhakaran Anand 
Published: June 2018

In this study, a Secondary Impact Protection System (SIPS) consisting of an airbag and a deformable knee bolster for use on a modern freight locomotive was developed and tested. During rail vehicle collisions, a modern locomotive designed to current crashworthiness requirements should provide sufficient survival space to the engineer in cab. However, without additional protection against secondary impacts, a locomotive engineer could be subjected to head, neck, and femur injuries that exceed the limits specified in the Federal Motor Vehicle Safety Standards (FMVSS 208). The SIPS study aimed to design a system that would control these injuries within the limiting criteria.
Simulation results for the design concept showed that it would meet the FMVSS 208 criteria for the head, neck, chest, and femur, injuries and continuing to meet all existing functional requirements of the locomotive cab.
A sled testing of the prototype showed that to optimize the SIPS, further airbag design modifications, characterization and testing are required.
High Speed Overload and Imbalance Load System in China
Authors: Ding Yi , Cheng Li R. 
Published: June 2018

An Overload and Imbalance Load Detection (OID) system monitors rolling stock on the railroad tracks, and identifies and alarms on improperly loaded vehicles. In China, OID systems have been installed near train stations close to the railroad signals and curves. The location and condition of the track in the area of the OID system can affect the weighing performance. In recent years, the dedicated high-speed passenger lines have freed up a great deal of train capacity on the freight tracks, enabling freight train speed to increase from 60km/h to 80∼120km/h. It has become necessary to install OID systems on freight mainline between stations.
The authors of this paper discuss the prospect and hurdles of two OID technologies on China railways.
Philosophy and Evolution of Wayside Signals
Authors: Hofbauer John , Hofbauer Joseph 
Published: June 2018

This paper begins with examining the fundamental nature of wayside signals and considers the first know signaling practices used to communicate the condition of the track ahead to the train engineer. The principle of wayside signals is to keep trains separated and to provide knowledge of the conditions ahead; speed and routing information. Most railways have gone through many different evolutions of signals and practices some driven by railway mergers which drove the operating rules. This consistently required changes within the training of locomotive engineers assigned operate trains within their territory.
This paper will focus on a few transitions between signal types, the specific makeups and effectiveness of wayside signals since the beginning of railway signals in the early 1830s. Starting with the term “High Ball” not related to a popular drink known today, but a raising of a large ball into the air that could be seen from afar instructing a train his status to train operating schedule. Later, signals were developed to provide the train engineer the status of the track ahead by dividing the track into short sections. This allowed the track section to be labeled as “occupied” a train present or “un-occupied”, train not present within the track section. Wayside signals continued to be advanced such that today’s standards, aspects (mimicking the wayside signals) are displayed within the operating cab providing the indication directly to the engineer. As we continue forward, wayside signals have been reduced and in the future, they may be only in a museum next to the cassette player.