bluuebunny/crossref_metadata_2025_split huggingface dataset:
How do 9‐month‐old infants categorize human and ape faces? A rapid repetition ERP study
Authors: Peykarjou Stefanie , Pauen Sabina , Hoehl Stefanie 
Published: June 2014

AbstractThe current study investigates how infants categorize human compared to ape faces. Nine‐month‐old infants were presented with priming stimuli related to human (N = 24) or ape (N = 25) face targets on different levels of categorization. Event‐related potentials were recorded during a passive‐looking rapid repetition paradigm. In a within‐subjects design, priming effects of the same faces, different faces from the same basic‐level category, different faces from the other basic‐level category (human/ape faces), and house fronts were examined. Human and ape faces were first categorized on a superordinate level (“faces”), as indicated by enhanced P1 amplitude and reduced P1 latency for faces primed by any faces. Then, human and ape faces were categorized on a basic level. N290 amplitude and latency were larger for human and monkey targets primed by human faces. Neither human nor ape faces were categorized on the individual level.
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

AbstractA 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

ContentsCanine 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

AbstractThe 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

AbstractStrongyloides 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

AbstractFungal 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.
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.
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.
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.
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.