A regulatory role for the cohesin loader NIPBL in nonhomologous end joining during immunoglobulin class switch recombination.

DNA double strand breaks (DSBs) are mainly repaired via homologous recombination (HR) or nonhomologous end joining (NHEJ). These breaks pose severe threats to genome integrity but can also be necessary intermediates of normal cellular processes such as immunoglobulin class switch recombination (CSR). During CSR, DSBs are produced in the G1 phase of the cell cycle and are repaired by the classical NHEJ machinery. By studying B lymphocytes derived from patients with Cornelia de Lange Syndrome, we observed a strong correlation between heterozygous loss-of-function mutations in the gene encoding the cohesin loading protein NIPBL and a shift toward the use of an alternative, microhomology-based end joining during CSR. Furthermore, the early recruitment of 53BP1 to DSBs was reduced in the NIPBL-deficient patient cells. Association of NIPBL deficiency and impaired NHEJ was also observed in a plasmid-based end-joining assay and a yeast model system. Our results suggest that NIPBL plays an important and evolutionarily conserved role in NHEJ, in addition to its canonical function in sister chromatid cohesion and its recently suggested function in HR.

Bridge Rail and Approach Railing for Low-Volume Roads in Iowa, TR-592, 2010

Bridge rail and approach guardrails provide safety to drivers by shielding more hazardous objects and redirecting vehicles to the roadway. However, guardrail can increase both the initial cost and maintenance cost of a bridge, while adding another object that may be struck by vehicles. Most existing low volume road (LVR) bridges in the state of Iowa are currently indicated to not possess bridge rail meeting “current acceptable standards”. The primary objective of the research summarized in this report was to provide the nations bridge and approach rail state of practice and perform a state wide crash analysis on bridge rails and approach guardrails on LVR bridges in Iowa. In support of this objective, the criteria and guidelines used by other bridge owners were investigated, non-standard and innovative bridge and approach guardrails for LVR’s were investigated, and descriptive, statistical and economical analyses were performed on a state wide crash analysis. The state wide crash analysis found the overall number of crashes at/on the more than 17,000+ inventoried and non-inventoried LVR bridges in Iowa was fewer than 350 crashes over an eight year period, representing less than 0.1% of the statewide reportable crashes. In other words, LVR bridge crashes are fairly rare events. The majority of these crashes occurred on bridges with a traffic volume less than 100 vpd and width less than 24 ft. Similarly, the majority of the LVR bridges possess similar characteristics. Crash rates were highest for bridges with lower traffic volumes, narrower widths, and negative relative bridge widths (relative bridge width is defined as: bridge width minus roadway width). Crash rate did not appear to be effected by bridge length. Statistical analysis confirmed that the frequency of vehicle crashes was higher on bridges with a lower width compared to the roadway width. The frequency of crashes appeared to not be impacted by weather conditions, but crashes may be over represented at night or in dark conditions. Statistical analysis revealed that crashes that occurred on dark roadways were more likely to result in major injury or fatality. These findings potentially highlight the importance of appropriate delineation and signing. System wide, benefit-cost (B/C) analyses yielded very low B/C ratios for statewide bridge rail improvements. This finding is consistent with the aforementioned recommendation to address specific sites where safety concerns exist.

Laboratory Investigation of Concrete Beam-End Treatments, RB08-013, 2015

The ends of prestressed concrete beams under expansion joints are often exposed to moisture and chlorides. Left unprotected, the moisture and chlorides come in contact with the ends of the prestressing strands and/or the mild reinforcing, resulting in corrosion. Once deterioration begins, it progresses unless some process is employed to address it. Deterioration can lead to loss of bearing area and therefore a reduction in bridge capacity. Previous research has looked into the use of concrete coatings (silanes, epoxies, fiber-reinforced polymers, etc.) for protecting prestressed concrete beam ends but found that little to no laboratory research has been done related to the performance of these coatings in this specific type of application. The Iowa Department of Transportation (DOT) currently specifies coating the ends of exposed prestressed concrete beams with Sikagard 62 (a high-build, protective, solvent-free, epoxy coating) at the precast plant prior to installation on the bridge. However, no physical testing of Sikagard 62 in this application has been completed. In addition, the Iowa DOT continues to see deterioration in the prestressed concrete beam ends, even those treated with Sikagard 62. The goals of this project were to evaluate the performance of the Iowa DOT-specified beam-end coating as well as other concrete coating alternatives based on the American Association of State Highway and Transportation Officials (AASHTO) T259-80 chloride ion penetration test and to test their performance on in-service bridges throughout the duration of the project. In addition, alternative beam-end forming details were developed and evaluated for their potential to mitigate and/or eliminate the deterioration caused by corrosion of the prestressing strands on prestressed concrete beam ends used in bridges with expansion joints. The alternative beam-end details consisted of individual strand blockouts, an individual blockout for a cluster of strands, dual blockouts for two clusters of strands, and drilling out the strands after they are flush cut. The goal of all of the forming alternatives was to offset the ends of the prestressing strands from the end face of the beam and then cover them with a grout/concrete layer, thereby limiting or eliminating their exposure to moisture and chlorides.

Letter health consultation : Manganese emissions from Amsted Rail Company, Inc. (Griffin Wheel Facility) Keokuk, Iowa (2010)

This letter has been prepared as a consultation to evaluate human health impacts from manganese emissions from the Amsted Rail Company, Inc. (Griffin Wheel) facility located in Keokuk, Iowa. We understand your concern and the concern of the Keokuk community, and want you to know that the Iowa Department of Public Health’s priority is to ensure that you have the best information possible to safeguard the health of the citizens of Keokuk. That information is included in the following discussion.

Health consultation : Chicago Milwaukee and St. Paul rail yard targeted brownields assessment, Spring Valley Township, Perry, Dallas County, Iowa (2007)

The Iowa Department of Natural Resources (IDNR) has requested the Iowa Department of Public Health (IDPH) Hazardous Waste Site Health Assessment Program evaluate future health impacts of exposures at the formerly utilized Chicago Milwaukee St. Paul Rail Yard located on the west side of Perry, Iowa. This site has undergone a Targeted Brownfields Assessment conducted by the Contaminated Sites Section of the IDNR. This health consultation assesses potential health risks to people from future exposure to soil and surface water within the property boundary, and any health impacts resulting from contaminated groundwater beneath the site property from an evaluation of the data collected during the Targeted Brownfields Assessment. The information in this health consultation was current at the time of writing. Data that emerges later could alter this document’s conclusions and recommendations.

Midwest Regional Rail Passenger Initiative and Passenger Rail Service in Iowa status report

This report provides the status of the Passenger Rail Service Revolving Fund and the development and operation of the Midwest regional rail system and the state’s passenger rail service.

Rapid marine recovery after the end-Permian mass-extinction event in the absence of marine anoxia

A new Early Triassic marine fauna is described from the Central Oman Mountains. The fauna is Griesbachian in age, on the basis of abundant conodonts and ammonoids, and was deposited in an oxygenated seamount setting off the Arabian platform margin. It is the first Griesbachian assemblage from a well-oxygenated marine setting and thus provides a test for the hypothesis that widespread anoxia prevented rapid recovery. The earliest Griesbachian (parvus zone) contains a low-diversity benthic fauna dominated by the bivalves Promyalina and Claraia. A similar level of recovery characterizes the immediate postextinction interval worldwide. However, the middle upper Griesbachian sedimentary rocks (isarcica and catinata zones) contain an incredibly diverse benthic fauna of bivalves, gastropods, articulate brachiopods, a new undescribed crinoid, echinoids, and ostracods. This fauna is more diverse and ecologically complex than the typical middle to late Griesbachian faunas described from oxygen-restricted settings worldwide. The level of postextinction recovery observed in the Oman fauna is not recorded elsewhere until the Spathian. These data support the hypothesis that the apparent delay in recovery after the end-Permian extinction event was due to widespread and prolonged benthic oxygen restriction: in the absence of anoxia, marine recovery is much faster.

Evaluation of reed canary grass for different end-uses and in breeding

Selostus: Ruokohelven soveltuvuus non-food-, rehun- ja siementuotantoon

Impingement jet cooling of end windings in a high-speed electric machine

The rotational speed of high-speed electric machines is over 15 000 rpm. These machines are compact in size when compared to the power rate. As a consequence, the heat fluxes are at a high level and the adequacy of cooling becomes an important design criterion. In the high-speed machines, the air gap between the stator and rotor is a narrow flow channel. The cooling air is produced with a fan and the flow is then directed to the air gap. The flow in the gap does not provide sufficient cooling for the stator end windings, and therefore additional cooling is required. This study investigates the heat transfer and flow fields around the coil end windings when cooling jets are used. As a result, an innovative and new assembly is introduced for the cooling jets, with the benefits of a reduced amount of hot spots, a lower pressure drop, and hence a lower power need for the cooling fan. The gained information can also be applied to improve the cooling of electric machines through geometry modifications. The objective of the research is to determine the locations of the hot spots and to find out induced pressure losses with different jet alternatives. Several possibilities to arrange the extra cooling are considered. In the suggested approach cooling is provided by using a row of air jets. The air jets have three main tasks: to cool the coils effectively by direct impingement jets, to increase and cool down the flow that enters the coil end space through the air gap, and to ensure the correct distribution of the flow by forming an air curtain with additional jets. One important aim of this study is the arrangement of cooling jets in such manner that hot spots can be avoided to wide extent. This enables higher power density in high-speed motors. This cooling system can also be applied to the ordinary electric machines when efficient cooling is needed. The numerical calculations have been performed using a commercial Computational Fluid Dynamics software. Two geometries have been generated: cylindrical for the studied machine and Cartesian for the experimental model. The main parameters include the positions, arrangements and number of jets, the jet diameters, and the jet velocities. The investigated cases have been tested with two widely used turbulence models and using a computational grid of over 500 000 cells. The experimental tests have been made by using a simplified model for the end winding space with cooling jets. In the experiments, an emphasis has been given to flow visualisation. The computational analysis shows good agreement with the experimental results. Modelling of the cooling jet arrangement enables also a better understanding of the complex system of heat transfer at end winding space.

Growth and demise of Permian biogenic chert along northwest Pangea: evidence for end-Permian collapse of thermohaline circulation

The Permian Chert Event (PCE) was a 30 Ma long episode of unusual chert accumulation along the northwest margin of Pangea, and possibly worldwide. The onset of the PCE occurred at about the Sakmarian-Artinskian boundary in the Sverdrup Basin, Canadian Arctic, where it coincides with a maximum flooding event, the ending of high-frequency/high-amplitude shelf cyclicity, the onset of massive biogenic chert deposition in deep-water distal areas, and a long-term shift from warm- to cool-water carbonate sedimentation in shallow-water proximal areas. A similar and coeval shift is observed from the Barents Sea to the northwestern USA. A landward and southward expansion of silica factories occurred during the Middle and Late Permian at which time warm-water carbonate producers disappeared completely from the northwest margin of Pangea. Biotically impoverished and increasingly narrow cold-water carbonate factories (characterised by non-cemented bioclasts of sponges, bryozoans, echinoderms and brachiopods) were then progressively replaced by silica factories. By Late Permian time, little carbonate sediments accumulated in the Barents Sea and in the Sverdrup Basin. where the deep- to shallow-water sedimentary spectrum was occupied by siliceous sponge spicules. By that time, biogenic silica sedimentation was common throughout the world. Silica factories collapsed in the Late Permian, abruptly bringing the PCE to an end. In northwest Pangea, the end- Permian collapse of the PCE was associated with a major transgression and with a return to much warmer oceanic and continental climatic conditions. Chert deposition resumed in the distal oceanic areas during the early Middle Triassic (Anisian) after a 8-10 Ma interruption (Early Triassic Chert Gap). The conditions necessary for the onset, expansion and zenith of the PCE were provided by the thermohaline circulation of nutrient-rich cold waters along the northwestern and western margin of Pangea, and possibly throughout the world oceans. These conditions provided an efficient transportation mechanism that constantly replenished the supply of silica in the area, created a nutrient- and oxygen-rich environment favouring siliceous biogenic productivity. established cold sea-floor conditions, hindering silica dissolution, while increasing calcium carbonate solubility, and provided conditions adverse to organic and inorganic carbonate production, The northwest margin of Pangea was, for nearly 30 Ma. bathed by cold waters presumably derived from the seasonal melting of northern sea ice, the assumed engine for thermohaline circulation. This process started near the Sakmarian-Artinskian boundary. intensified throughout Middle and Late Permian time and ceased suddenly in latest Permian time, It led to oceanic conditions much colder than normally expected from the palaeolatitudes. and the influence of cold northerly-derived water was felt as far south southern Nevada. The demise of silica factories was caused by the rapid breakdown of these conditions and the establishment of a much warmer marine environment accompanied by sluggish circulation and perhaps a reduced input of dissolved silica to the ocean. Complete thawing of northern sea ice would have ended thermohaline circulation and led to warm and sluggish oceanic conditions inimical to the production. accumulation and preservation of biogenic silica.

Siltanosturin teräsrakenteen suunnittelun avuksi luodun ohjelman jatkokehitys

Diplomityössä tehdään jatkokehitystä KCI Konecranes yrityksen siltanosturin laskentaohjelmaan. Ohjelman tärkeimmät jatkokehityskohteet kartoitettiin käyttäjäkyselyn avulla ja niistä valittiin toivotuimmat, sekä diplomityön lujuusopilliseen aihepiiriin parhaiten soveltuvat. Työhön valitut kaksi aihetta ovat koteloprofiilin kaksiosaisen uuman lujuuslaskennan selvittäminen ja siltanosturin kahdeksanpyöräisenpäätykannattajan elementtimallin suunnittelu. Diplomityössä selvitetään jatkokehityskohteisiin liittyvä teoria, mutta varsinainen ohjelmointi jätetään työn ulkopuolelle. Kaksiosaisella uumalla varustetussa koteloprofiilissa nostovaunun kulkukiskon alla olevan uuman yläosa tehdään paksummaksi, jotta uuma kestäisi nostovaunun pyöräkuormasta aiheutuvan paikallisen jännityksen, eliniin sanotun rusennusjännityksen. Rusennusjännityksen määrittäminen uumalevyissä on kaksiosaisen uuman lujuuslaskennan tärkein tehtävä. Rusennuksen aiheuttamankalvojännityksen ja jännityskeskittymien määrittämiseen erilaisissa konstruktioissa etsittiin sopivimmat menetelmät kirjallisuudesta ja standardeista. Kalvojännitys voidaan määrittää luotettavasti käyttäen joko 45 asteen sääntöä tai standardin mukaista menetelmää ja jännityskonsentraatioiden suuruus saadaan kertomallakalvojännitys jännityskonsentraatiokertoimilla. Menetelmien toimivuus verifioitiin tekemällä kymmeniä uuman elementtimalleja erilaisin dimensioin ja reunaehdoin ja vertaamalla elementtimallien tuloksia käsin laskettuihin. Käsin lasketut jännitykset saatiin vastaamaan tarkasti elementtimallien tuloksia. Kaksiosaisen uuman lommahdus- ja väsymislaskentaa tutkittiin alustavasti. Kahdeksanpyöräisiä päätykannattajia käytetään suurissa siltanostureissa pienentämään pyöräkuormia ja radan rusennusjännityksiä. Kahdeksanpyöräiselle siltanosturin päätykannattajalle suunniteltiin elementtimallit molempiin rakenteesta käytettyihin konstruktioihin: nivelöityyn ja jäykkäkehäiseen malliin. Elementtimallien rakentamisessa hyödynnettiin jo olemassa olevia malleja, jolloin niiden lisääminen ohjelmakoodiin nopeutuu ja ne ovat varmasti yhteensopivia muiden laskentamoduuleiden kanssa. Elementtimallien värähtelyanalyysin reunaehtoja tarkasteltiin. Värähtelyanalyysin reunaehtoihin ei tutkimuksen perusteella tarvitse tehdä muutoksia, mutta staattisen analyysin reunaehdot kaipaavat vielä lisätutkimusta.

End-to-end Availability ofCritical Applications

Diplomityön tavoitteena on määrittää case-yritykselle IT sovellusten käytettävyyden mittarit ja mittausprosessit, kartoittaa markkinoilla tarjollaolevien mittaustyökalujen mahdollisuuksia ja antaa suositus yrityksen tarpeisiin sopivimmista työkaluista. Aluksi työssä tutustutaan yleisesti sovellusten käytettävyyteen, sekä erityisesti sen mittaamiseen ja hallintaan. Case-yrityksen ulkoistettujen tietotekniikkapalveluiden johdosta tarkastelu keskittyy pääosin sovellusten monitorointiin, käytettävyyden hallintaan palveluntasosopimuksilla ja mittausprosesseihin. Lisäksi tutkitaan eri mittausmenetelmiä, määritetään yrityksen tarpeita ja tehdään vertailu työkaluista keskittyen toiminnallisiin ja teknisiin ominaisuuksiin. Päästä päähän sovellusten käytettävyyden mittauksen aloittaminen on iso projekti, josta tämä diplomityö kattaa vain osan. Lukuisat vaihtoehdot ovat harkittava tarkkaan liiketoiminnan kannalta parhaan hyödyn löytämiseksi.