Over 30% of patients with splenic marginal zone lymphoma express the same immunoglobulin heavy variable gene: ontogenetic implications.

We performed an immunogenetic analysis of 345 IGHV-IGHD-IGHJ rearrangements from 337 cases with primary splenic small B-cell lymphomas of marginal-zone origin. Three immunoglobulin (IG) heavy variable (IGHV) genes accounted for 45.8% of the cases (IGHV1-2, 24.9%; IGHV4-34, 12.8%; IGHV3-23, 8.1%). Particularly for the IGHV1-2 gene, strong biases were evident regarding utilization of different alleles, with 79/86 rearrangements (92%) using allele (*)04. Among cases more stringently classified as splenic marginal-zone lymphoma (SMZL) thanks to the availability of splenic histopathological specimens, the frequency of IGHV1-2(*)04 peaked at 31%. The IGHV1-2(*)04 rearrangements carried significantly longer complementarity-determining region-3 (CDR3) than all other cases and showed biased IGHD gene usage, leading to CDR3s with common motifs. The great majority of analyzed rearrangements (299/345, 86.7%) carried IGHV genes with some impact of somatic hypermutation, from minimal to pronounced. Noticeably, 75/79 (95%) IGHV1-2(*)04 rearrangements were mutated; however, they mostly (56/75 cases; 74.6%) carried few mutations (97-99.9% germline identity) of conservative nature and restricted distribution. These distinctive features of the IG receptors indicate selection by (super)antigenic element(s) in the pathogenesis of SMZL. Furthermore, they raise the possibility that certain SMZL subtypes could derive from progenitor populations adapted to particular antigenic challenges through selection of VH domain specificities, in particular the IGHV1-2(*)04 allele.

Investigating Feasibility of Drive-by Bridge Monitoring by Laboratory Experiments

A potentially powerful drive-by bridge inspection approach was proposed to inspect bridge conditions utilizing the vibrations of a test vehicle while it passes over the target bridge. This approach suffers from the effect of roadway surface roughness and two solutions were proposed in previous studies: one is to subtract the responses of two vehicles (time-domain method) before spectral analysis and the other one is to subtract the spectrum of one vehicle from that of the other (frequency-domain method). Although the two methods were verified theoretically and numerically, their practical effectiveness is still an open question.Furthermore, whether the outcome spectra processed by those methods could be used to detect potential bridge damage is of our interests. In this study, a laboratory experiment was carried out with a test tractor-trailer system and a scaled bridge. It was observed that, first, for practical applications, it would be preferable to apply the frequency-domain method, avoiding the need to meet a strict requirement in synchronizing the responses of the two trailers in time domain; second, the statistical pattern of the processed spectra in a specific frequency band could be an effective anomaly indicator incorporated in drive-by inspection methods.