A Novel Homozygous RPE65 Mutation in Leber Congenital Amaurosis Associated With Cone-Rod Dystrophy

Purpose: To report the clinical and genetic study of a family with Leber congenital amaurosis (LCA). Methods: We studied a consanguineous family from Yemen in which three individuals were affected with LCA. Genomic DNA was prepared from venous leukocytes. Linkage analysis of all family members using polymorphic markers flanking the known LCA genes was performed, followed by direct sequencing of all the exons and intron-exon junctions of the RPE65 gene. Results: The three affected were 5, 8 and 12 years old. Severe visual impairment and night blindness were noticed during infancy. Nystagmus was not a feature. Photophobia was only observed in the 8-year-old patient. The 5-year old youngest affected had a bilateral hyperopia of +3.50 and a visual acuity of 1/60. The oldest two had mild myopia and visual acuity limited to hand movements RE and counting fingers LE for the oldest and of 5/60 OD, 6/60 OS for the other. On fundus examination, they harbored common clinical features such as disc pallor, attenuated vessels, white flecks in the retina mid-periphery and bull's eye maculopathy. Electroretinograms of the oldest child were completely extinguished while residual scotopic responses with abolished photopic and flicker responses were observed in the two youngest. Sequencing identified a novel missense mutation, IVS2-3C>G, in the second RPE65 intron. The mutation was not detected in 80 ethnically matched normal individuals. Conclusion: We have identified a novel LCA-related homozygous RPE65 mutation associated with a severe clinical presentation including an early and severe cone dysfunction. This is in contrast with the presentation associated with other RPE65 mutations predominantly causing a rod-cone dystrophy with residual cone function. The identified mutation potentially affects splicing of the third exon and could result in a loss of function. Definite functional consequences of this change still need to be characterized.

Performance of a new gadolinium-based intravascular contrast agent in free-breathing inversion-recovery 3D coronary MRA.

In three-dimensional (3D) coronary magnetic resonance angiography (MRA), the in-flow contrast between the coronary blood and the surrounding myocardium is attenuated as compared to thin-slab two-dimensional (2D) techniques. The application of a gadolinium (Gd)-based intravascular contrast agent may provide an additional source of signal and contrast by reducing T(1blood) and supporting the visualization of more distal or branching segments of the coronary arterial tree. In six healthy adults, the left coronary artery (LCA) system was imaged pre- and postcontrast with a 0.075-mmol/kg bodyweight dose of the intravascular contrast agent B-22956. For imaging, an optimized free-breathing, navigator-gated and -corrected 3D inversion recovery (IR) sequence was used. For comparison, state-of-the-art baseline 3D coronary MRA with T(2) preparation for non-exogenous contrast enhancement was acquired. The combination of IR 3D coronary MRA, sophisticated navigator technology, and B-22956 allowed for an extensive visualization of the LCA system. Postcontrast, a significant increase in both the signal-to-noise ratio (SNR; 46%, P < 0.05) and contrast-to-noise ratio (CNR; 160%, P < 0.01) was observed, while vessel sharpness of the left anterior descending (LAD) artery and the left coronary circumflex (LCX) were improved by 20% (P < 0.05) and 18% (P < 0.05), respectively.

Life design: Un paradigma per la costruzione della vita professionale nel XXI secolo

In questo inizio di secolo, la nuova organizzazione sociale del lavoro pone una serie di domande e di sfide ai ricercatori che intendono aiutare le persone a progettare la loro vita lavorativa. Nell'era della globalizzazione anche per quanto riguarda il career counseling, abbiamo deciso di affrontare queste problematiche e di dare delle risposte che si caratterizzassero come innovative attraverso la costituzione di un forum di discussione internazionale. Si è proceduto in questo modo per evitare le difficoltà che generalmente si incontrano quando si mettono a punto dei modelli e dei metodi in un Paese e poi si esportano in altre culture con l'intento di adattarli alle stesse. Questo articolo presenta i primi risultati della collaborazione che si è registrata - un modello e dei metodi per la consulenza di orientamento. Il modello per l'intervento nell'ambito dell'approccio Life Design si caratterizza per cinque presupposti relativi al modo di vedere le persone e la loro vita lavorativa. Essi riguardano le possibilità contestuali, i processi dinamici, i progressi non-lineari, le molteplici prospettive e la presenza di pattern personali. Partendo da questi cinque presupposti abbiamo messo a punto un modello basato sull'epistemologia del costruzionismo sociale, che sostiene che la conoscenza e l'identità di un individuo sono i prodotti dell'interazione sociale e che il significato è costruito attraverso il discorso. Questo approccio fa riferimento anche alla teoria della costruzione di sé di Guichard (2005) e della costruzione della vita professionale di Savickas (2005), che descrivono le azioni utili a facilitare la progettazione del proprio futuro. Particolare attenzione viene data agli interventi nel corso dell'arco di vita, olistici, contestuali e preventivi.

Solid-phase microextraction as short-term sampling technique for BTEX occupational exposure

Solid phase microextraction (SPME) has been widely used for many years in various applications, such as environmental and water samples, food and fragrance analysis, or biological fluids. The aim of this study was to suggest the SPME method as an alternative to conventional techniques used in the evaluation of worker exposure to benzene, toluene, ethylbenzene, and xylene (BTEX). Polymethylsiloxane-carboxen (PDMS/CAR) showed as the most effective stationary phase material for sorbing BTEX among other materials (polyacrylate, PDMS, PDMS/divinylbenzene, Carbowax/divinylbenzene). Various experimental conditions were studied to apply SPME to BTEX quantitation in field situations. The uptake rate of the selected fiber (75 μm PDMS/CAR) was determined for each analyte at various concentrations, relative humidities, and airflow velocities from static (calm air) to dynamic (>200 cm/s) conditions. The SPME method also was compared with the National Institute of Occupational Safety and Health method 1501. Unlike the latter, the SPME approach fulfills the new requirement for the threshold limit value-short term exposure limit (TLV-STEL) of 2.5 ppm for benzene (8 mg/m3).

Para-arterial sparing phenotype in Leber congenital amaurosis associated with homozygous p.R108X SPATA-7 mutation

Purpose: To describe the genotype/phenotype correlation associated with homozygous p.R108X mutation in the SPATA7 gene. Methods: A consanguineous nuclear family of Ethiopian origin was ascertained for genotypic and phenotypic characterization, including fundus photography, fundus autofluorescence (FAF), and full-field ERG. Molecular diagnosis was performed using a microarray. Results: Two of the 5 family members were affected with LCA. A homozygous c.322C>T (p.R108X) mutation in exon 5 of SPATA-7 was identified in both of them. The patients were 4 and 11 years old, respectively. Fundus examination revealed an unremarkable macular area, but optic nerve pallor, attenuated vascular calibre and deep retinal nummular deposits with para-arterial sparing predominant in the midperiphery. FAF showed multiples areas of hyperautofluorescence, corresponding to the deep retinal deposits. ERG was not recordable in the young patient, and showed severe rods/cones dysfunction in the older one. Conclusions: The literature describing genotype/phenotype correlation of SPATA-7 mutations in Leber congenital amaurosis (LCA) is still limited. We report the occurrence of para-arterial sparing in two sibs with SPATA7-linked LCA which may represent a clinical marker of this condition.

Bax-induced apoptosis in Leber's congenital amaurosis: a dual role in rod and cone degeneration.

Pathogenesis in the Rpe65(-/-) mouse model of Leber's congenital amaurosis (LCA) is characterized by a slow and progressive degeneration of the rod photoreceptors. On the opposite, cones degenerate rapidly at early ages. Retinal degeneration in Rpe65(-/-) mice, showing a null mutation in the gene encoding the retinal pigment epithelium 65-kDa protein (Rpe65), was previously reported to depend on continuous activation of a residual transduction cascade by unliganded opsin. However, the mechanisms of apoptotic signals triggered by abnormal phototransduction remain elusive. We previously reported that activation of a Bcl-2-dependent pathway was associated with apoptosis of rod photoreceptors in Rpe65(-/-) mice during the course of the disease. In this study we first assessed whether activation of Bcl-2-mediated apoptotic pathway was dependent on constitutive activation of the visual cascade through opsin apoprotein. We then challenged the direct role of pro-apoptotic Bax protein in triggering apoptosis of rod and cone photoreceptors.Quantitative PCR analysis showed that increased expression of pro-apoptotic Bax and decreased level of anti-apoptotic Bcl-2 were restored in Rpe65(-/-)/Gnat1(-/-) mice lacking the Gnat1 gene encoding rod transducin. Moreover, photoreceptor apoptosis was prevented as assessed by TUNEL assay. These data indicate that abnormal activity of opsin apoprotein induces retinal cell apoptosis through the Bcl-2-mediated pathway. Following immunohistological and real-time PCR analyses, we further observed that decreased expression of rod genes in Rpe65-deficient mice was rescued in Rpe65(-/-)/Bax(-/-) mice. Histological and TUNEL studies confirmed that rod cell demise and apoptosis in diseased Rpe65(-/-) mice were dependent on Bax-induced pathway. Surprisingly, early loss of cones was not prevented in Rpe65(-/-)/Bax(-/-) mice, indicating that pro-apoptotic Bax was not involved in the pathogenesis of cone cell death in Rpe65-deficient mice.This is the first report, to our knowledge, that a single genetic mutation can trigger two independent apoptotic pathways in rod and cone photoreceptors in Rpe65-dependent LCA disease. These results highlight the necessity to investigate and understand the specific death signaling pathways committed in rods and cones to develop effective therapeutic approaches to treat RP diseases.

Lignes ferroviaires régionales : ouvrir, fermer ou moderniser? : obstacles juridiques, techniques, géopolitiques ou absence de volonté politique? : études de quatre lignes ferroviaires franco-belges et franco-suisses

L'objectif de la présente étude est de cerner les facteurs de succès et d'échec des réouvertures et modernisations de lignes ferroviaires transfrontalières dans les zones limitrophes. L'enquête prend pour base deux lignes franco-belges (Mons-Valenciennes et Namur- Charleville-Mézières) et deux lignes franco-suisses (Delémont-Belfort et Neuchâtel- Besançon). Le problème public réside dans l'absence de moyens de transports publics exploitant le potentiel existant dans le bassin de vie concerné (sous-exploitation du marché des transports). Les obstacles à franchir dans le domaine des transports ferroviaires peuvent être de nature juridique. Ainsi, des prescriptions légales telles que certains standards d'interopérabilité, l'absence d'une définition de l'expression «train régional» au niveau européen, la sécurité (passages à niveau) ou des mesures en faveur des personnes à mobilité réduite, peuvent entraver, voire empêcher des réouvertures ou modernisations de lignes régionales, car ces standards ne sont pas adaptés à la réalité des lignes dont le potentiel est faible en termes de voyageurs et de fret. À un autre niveau, il est rare que les aspects techniques constituent des obstacles. C'est cependant le cas lorsque deux réseaux ferroviaires nourrissent des philosophies antagonistes (réseau cadencé et non cadencé). Pour la réouverture des lignes, on constate l'absence de définitions claires, au niveau politique, de la desserte de base et des seuils de fréquentation minimale. Il y a parfois un contraste marqué entre une infrastructure dégradée et un matériel roulant très moderne, signe d'absence de sensibilisation à l'entretien des infrastructures ferroviaires. Pourtant, ces infrastructures jouent un rôle important à l'échelon géopolitique. Correctement aménagées (offre, temps de parcours, correspondances), elles permettent le désenclavement de toute une région. La réouverture d'un chaînon manquant peut changer la position géopolitique d'une région, comme dans le cas de Mons-Valenciennes; mais en même temps, l'argument de l'impact géopolitique peut entraver une réouverture, même lorsqu'il n'est pas fondé, comme le montre le cas de Dinant-Givet qui semble concurrencer une autre ligne existante. L'impact des lignes à grande vitesse sur les régions limitrophes est souvent surestimé. En revanche, la praticabilité du concept des quatre capitaux (capital manufacturé, social, naturel et humain) est sous-estimée dans le domaine des transports publics. Les grilles d'analyse des quatre capitaux nous ont en effet permis de prouver l'applicabilité du concept aux lignes ferroviaires transfrontalières, en dépit du manque de me- surabilité de certains indicateurs. L'évaluation des lignes retenues à l'aide de notre grille d'analyse montre que les lignes régionales françaises accusent un lourd retard en termes de performance. Ce fait est confirmé dans les quatre capitaux. En appliquant notre méthode de planification à des lignes ferroviaires (transfrontalières), on observe que les lignes actuelles n'exploitent pas suffisamment leur potentiel. L'approche proposée se base sur le triangle «offre - infrastructure - matériel roulant» et s'articule autour des usagers. Avant toute planification, il faut développer une vision pour la région et la ligne concernée, dans laquelle la voie ferrée servira d'axe structurant. La vision se manifeste par un horaire qui traduit l'offre sou-haitée à long terme avec des temps de parcours idéaux, et des noeuds de correspondance avec d'autres moyens de transport. Alors, les lignes régionales peuvent contribuer à un changement de paradigme qui favorise un mode de vie axé davantage sur les services des transports publics que sur le transport individuel, également dans les régions limitrophes. - Het doel van deze Studie is het onderzocken von de redenen van het succès en van het falen van de heropening of modernisering van al of niet grensoverschrijdende spoorlijnen. Het on- derzoek is gebaseerd op twee Frans-Belgische lijnen (Bergen-Yalenciennes en Namen- Charleville-Mezières) en twee Frans-Zwitserse lijnen (Delémont-Belfort en Neuchâtel- Besançon). Het probleem is de afwezigheid van openbare transportmogelijkheden in de uitbating van de betrokken woongebieden (onderbenutting van de transportmarkt). De te overschrijden hindernissen op het gebied van spoorwegvervoer kunnen van juridische oorsprong zijn. Dat wil zeggen dat wettelijke vereisten zoals bepaalde standaarden voor inte- roperabiliteit, het ontbreken van een definitie van «regionale trein» op Europees niveau, de beveiliging (spoorwegovergangen) of maatregelen voor mensen met verminderde mobiliteit de heropening of modernisering van de regionale lijnen kunnen verhinderen, aangezien deze normen niet zijn aangepast aan de realiteit op aan de lijnen waarvan het potenti eel laag is, zowel voor reizigers als voor goederen. Op een ander niveau is het zeldzaam dat de technische as-pecten voor obstakels zorgen. Het is nochtans het geval wanneer twee spoorwegnetten zorgen voor tegenstrijdige ideeën (regelmatig of onregelmatig bezet net). Om de lijnen te he- ropenen, is er een gebrek aan duidelijke afspraken op politiek niveau, voor een minimale be- diening en een minimale opkomst. Soms is er een groot contrast tussen een verouderde infras- tructuur en een zeer modem rollend materieel, een teken van gebrek aan gezond verstand bij het onderhoud van de spoorweginfrastructuur. Deze infrastructuur speelt echter een belan- grijke roi in het geopolitieke niveau. Goed beheerd (aanbod, reistijd, verbindingen) zorgen ze voor een heropening van een hele regio. De heropening van een ontbrekende schakel kan de geopolitieke positie van een regio veranderen, zoals in het geval van Bergen-Valenciennes, maar terzelfder tijd kan het argument van de geopolitieke impact een heropening verhinderen, zelfs als het ongegrond is, zoals in het geval van Dinant-Givet dat blijkt te concurreren met een andere bestaande lijn. De impact van hogesnelheidslijnen op grensoverschrijdende regio's wordt vaak overschat. Daartegenover wordt de haalbaarheid van het concept van de vier kapi- taalvlakken (opbouwend, sociaal, natuurlijk en menselijk kapitaal) onderschat op het gebied van openbaar vervoer. De analyse van de vier kapitaalvlakken heeft ons toegelaten de toepas- baar-heid van het concept van de grensoverschrijdende spoorlijnen aan te tonen, ondanks het ge-brek aan meetbaarheid van bepaalde indicatoren. Evaluatie van de lijnen, geselecteerd met behulp van ons analysekader, heeft aangetoond dat Franse regionale lijnen achterblijven op het gebied van prestaties. Dit wordt bevestigd op de vier kapitaalvlakken. Door het toepassen van onze planningsmethode op spoorlijnen (in grenszones), zien we dat de huidige lijnen hun potentieel onvoldoende benutten. De voorgestelde aanpak is gebaseerd op de driehoek «aan- bieding - infrastructuur - rollend materieel» en rieht zieh op de gebruikers. Vooraleer een planning opgesteld kan worden, moeten we een visie ontwikkelen voor de betrokken lijn en de regio waarin de spoorweg zal dienen als structurele as. De visie baseert zieh op een diens- tregeling die uitgaat van een aanbod op lange termijn met ideale rijtijden en knooppunten met an-dere transportmiddelen. Zodoende kunnen regionale lijnen bijdragen aan een paradigma- vers-chuiving die een levensstijl promoot die meer gericht is op het openbaar vervoer dan op het individueel vervoer, ook in naburige regio's. - Das Ziel der Studie ist die Identifizierung von Erfolgs- und Misserfolgsfaktoren bei Wiedereröffnungen und Modernisierungen von (grenzüberschreitenden) Regionalverkehrslinien in Randregionen. Die Untersuchung stützt sich auf zwei belgisch-französische (Mons- Valenciennes und Namur-Charleville-Mézières) sowie zwei schweizerisch-französische Linien (Delémont-Belfort und Neuchâtel-Besançon). Das öffentliche Problem besteht im Fehlen eines öffentlichen Verkehrsmittels, welches das vorhandene Potential im Einzugsbereich der betrachteten Linien vollständig ausnützt (unvollständige Ausnützung des vorhandenen Transportmarktes). Die zu überwindenden Hindernisse auf dem Gebiet des Eisenbahnwesens können juristischer Natur sein. Es handelt sich dabei um gewisse juristische Vorschriften w. z. B. Interoperabili- tätsstandards, die Abwesenheit einer klaren Definition des Begriffes «Regionalverkehr» auf europäischer Ebene, Sicherheitsstandards (Bahnübergänge) oder Massnahmen zu Gunsten von Behinderten, die Wiedereröffnungen behindern können, weil diese Standards keine Rücksicht auf die Gegebenheiten von Regionallinien mit einem geringen Nachfragepotential nehmen. Technische Vorgaben stellen nur selten ein Hindernis bei Wiedereröffnungen dar. Dies kann dann der Fall sein, wenn zwei Eisenbahnnetze mit unterschiedlichen Betriebsphilosophien aufeinander treffen (Netz mit Taktverkehr und unvertaktete Netze). Bei Wiedereröffnung von Eisenbahnlinie ist festzustellen, dass auf politischer Ebene keine Definitionen in Bezug auf Basisangebot und der minimalen Nachfrage bestehen. Bisweilen ist ein starker Kontrast zwischen einem schlechten Infrastrukturzustand und einem darauf verkehrenden modernem Rollmaterial festzustellen. Gerade diese Infrastruktur spielt auf geopolitischer Ebene eine wichtige Rolle. Wird diese korrekt betrieben (attraktives Angebot, Fahrzeit, Umsteigeverbindungen), erlaubt sie einer ganzen Region eine Lösung aus der Isolation. Die Wiedereröffnung eines fehlenden Teilstücks kann die geopolitische Situation einer Region positiv verändern, wie das Beispiel der Linie Mons-Valenciennes zeigt. Gleichzeitig kann das Argument der geopolitischen Position eine Wiedereröffnung behindern, auch wenn die vorgebrachten Argumente nicht stichhaltig sind, wie das Beispiel der Linie Dinant-Givet beweist, die angeblich einen bestehenden Eisenbahgüterverkehrskorridor konkurrenzieren soll. Der Einfluss von Hochgeschwindigkeitsstrecken auf Randregionen wird oft überschätzt. Im Gegensatz dazu wird die Anwendbarkeit des Konzeptes der vier Kapitalien (konstruiertes, soziales, natürliches und Human-Kapital) bei der Anwendbarkeit im öffentlichen Verkehr unters-chätzt. Der verwendete Analyseraster der vier Kapitalien erlaubt die Anwendbarkeit dieses Ansatzes auf grenzüberschreitende Eisenbahnlinien, trotz des Fehlens von Daten für zahlreiche Indikatoren, zu untermauern. Die Evaluation der betrachteten Linien hat gezeigt, dass die französischen Schienenregionalverkehrslinien einen bedeutenden Rückstand in Bezug auf die Leistungsfähigkeit vorweisen. Dies wird durch die Anwendung des Analyseraster der vier Kapitalien bestätigt. Der Einsatz, der in dieser Arbeit entwickelten Planungsmethode auf die vier grenzüberschreitenden Regionalverkehrslinien hat gezeigt, dass die heutige Betriebsweise von Regionalverkehrslinien das vorhandene Potential nicht ausschöpft. Der vorgeschlagene Ansatz basiert auf dem Dreieck «Angebot - Infrastruktur - Rollmaterial» in dem die Benützerlnnen im Zentrum stehen. Jedoch steht die Entwicklung einer Vision für die betroffene Region und Linie vor dem Beginn jeder Planung im Zentrum, bei der die Eisenbahnlinie als strukturierende Achse benützt wird. Diese manifestiert sich in einer Fahrplanstruktur, die das langfristig gewünschte Angebot mit idealen Fahrzeiten und Umsteigeknoten mit anderen Verkehrsmitteln beinhaltet. In dieser Weise können die Regionalverkehrslinien einen Beitrag zu einem Paradigmawechsel beitragen, der auch in Randregionen einen Lebensstil fördert, der vermehrt auf den öffentlichen Verkehr als auf den motorisierten Individualverkehr setzt. - L'obiettivo di questo studio è quello di identificare i fattori di successo e di fallimento relativi alla riapertura e modernizzazione di linee ferroviarie transfrontaliere e non in aree limitrofe. L'indagine si basa su due linee franco-belghe (Mons-Valenciennes e Namur-Charleville- Mézières) e due linee franco-svizzere (Delémont-Belfort e Neuchâtel-Besançon). Il problema pubblico è la mancanza di mezzi di trasporto pubblico che sfruttino il potenziale esistente nel bacino d'utenza interessato (sottoutilizzazione del mercato dei trasporti). Gli ostacoli da superare nel settore del trasporto ferroviario possono essere di natura giuridica - vale a dire, requisiti legali come alcuni standard d'interoperabilità, l'assenza di una definizione del termine «treno regionale» a livello europeo, la sicurezza (passaggi a livello) o misure a favore di persone a mobilità ridotta, che possono ostacolare o impedire la riapertura o modernizzazione di linee regionali poiché queste norme non vengono adattate alla realtà delle linee il cui potenziale è basso in termini di viaggiatori e merci. A un altro livello è raro che aspetti tecnici costituiscano degli ostacoli. Tuttavia è il caso quando due reti ferroviarie perseguono filosofie antagoniste (rete cadenzata e non cadenzata). Per riaprire le linee si rileva una mancanza di definizioni chiare, a livello politico, del collegamento di base e delle soglie minime di frequentazione. A volte vi è un netto contrasto tra un'infrastruttura degradata e un modernissimo materiale rotabile, segno della mancanza di sensibilizzazione per la manutenzione delle infrastrutture ferroviarie. Eppure queste strutture svolgono un ruolo importante a livello geopolitico. Correttamente gestite (offerta, tempi di percorrenza, coincidenze), permettono l'apertura verso l'esterno di un'intera regione. La riapertura di un tassello mancante può cambiare la posizione geopolitica di una regione, come nel caso di Mons-Valenciennes. Allo stesso tempo, tuttavia, l'argomento dell'impatto geopolitico, anche se infondato, può ostacolare una riapertura - come nel caso di Dinant-Givet che sembra fare concorrenza a un'altra linea esistente. L'impatto delle linee ad alta velocità sulle regioni limitrofe è spesso sovrastimato. In compenso, l'attuabilità del concetto dei quattro capitali (capitale fabbricato, sociale, naturale e umano) è sottovalutata nel settore dei trasporti pubblici. Le griglie d'analisi dei quattro capitali ci hanno effettivamente permesso di dimostrare l'applicabilità del concetto alle linee ferroviarie transfrontaliere, nonostante la mancanza di misurabilità di alcuni indicatori. La valutazione delle linee selezionate in supporto alla nostra griglia d'analisi mostra che le linee regionali francesi accusano un pesante ritardo in termini di prestazioni. Questo dato di fatto è confermato nei quattro capitali. Applicando il nostro metodo di pianificazione alle linee ferroviarie (transfrontaliere), si osserva che le attuali linee non sfruttano a sufficienza il loro potenziale. L'approccio proposto è basato sul triangolo «offerta / infrastrutture / materiale rotabile» e si articola attorno agli utenti. Prima di qualsiasi pianificazione, è necessario sviluppare una visione per la regione e la linea coinvolta, in cui la ferrovia servirà come asse strutturale. La visione si manifesta attraverso un orario che rifletta l'offerta desiderata a lungo termine, con tempi di percorrenza ideali e nodi di coincidenza con altri mezzi di trasporto. In questo modo, le linee regionali possono contribuire a un cambiamento di paradigma che favorisca uno stile di vita più focalizzato sui servizi di trasporto pubblico che sul trasporto individuale - anche nelle regioni limitrofe.

A spatially explicit life cycle inventory of the global textile chain

Life cycle analyses (LCA) approaches require adaptation to reflect the increasing delocalization of production to emerging countries. This work addresses this challenge by establishing a country-level, spatially explicit life cycle inventory (LCI). This study comprises three separate dimensions. The first dimension is spatial: processes and emissions are allocated to the country in which they take place and modeled to take into account local factors. Emerging economies China and India are the location of production, the consumption occurs in Germany, an Organisation for Economic Cooperation and Development country. The second dimension is the product level: we consider two distinct textile garments, a cotton T-shirt and a polyester jacket, in order to highlight potential differences in the production and use phases. The third dimension is the inventory composition: we track CO2, SO2, NO (x), and particulates, four major atmospheric pollutants, as well as energy use. This third dimension enriches the analysis of the spatial differentiation (first dimension) and distinct products (second dimension). We describe the textile production and use processes and define a functional unit for a garment. We then model important processes using a hierarchy of preferential data sources. We place special emphasis on the modeling of the principal local energy processes: electricity and transport in emerging countries. The spatially explicit inventory is disaggregated by country of location of the emissions and analyzed according to the dimensions of the study: location, product, and pollutant. The inventory shows striking differences between the two products considered as well as between the different pollutants considered. For the T-shirt, over 70% of the energy use and CO2 emissions occur in the consuming country, whereas for the jacket, more than 70% occur in the producing country. This reversal of proportions is due to differences in the use phase of the garments. For SO2, in contrast, over two thirds of the emissions occur in the country of production for both T-shirt and jacket. The difference in emission patterns between CO2 and SO2 is due to local electricity processes, justifying our emphasis on local energy infrastructure. The complexity of considering differences in location, product, and pollutant is rewarded by a much richer understanding of a global production-consumption chain. The inclusion of two different products in the LCI highlights the importance of the definition of a product's functional unit in the analysis and implications of results. Several use-phase scenarios demonstrate the importance of consumer behavior over equipment efficiency. The spatial emission patterns of the different pollutants allow us to understand the role of various energy infrastructure elements. The emission patterns furthermore inform the debate on the Environmental Kuznets Curve, which applies only to pollutants which can be easily filtered and does not take into account the effects of production displacement. We also discuss the appropriateness and limitations of applying the LCA methodology in a global context, especially in developing countries. Our spatial LCI method yields important insights in the quantity and pattern of emissions due to different product life cycle stages, dependent on the local technology, emphasizing the importance of consumer behavior. From a life cycle perspective, consumer education promoting air-drying and cool washing is more important than efficient appliances. Spatial LCI with country-specific data is a promising method, necessary for the challenges of globalized production-consumption chains. We recommend inventory reporting of final energy forms, such as electricity, and modular LCA databases, which would allow the easy modification of underlying energy infrastructure.

Integrating life cycle costs and environmental impacts of composite rail car-bodies for a Korean train

Background, aim, and scope A coupled Life Cycle Costing and life cycle assessment has been performed for car-bodies of the Korean Tilting Train eXpress (TTX) project using European and Korean databases, with the objective of assessing environmental and cost performance to aid materials and process selection. More specifically, the potential of polymer composite car-body structures for the Korean Tilting Train eXpress (TTX) has been investigated. Materials and methods This assessment includes the cost of both carriage manufacturing and use phases, coupled with the life cycle environmental impacts of all stages from raw material production, through carriage manufacture and use, to end-of-life scenarios. Metallic carriages were compared with two composite options: hybrid steel-composite and full-composite carriages. The total planned production for this regional Korean train was 440 cars, with an annual production volume of 80 cars. Results and discussion The coupled analyses were used to generate plots of cost versus energy consumption and environmental impacts. The results show that the raw material and manufacturing phase costs are approximately half of the total life cycle costs, whilst their environmental impact is relatively insignificant (3-8%). The use phase of the car-body has the largest environmental impact for all scenarios, with near negligible contributions from the other phases. Since steel rail carriages weigh more (27-51%), the use phase cost is correspondingly higher, resulting in both the greatest environmental impact and the highest life cycle cost. Compared to the steel scenario, the hybrid composite variant has a lower life cycle cost (16%) and a lower environmental impact (26%). Though the full composite rail carriage may have the highest manufacturing cost, it results in the lowest total life cycle costs and lowest environmental impacts. Conclusions and recommendations This coupled cost and life cycle assessment showed that the full composite variant was the optimum solution. This case study showed that coupling of technical cost models with life cycle assessment offers an efficient route to accurately evaluate economic and environmental performance in a consistent way.

CNDOL: A fast and reliable method for the calculation of electronic properties of very large systems. Applications to retinal binding pocket in rhodopsin and gas phase porphine.

Very large molecular systems can be calculated with the so called CNDOL approximate Hamiltonians that have been developed by avoiding oversimplifications and only using a priori parameters and formulas from the simpler NDO methods. A new diagonal monoelectronic term named CNDOL/21 shows great consistency and easier SCF convergence when used together with an appropriate function for charge repulsion energies that is derived from traditional formulas. It is possible to obtain a priori molecular orbitals and electron excitation properties after the configuration interaction of single excited determinants with reliability, maintaining interpretative possibilities even being a simplified Hamiltonian. Tests with some unequivocal gas phase maxima of simple molecules (benzene, furfural, acetaldehyde, hexyl alcohol, methyl amine, 2,5 dimethyl 2,4 hexadiene, and ethyl sulfide) ratify the general quality of this approach in comparison with other methods. The calculation of large systems as porphine in gas phase and a model of the complete retinal binding pocket in rhodopsin with 622 basis functions on 280 atoms at the quantum mechanical level show reliability leading to a resulting first allowed transition in 483 nm, very similar to the known experimental value of 500 nm of "dark state." In this very important case, our model gives a central role in this excitation to a charge transfer from the neighboring Glu(-) counterion to the retinaldehyde polyene chain. Tests with gas phase maxima of some important molecules corroborate the reliability of CNDOL/2 Hamiltonians.

Latent Class Analysis of Gambling Activities in a Sample of Young Swiss Men : Association with Gambling Problems, Substance Use Outcomes, Personality Traits and Coping Strategies.

The study aimed to identify different patterns of gambling activities (PGAs) and to investigate how PGAs differed in gambling problems, substance use outcomes, personality traits and coping strategies. A representative sample of 4989 young Swiss males completed a questionnaire assessing seven distinct gambling activities, gambling problems, substance use outcomes, personality traits and coping strategies. PGAs were identified using latent class analysis (LCA). Differences between PGAs in gambling and substance use outcomes, personality traits and coping strategies were tested. LCA identified six different PGAs. With regard to gambling and substance use outcomes, the three most problematic PGAs were extensive gamblers, followed by private gamblers, and electronic lottery and casino gamblers, respectively. By contrast, the three least detrimental PGAs were rare or non-gamblers, lottery only gamblers and casino gamblers. With regard to personality traits, compared with rare or non-gamblers, private and casino gamblers reported higher levels of sensation seeking. Electronic lottery and casino gamblers, private gamblers and extensive gamblers had higher levels of aggression-hostility. Extensive and casino gamblers reported higher levels of sociability, whereas casino gamblers reported lower levels of anxiety-neuroticism. Extensive gamblers used more maladaptive and less adaptive coping strategies than other groups. Results suggest that gambling is not a homogeneous activity since different types of gamblers exist according to the PGA they are engaged in. Extensive gamblers, electronic and casino gamblers and private gamblers may have the most problematic PGAs. Personality traits and coping skills may predispose individuals to PGAs associated with more or less negative outcomes.