A multi-fibre multi-layer representative volume element (M2RVE) for prediction of matrix and interfacial damage in composite laminates

Multiscale micro-mechanics theory is extensively used for the prediction of the material response and damage analysis of unidirectional lamina using a representative volume element (RVE). Th is paper presents a RVE-based approach to characterize the materi al response of a multi-fibre cross-ply laminate considering the effect of matrix damage and fibre-matrix interfacial strength. The framework of the homogenization theory for periodic media has been used for the analysis of a 'multi-fibre multi-layer representative volume element' (M2 RVE) representing cross-ply laminate. The non-homogeneous stress-strain fields within the M2RVE are related to the average stresses and strains by using Gauss theorem and the Hill-Mandal strain energy equivalence principle. The interfacial bonding strength affects the in-plane shear stress-strain response significantl y. The material response predicted by M2 RVE is in good agreement with the experimental results available in the literature. The maximum difference between the shear stress predicted using M2 RVE and the experimental results is ~15% for the bonding strength of 30MPa at the strain value of 1.1%

40-70 GHz 13 Gbps 1-dB loss SPST and SPDT differential switches in 0.35 μm SiGe technology

This paper presents the design and characterization of ultrafast wideband low-loss single-pole single-throw (SPST) and single-pole double-throw (SPDT) differential switches. The SPDT switch exhibits insertion loss of lower than 1.25 dB from 42 to 70 GHz and isolation of better than 20 dB from 40 to 65 GHz. Similar low-loss and broadband characteristics are also observed from the measured SPST switch. The proposed switch topologies adopting current-steering technique and implemented in 0.35 µm SiGe bipolar technology result in a switching time of only 75 ps. This suggests a maximum switching speed of 13 Gbps, the fastest ever reported at V-band.

Effects of D- and L-glucose and mannitol on retinal capillary cells:Inhibition by nanomolar aminoguanidine

Hyperglycemia may contribute directly to pericyte loss and capillary leakage in early diabetic retinopathy. To elucidate relative contributions of glycation, glycoxidation, sugar autoxidation, osmotic stress and metabolic effects in glucose-mediated capillary damage, we tested the effects of D-glucose, L-glucose, mannitol and the potentially protective effects of aminoguanidine on cultured bovine retinal capillary pericytes and endothelial cells. Media (containing 5 mM D-glucose) were supplemented to increase the concentration of each sugar by 5, 10, or 20 mM. Subconfluent pericytes and endothelial cells were exposed to the supplemented media in the presence or absence of aminoguanidine (1 nM-100 µM) for three days. Cell counts, viability and protein were determined. For both cell types, all three sugars produced concentration-dependent decreases in cell counts and protein content (p

Interactions of cetaceans with Spanish and Portuguese fisheries in Atlantic waters : costs, benefits and implications for management

With the aim to provide new insights into operational cetacean-fishery interactions in Atlantic waters, this thesis assesses interactions of cetaceans with Spanish and Portuguese fishing vessels operating in Iberian and South West Atlantic waters. Different opportunistic research methodologies were applied, including an interview survey with fishers (mainly skippers) and onboard observations by fisheries observers and skippers, to describe different types of interactions and to identify potential hotspots for cetacean-fishery interactions and the cetacean species most involved, and to quantify the extent and the consequences of these interactions in terms of benefits and costs for cetaceans and fisheries. In addition, the suitability of different mitigation strategies was evaluated and discussed. The results of this work indicate that cetaceans interact frequently with Spanish and Portuguese fishing vessels, sometimes in a beneficial way (e.g. cetaceans indicate fish schools in purse seine fisheries), but mostly with negative consequences (depredation on catch, gear damage and cetacean bycatch). Significant economic loss and high bycatch rates are, however, only reported for certain fisheries and associated with particular cetacean species. In Galician fisheries, substantial economic loss was reported as a result of bottlenose dolphins damaging artisanal coastal gillnets, while high catch loss may arise from common dolphins scattering fish in purse seine fisheries. High cetacean bycatch mortality arises in trawl fisheries, mainly of common dolphin and particularly during trawling in water depths below 350 m, and in coastal set gillnet fisheries (mainly common and bottlenose dolphins). In large-scale bottom-set longline fisheries in South West Atlantic waters, sperm whales may significantly reduce catch rates through depredation on catch. The high diversity of cetacean-fishery interactions observed in the study area indicates that case-specific management strategies are needed to reduce negative impacts on fisheries and cetaceans. Acoustic deterrent devices (pingers) may be used to prevent small cetaceans from approaching and getting entangled in purse seines and set gillnets, although possible problems include cetacean habituation to the pinger sounds, as well as negative side effects on non-target cetaceans (habitat exclusion) and fisheries target species (reduced catch rates). For sardine and horse mackerel, target species of Iberian Atlantic fisheries, no aversive reaction to pinger sounds was detected during tank experiments conducted in the scope of this thesis. Bycatch in trawls may be reduced by the implementation of time/area restrictions of fishing activity. In addition, the avoidance of fishing areas with high cetacean abundance combined with the minimization of fishery-specific sound cues that possibly attract cetaceans, may also help to decrease interactions. In large-scale bottom-set longline fisheries, cetacean depredation on catch may be reduced by covering hooked fish with net sleeves ("umbrellas") provided that catch rates are not negatively affected by this gear modification. Trap fishing, as an alternative fishing method to bottom-set gillnetting and longlining, also has the potential to reduce cetacean bycatch and depredation, given that fish catch rates are similar to the rates obtained by bottom-set gillnets and longlines, whereas cetacean by-catch is unlikely. Economic incentives, such as the eco-certification of dolphin-safe fishing methods, should be promoted in order to create an additional source of income for fishers negatively affected by interactions with cetaceans, which, in turn, may also increase fishers’ willingness to accept and adopt mitigation measures. Although the opportunistic sampling methods applied in this work have certain restrictions concerning their reliability and precision, the results are consistent with previous studies in the same area. Moreover, they allow for the active participation of fishers that can provide important complementary ecological and technical knowledge required for cetacean management and conservation.

Distribution of excitation energy in photosynthesis: a study of heat loss, photo chemical activity and fluorescence emission in intact calls of cyanobacterium.

Photosynthetic state transitions were investigated in the cyanobacterium Synechococcus sp. PCC 6301 by studying fluorescence emission, heat loss, and PS I activity in intact cells brought to state 1 and state 2. 77K fluorescence emission spectra were modelled with a sum of 6 components corresponding to PBS, PS II, and PS I emissions. The modelled data showed a large decrease in PS II fluorescence accompanied with a small increase in the PS I fluorescence upon transition to state 2 for excitation wavelengths absorbed by both PBS and ChI ll.. The fluorescence changes seen with ChI .a. excitations do not support the predictions of the mobile PBS model of state transition in PBS-containing organisms. Measurements of heat loss from intact cells in the two states were similar for both ChI it. and PBS excitations over three orders of magnitude of laser flash intensity. This suggests that the PBS does not become decoupled from PS II in state 2 as proposed by the PBS detachment model of state transition in PBS-containing organisms. PS I activity measurements done on intact cells showed no difference in the two states, in contrast with the predictions of all of the existing models of state transitions. Based on these results a model for state transition In PBScontaining organisms is proposed, with a PS II photoprotectory function.

Examining the role of goals and motives for physical activity and eating behaviour in commercial weight-loss program participants

Background: The purpose of this study was to examine the relationships between physical activity and healthy eating behaviour with the participant's motives and goals for each health behaviour. Methods: Participants (N 121; 93.2% female) enrolled in commercial weightloss programs at the time of data collection, completed self-reported instruments using a web-based interface that were in accordance with Deci and Ryan's (2002) Self-Determination Theory (SDT). Results: Multiple linear regression models revealed that motivation and goals collectively accounted for between 0.21 to 0.29 percent and 0.03 to 0.16 percent of the variance in physical and healthy eating behaviours in this sample. In general, goals regarding either behaviour did not appear to have strong predictive relationships with each health behaviour beyond the contributions of motives. Discussion: Overall, findings from this study suggest that motives seem to mattermore than goals for both physical activity and healthy eating behaviour in clientele of commercial weight-loss programs. Therefore commercial weight-loss program implementers may want to consider placing more attention on motives I than goals for their clientele when designing weight-loss and weight-maintenance initiatives.

The carriers responsibilities and immunities under the Hague and Hamburg rules

Toujours en évolution le droit maritime est constamment en train de se moderniser. Depuis ses débuts Ie droit maritime essaie de s'adapter aux réalités de son temps. Le changement fut lent et difficile à atteindre. Au départ la pratique voulait qu'un transporteur maritime puisse échapper à presque toute responsabilité. L'application des coutumes du domaine et du droit contractuel avait laissé place aux abus et aux inégalités de pouvoir entre transporteurs maritimes et chargeurs/propriétaires de marchandises. La venue du vingtième siècle changea tout. L'adoption des Règles de la Haye, Haye / Nisby et Hambourg a transforme Ie système de transport de marchandise par mer tel qu'on Ie connaissait jusqu'à date. Ainsi une évolution graduelle marqua l'industrie maritime, parallèlement Ie droit maritime se développa considérablement avec une participation judiciaire plus active. De nos jours, les transporteurs maritimes sont plus responsables, or cela n'empêche pas qu'ils ne sont pas toujours capables de livrer leurs cargaisons en bonne condition. Chaque fois qu'un bateau quitte Ie port lui et sa cargaison sont en danger. De par ce fait, des biens sont perdus ou endommages en cours de route sous la responsabilité du transporteur. Malgré les changements et l'évolution dans les opérations marines et l'administration du domaine la réalité demeure telle que Ie transport de marchandise par mer n' est pas garanti it. cent pour cent. Dans les premiers temps, un transporteur maritime encourait toutes sortes de périls durant son voyage. Conséquemment les marchandises étaient exposées aux pertes et dangers en cours de route. Chaque année un grand nombre de navires sont perdu en mer et avec eux la cargaison qu'ils transportent. Toute la modernisation au monde ne peut éliminer les hauts risques auxquels sont exposes les transporteurs et leurs marchandises. Vers la fin des années soixante-dix avec la venue de la convention de Hambourg on pouvait encore constater que Ie nombre de navires qui sont perdus en mer était en croissance. Ainsi même en temps moderne on n'échappe pas aux problèmes du passe. "En moyenne chaque jour un navire de plus de 100 tonneaux se perd corps et biens (ceci veut dire: navire et cargaison) et Ie chiffre croit: 473 en 1978. Aces sinistres majeurs viennent s'ajouter les multiples avaries dues au mauvais temps et les pertes pour de multiples raisons (marquage insuffisant, erreurs de destination...). Ces périls expliquent : (1) le système de responsabilité des transporteurs ; (2) la limitation de responsabilité des propriétaires de navires; ... " L'historique légal du système de responsabilité et d'indemnité des armateurs démontre la difficulté encourue par les cours en essayant d'atteindre un consensus et uniformité en traitant ses notions. Pour mieux comprendre les différentes facettes du commerce maritime il faut avoir une compréhension du rôle des armateurs dans ce domaine. Les armateurs représentent Ie moyen par lequel le transport de marchandises par mer est possible. Leur rôle est d'une importance centrale. Par conséquent, le droit maritime se retrouve face à des questions complexes de responsabilités et d'indemnités. En particulier, la validité de l'insertion de clauses d'exonérations par les transporteurs pour se libérer d'une partie ou de toutes leurs responsabilités. A travers les années cette pratique a atteint un tel point d'injustice et de flagrant abus qu'il n'est plus possible d'ignorer Ie problème. L'industrie en crise se trouve obliger d'affronter ces questions et promouvoir Ie changement. En droit commun, l'armateur pouvait modifier son obligation prima facie autant qu'il le voulait. Au cours des ans, ces clauses d'exception augmentaient en nombre et en complexité au point qu'il devenait difficile de percevoir quel droit on pouvait avoir contre Ie transporteur. Les propriétaires de marchandise, exportateurs et importateurs de marchandises i.e. chargeurs, transporteurs, juristes et auteurs sont d'avis qu'il faut trouver une solution relative aux questions des clauses d'exonérations insérées dans les contrats de transport sous connaissement. Plus précisément ces clauses qui favorisent beaucoup plus les armateurs que les chargeurs. De plus, depuis longtemps la notion du fardeau de preuve était obscure. Il était primordial pour les pays de chargeurs d'atteindre une solution concernant cette question, citant qu'en pratique un fardeau très lourd leur était impose. Leur désir était de trouver une solution juste et équitable pour toutes les parties concernées, et non une solution favorisant les intérêts d’un coté seulement. Le transport par mer étant en grande partie international il était évident qu'une solution viable ne pouvait être laissée aux mains d'un pays. La solution idéale devait inclure toutes les parties concernées. Malgré le désir de trouver une solution globale, le consensus général fut long à atteindre. Le besoin urgent d'uniformité entre les pays donna naissance à plusieurs essais au niveau prive, national et international. Au cours des ans, on tint un grand nombre de conférences traitant des questions de responsabilités et d'indemnités des transporteurs maritimes. Aucun succès n'est atteint dans la poursuite de l'uniformité. Conséquemment, en 1893 les États Unis prennent la situation en mains pour régler le problème et adopte une loi nationale. Ainsi: «Les réactions sont venues des États Unis, pays de chargeurs qui supportent mal un système qui les désavantage au profit des armateurs traditionnels, anglais, norvégiens, grecs... Le Harter Act de 1893 établit un système transactionnel, mais impératif... »2 On constate qu'aux États Unis la question des clauses d'exonérations était enfin régie et par conséquent en grande partie leur application limitée. L'application du Harter Act n'étant pas au niveau international son degré de succès avait des limites. Sur Ie plan international la situation demeure la même et Ie besoin de trouver une solution acceptable pour tous persiste. Au début du vingtième siècle, I'utilisation des contrats de transport sous connaissement pour Ie transport de marchandise par mer est pratique courante. Au coeur du problème les contrats de transport sous connaissement dans lesquels les armateurs insèrent toutes sortes de clauses d'exonérations controversées. II devient évident qu'une solution au problème des clauses d'exonérations abusives tourne autour d'une règlementation de l'utilisation des contrats de transport sous connaissement. Ainsi, tout compromis qu'on peut envisager doit nécessairement régir la pratique des armateurs dans leurs utilisations des contrats de transport sous connaissement. Les années antérieures et postérieures à la première guerre mondiale furent marquées par I'utilisation croissante et injuste des contrats de transport sous connaissement. Le besoin de standardiser la pratique devenait alors pressant et les pays chargeurs s'impatientaient et réclamaient l'adoption d'une législation semblable au Harter Act des États Unis. Une chose était certaine, tous les intérêts en cause aspiraient au même objectif, atteindre une acceptation, certitude et unanimité dans les pratiques courantes et légales. Les Règles de la Haye furent la solution tant recherchée. Ils représentaient un nouveau régime pour gouverner les obligations et responsabilités des transporteurs. Leur but était de promouvoir un système bien balance entre les parties en cause. De plus elles visaient à partager équitablement la responsabilité entre transporteurs et chargeurs pour toute perte ou dommage causes aux biens transportes. Par conséquent, l'applicabilité des Règles de la Haye était limitée aux contrats de transport sous connaissement. Avec le temps on a reconnu aux Règles un caractère international et on a accepte leur place centrale sur Ie plan global en tant que base des relations entre chargeurs et transporteurs. Au départ, la réception du nouveau régime ne fut pas chaleureuse. La convention de la Haye de 1924 fut ainsi sujette à une opposition massive de la part des transporteurs maritimes, qui refusaient l'imposition d'un compromis affectant l'utilisation des clauses d'exonérations. Finalement Ie besoin d'uniformité sur Ie plan international stimula son adoption en grand nombre. Les règles de la Haye furent pour leur temps une vraie innovation une catalyse pour les reformes futures et un modèle de réussite globale. Pour la première fois dans 1'histoire du droit maritime une convention internationale régira et limitera les pratiques abusives des transporteurs maritimes. Les règles ne laissent pas place aux incertitudes ils stipulent clairement que les clauses d'exonération contraire aux règles de la Haye seront nulles et sans valeur. De plus les règles énoncent sans équivoque les droits, obligations et responsabilités des transporteurs. Néanmoins, Ie commerce maritime suivant son cours est marque par le modernisme de son temps. La pratique courante exige des reformes pour s'adapter aux changements de l'industrie mettant ainsi fin à la période d'harmonisation. Les règles de la Haye sous leur forme originale ne répondent plus aux besoins de l'industrie maritime. Par conséquent à la fin des années soixante on adopte les Règles de Visby. Malgré leur succès les règles n'ont pu échapper aux nombreuses critiques exprimant l'opinion, qu'elles étaient plutôt favorables aux intérêts des transporteurs et au détriment des chargeurs. Répondant aux pressions montantes on amende les Règles de la Haye, et Ie 23 février 1968 elles sont modifiées par Ie protocole de Visby. Essayant de complaire à l'insatisfaction des pays chargeurs, l'adoption des Règles de Visby est loin d'être une réussite. Leur adoption ne remplace pas le régime de la Haye mais simplement met en place un supplément pour combler les lacunes du système existant. Les changements qu'on retrouve dans Visby n'étant pas d'une grande envergure, la reforme fut critiquée par tous. Donnant naissance à des nouveaux débats et enfin à une nouvelle convention. Visby étant un échec, en 1978 la réponse arrive avec l'instauration d'un nouveau régime, différent de son prédécesseur (Hay/Haye-Visby). Les Règles de XI Hambourg sont Ie résultat de beaucoup d'efforts sur Ie plan international. Sous une pression croissante des pays chargeurs et plus particulièrement des pays en voie de développement la venue d'un nouveau régime était inévitables. Le bon fonctionnement de l'industrie et la satisfaction de toutes les parties intéressées nécessitaient un compromis qui répond aux intérêts de tous. Avec l'aide des Nations Unis et la participation de toutes les parties concernées les Règles de Hambourg furent adoptées. Accepter ce nouveau régime impliqua le début d'un nouveau système et la fin d'une époque centrée autour des règles de la Haye. II n'y a aucun doute que les nouvelles règles coupent les liens avec Ie passe et changent Ie système de responsabilité qui gouverne les transporteurs maritimes. L'article 4(2) de la Haye et sa liste d'exception est éliminé. Un demi-siècle de pratique est mis de coté, on tourne la page sur les expériences du passe et on se tourne vers une nouvelle future. Il est clair que les deux systèmes régissant Ie droit maritime visent Ie même but, une conformité internationale. Cette thèse traitera la notion de responsabilité, obligation et indemnisation des transporteurs maritimes sous les règles de la Haye et Hambourg. En particulier les difficultés face aux questions d'exonérations et d'indemnités. Chaque régime a une approche distincte pour résoudre les questions et les inquiétudes du domaine. D’un coté, la thèse démontrera les différentes facettes de chaque système, par la suite on mettra l'accent sur les points faibles et les points forts de chaque régime. Chaque pays fait face au dilemme de savoir quel régime devrait gouverner son transport maritime. La question primordiale est de savoir comment briser les liens du passe et laisser les Règles de la Haye dans leur place, comme prédécesseur et modèle pour Ie nouveau système. Il est sûr qu'un grand nombre de pays ne veulent pas se départir des règles de la Haye et continuent de les appliquer. Un grand nombre d'auteurs expriment leurs désaccords et indiquent qu'il serait regrettable de tourner le dos à tant d'années de travail. Pour se départir des Règles de la Haye, il serait une erreur ainsi qu'une perte de temps et d'argent. Pendant plus de 50 ans les cours à travers Ie monde ont réussi à instaurer une certaine certitude et harmonisation sur Ie plan juridique. Tout changer maintenant ne semble pas logique. Tout de même l'évident ne peut être ignorer, les Règles de la Haye ne répondent plus aux besoins du domaine maritime moderne. Les questions de responsabilité, immunité, fardeau de preuve et conflit juridictionnel demeurent floues. La législation internationale nécessite des reformes qui vont avec les changements qui marque l'évolution du domaine. Les précurseurs du changement décrivent les Règles de la Haye comme archaïques, injustes et non conforme au progrès. Elles sont connues comme Ie produit des pays industrialises sans l'accord ou la participation des pays chargeurs ou en voie de développement. Ainsi I'adoption des Règles de Hambourg signifie Ie remplacement du système précédent et non pas sa reforme. L'article 5(1) du nouveau système décrit un régime de responsabilité base sur la présomption de faute sans recours à une liste d'exonération, de plus les nouvelles règles étendent la période de responsabilité du transporteur. Les Règles de Hambourg ne sont peut être pas la solution idéale mais pour la première fois elle représente les intérêts de toutes les parties concernées et mieux encore un compromis accepte par tous. Cela dit, il est vrai que Ie futur prochain demeure incertain. II est clair que la plupart des pays ne sont pas presses de joindre ce nouveau régime aussi merveilleux soit-il. Le débat demeure ouvert Ie verdict délibère encore. Une chose demeure sure, l'analyse détaillée du fonctionnement de Hambourg avec ses défauts et mérites est loin d'être achevée. Seulement avec Ie recul on peut chanter les louanges, la réussite ou I'insuccès d'un nouveau système. Par conséquent, Ie nombre restreint des parties y adhérents rend l'analyse difficile et seulement théorique. Néanmoins il y'a de l'espoir qu'avec Ie temps l'objectif recherche sera atteint et qu'un commerce maritime régi par des règles et coutumes uniformes it. travers Ie globe sera pratique courante. Entre temps la réalité du domaine nous expose it. un monde divise et régi par deux systèmes.

Modelling European winter wind storm losses in current and future climate

Severe wind storms are one of the major natural hazards in the extratropics and inflict substantial economic damages and even casualties. Insured storm-related losses depend on (i) the frequency, nature and dynamics of storms, (ii) the vulnerability of the values at risk, (iii) the geographical distribution of these values, and (iv) the particular conditions of the risk transfer. It is thus of great importance to assess the impact of climate change on future storm losses. To this end, the current study employs—to our knowledge for the first time—a coupled approach, using output from high-resolution regional climate model scenarios for the European sector to drive an operational insurance loss model. An ensemble of coupled climate-damage scenarios is used to provide an estimate of the inherent uncertainties. Output of two state-of-the-art global climate models (HadAM3, ECHAM5) is used for present (1961–1990) and future climates (2071–2100, SRES A2 scenario). These serve as boundary data for two nested regional climate models with a sophisticated gust parametrizations (CLM, CHRM). For validation and calibration purposes, an additional simulation is undertaken with the CHRM driven by the ERA40 reanalysis. The operational insurance model (Swiss Re) uses a European-wide damage function, an average vulnerability curve for all risk types, and contains the actual value distribution of a complete European market portfolio. The coupling between climate and damage models is based on daily maxima of 10 m gust winds, and the strategy adopted consists of three main steps: (i) development and application of a pragmatic selection criterion to retrieve significant storm events, (ii) generation of a probabilistic event set using a Monte-Carlo approach in the hazard module of the insurance model, and (iii) calibration of the simulated annual expected losses with a historic loss data base. The climate models considered agree regarding an increase in the intensity of extreme storms in a band across central Europe (stretching from southern UK and northern France to Denmark, northern Germany into eastern Europe). This effect increases with event strength, and rare storms show the largest climate change sensitivity, but are also beset with the largest uncertainties. Wind gusts decrease over northern Scandinavia and Southern Europe. Highest intra-ensemble variability is simulated for Ireland, the UK, the Mediterranean, and parts of Eastern Europe. The resulting changes on European-wide losses over the 110-year period are positive for all layers and all model runs considered and amount to 44% (annual expected loss), 23% (10 years loss), 50% (30 years loss), and 104% (100 years loss). There is a disproportionate increase in losses for rare high-impact events. The changes result from increases in both severity and frequency of wind gusts. Considerable geographical variability of the expected losses exists, with Denmark and Germany experiencing the largest loss increases (116% and 114%, respectively). All countries considered except for Ireland (−22%) experience some loss increases. Some ramifications of these results for the socio-economic sector are discussed, and future avenues for research are highlighted. The technique introduced in this study and its application to realistic market portfolios offer exciting prospects for future research on the impact of climate change that is relevant for policy makers, scientists and economists.

The effects of difficulty and gain versus loss on vocal physiology and acoustics

To examine the basis of emotional changes to the voice, physiological and electroglottal measures were combined with acoustic speech analysis of 30 men performing a computer task in which they lost or gained points under two levels of difficulty. Predictions of the main effects of difficulty and reward on the voice were not borne out by the data. Instead, vocal changes depended largely on interactions between gain versus loss and difficulty. The rate at which the vocal folds open and close (fundamental frequency; f0) was higher for loss than for gain when difficulty was high, but not when difficulty was low. Electroglottal measures revealed that f0 changes corresponded to shorter glottal open times for the loss conditions. Longer closed and shorter open phases were consistent with raised laryngeal tension in difficult loss conditions. Similarly, skin conductance indicated higher sympathetic arousal in loss than gain conditions, particularly when difficulty was high. The results provide evidence of the physiological basis of affective vocal responses, confirming the utility of measuring physiology and voice in the study of emotion.

Loss of language in early development of autism and specific language impairment

Background:  Several authors have highlighted areas of overlap in symptoms and impairment among children with autism spectrum disorder (ASD) and children with specific language impairment (SLI). By contrast, loss of language and broadly defined regression have been reported as relatively specific to autism. We compare the incidence of language loss and language progression of children with autism and SLI. Methods:  We used two complementary studies: the Special Needs and Autism Project (SNAP) and the Manchester Language Study (MLS) involving children with SLI. This yielded a combined sample of 368 children (305 males and 63 females) assessed in late childhood for autism, history of language loss, epilepsy, language abilities and nonverbal IQ. Results:  language loss occurred in just 1% of children with SLI but in 15% of children classified as having autism or autism spectrum disorder. Loss was more common among children with autism rather than milder ASD and is much less frequently reported when language development is delayed. For children who lost language skills before their first phrases, the phrased speech milestone was postponed but long-term language skills were not significantly lower than children with autism but without loss. For the few who experienced language loss after acquiring phrased speech, subsequent cognitive performance is more uncertain. Conclusions:  Language loss is highly specific to ASD. The underlying developmental abnormality may be more prevalent than raw data might suggest, its possible presence being hidden for children whose language development is delayed.

Ecosystem services and food production

By 2030, the world’s human population could rise to 8 billion people and world food demand may increase by 50%. Although food production outpaced population growth in the 20th century, it is clear that the environmental costs of these increases cannot be sustained into the future. This challenges us to re-think the way we produce food. We argue that viewing food production systems within an ecosystems context provides the basis for 21st century food production. An ecosystems view recognises that food production systems depend on ecosystem services but also have ecosystem impacts. These dependencies and impacts are often poorly understood by many people and frequently overlooked. We provide an overview of the key ecosystem services involved in different food production systems, including crop and livestock production, aquaculture and the harvesting of wild nature. We highlight the important ecosystem impacts of food production systems, including habitat loss and degradation, changes to water and nutrient cycles across a range of scales, and biodiversity loss. These impacts often undermine the very ecosystem services on which food production systems depend, as well as other ecosystem services unrelated to food. We argue that addressing these impacts requires us to re-design food production systems to recognise and manage the limitations on production imposed by the ecosystems within which they are embedded, and increasingly embrace a more multifunctional view of food production systems and associated ecosystems. In this way, we should be able to produce food more sustainably whilst inflicting less damage on other important ecosystem services.

Determining the cost of in-field mitigation options to reduce sediment and phosphorus loss

The Mitigation Options for Phosphorus and Sediment (MOPS) project investigated the effectiveness of within-field control measures (tramline management, straw residue management, type of cultivation and direction, and vegetative buffers) in terms of mitigating sediment and phosphorus loss from winter-sown combinable cereal crops using three case study sites. To determine the cost of the approaches, simple financial spreadsheet models were constructed at both farm and regional levels. Taking into account crop areas, crop rotation margins per hectare were calculated to reflect the costs of crop establishment, fertiliser and agro-chemical applications, harvesting, and the associated labour and machinery costs. Variable and operating costs associated with each mitigation option were then incorporated to demonstrate the impact on the relevant crop enterprise and crop rotation margins. These costs were then compared to runoff, sediment and phosphorus loss data obtained from monitoring hillslope-length scale field plots. Each of the mitigation options explored in this study had potential for reducing sediment and phosphorus losses from arable land under cereal crops. Sediment losses were reduced from between 9 kg ha−1 to as much as 4780 kg ha−1 with a corresponding reduction in phosphorus loss from 0.03 kg ha−1 to 2.89 kg ha−1. In percentage terms reductions of phosphorus were between 9% and 99%. Impacts on crop rotation margins also varied. Minimum tillage resulted in cost savings (up to £50 ha−1) whilst other options showed increased costs (up to £19 ha−1 for straw residue incorporation). Overall, the results indicate that each of the options has potential for on-farm implementation. However, tramline management appeared to have the greatest potential for reducing runoff, sediment, and phosphorus losses from arable land (between 69% and 99%) and is likely to be considered cost-effective with only a small additional cost of £2–4 ha−1, although further work is needed to evaluate alternative tramline management methods. Tramline management is also the only option not incorporated within current policy mechanisms associated with reducing soil erosion and phosphorus loss and in light of its potential is an approach that should be encouraged once further evidence is available.

Emotional well-being and adjustment to vision loss in later life: a meta-synthesis of qualitative studies.

Purpose: To review perceived emotional well-being in older people with visual impairment and perceived factors that inhibit/facilitate psychosocial adjustment to vision loss. Method: The databases of MEDLINE, EMBASE, PsycINFO and CINAHL were searched for studies published from January 1980 to December 2010, which recruited older people with irreversible vision loss, and used qualitative methods for both data collection and analysis. Results sections of the papers were synthesised using a thematic-style analysis to identify the emergent and dominant themes. Results: Seventeen qualitative papers were included in the review, and five main themes emerged from the synthesis: 1) the trauma of an ophthalmic diagnosis, 2) impact of vision loss on daily life, 3) negative impact of visual impairment on psychosocial well-being, 4) factors that inhibit social well-being, and 5) factors that facilitate psychological well-being. We found the response shift model useful for explaining our synthesis. Conclusions: Acquired visual impairment can have a significant impact on older people's well-being and make psychosocial adjustment to the condition a major challenge. Acceptance of the condition and a positive attitude facilitate successful psychosocial adjustment to vision loss as well as social support from family, friends and peers who have successfully adjusted to the condition. [Box: see text].

Neural stem cells and cell replacement therapy: making the right cells

The past few years have seen major advances in the field of NSC (neural stem cell) research with increasing emphasis towards its application in cell-replacement therapy for neurological disorders. However, the clinical application of NSCs will remain largely unfeasible until a comprehensive understanding of the cellular and molecular mechanisms of NSC fate specification is achieved. With this understanding will come an increased possibility to exploit the potential of stem cells in order to manufacture transplantable NSCs able to provide a safe and effective therapy for previously untreatable neurological disorders. Since the pathology of each of these disorders is determined by the loss or damage of a specific neural cell population, it may be necessary to generate a range of NSCs able to replace specific neurons or glia rather than generating a generic NSC population. Currently, a diverse range of strategies is being investigated with this goal in mind. In this review, we focus on the relationship between NSC specification and differentiation and discuss how this information may be used to direct NSCs towards a particular fate.

Loss of Methylation at H19 DMD Is Associated with Biallelic Expression and Reduced Development in Cattle Derived by Somatic Cell Nuclear Transfer

Although cloning of mammals has been achieved successfully, the percentage of live offspring is very low because of reduced fetal size and fewer implantation sites. Recent studies have attributed such pathological conditions to abnormal reprogramming of the donor cell used for cloning. The inability of the oocyte to fully restore the differentiated status of a somatic cell to its pluripotent and undifferentiated state is normally evidenced by aberrant DNA methylation patterns established throughout the genome during development to blastocyst. These aberrant methylation patterns are associated with abnormal expression of imprinted genes, which among other genes are essential for normal embryo development and gestation. We hypothesized that embryo loss and low implantation rates in cattle derived by somatic cell nuclear transfer (SCNT) are caused by abnormal epigenetic reprogramming of imprinted genes. To verify our hypothesis, we analyzed the parental expression and the differentially methylated domain (DMD) methylation status of the H19 gene. Using a parental-specific analysis, we confirmed for the first time that H19 biallelic expression is tightly associated with a severe demethylation of the paternal H19 DMD in SCNT embryos, suggesting that these epigenetic anomalies to the H19 locus could be directly responsible for the reduced size and low implantation rates of cloned embryos in cattle.