Prevention of vascular dysfunction and arterial hypertension in mice generated by assisted reproductive technologies by addition of melatonin to culture media.

Assisted reproductive technologies (ART) induce vascular dysfunction in humans and mice. In mice, ART-induced vascular dysfunction is related to epigenetic alteration of the endothelial nitric oxide synthase (eNOS) gene, resulting in decreased vascular eNOS expression and nitrite/nitrate synthesis. Melatonin is involved in epigenetic regulation, and its administration to sterile women improves the success rate of ART. We hypothesized that addition of melatonin to culture media may prevent ART-induced epigenetic and cardiovascular alterations in mice. We, therefore, assessed mesenteric-artery responses to acetylcholine and arterial blood pressure, together with DNA methylation of the eNOS gene promoter in vascular tissue and nitric oxide plasma concentration in 12-wk-old ART mice generated with and without addition of melatonin to culture media and in control mice. As expected, acetylcholine-induced mesenteric-artery dilation was impaired (P = 0.008 vs. control) and mean arterial blood pressure increased (109.5 ± 3.8 vs. 104.0 ± 4.7 mmHg, P = 0.002, ART vs. control) in ART compared with control mice. These alterations were associated with altered DNA methylation of the eNOS gene promoter (P < 0.001 vs. control) and decreased plasma nitric oxide concentration (10.1 ± 11.1 vs. 29.5 ± 8.0 μM) (P < 0.001 ART vs. control). Addition of melatonin (10(-6) M) to culture media prevented eNOS dysmethylation (P = 0.005, vs. ART + vehicle), normalized nitric oxide plasma concentration (23.1 ± 14.6 μM, P = 0.002 vs. ART + vehicle) and mesentery-artery responsiveness to acetylcholine (P < 0.008 vs. ART + vehicle), and prevented arterial hypertension (104.6 ± 3.4 mmHg, P < 0.003 vs. ART + vehicle). These findings provide proof of principle that modification of culture media prevents ART-induced vascular dysfunction. We speculate that this approach will also allow preventing ART-induced premature atherosclerosis in humans.

Impact of case-relevant and case-irrelevant communication within the surgical team on surgical-site infection

BACKGROUND Surgical-site infections (SSIs) are the most common complications after surgery. An influence from talking and distractions during surgery on patient outcomes has been suggested, but there is limited evidence. The aim of this prospective observational study was to assess the relationship between intraoperative communication within the surgical team and SSI, and between intraoperative distractions and SSI. METHODS This prospective observational study included patients undergoing elective, open abdominal procedures. For each procedure, intraoperative case-relevant and case-irrelevant communication, and intraoperative distractions were observed continuously on site. The influence of communication and distractions on SSI after surgery was assessed using logistic regressions, adjusting for risk factors. RESULTS A total of 167 observed procedures were analysed; their mean(s.d.) duration was 4·6(2·1) h. A total of 24 SSIs (14·4 per cent) were diagnosed. Case-relevant communication during the procedure was independently associated with a reduced incidence of organ/space SSI (propensity score-adjusted odds ratio 0·86, 95 per cent c.i. 0·77 to 0·97; P = 0·014). Case-irrelevant communication during the closing phase of the procedure was independently associated with increased incidence of incisional SSI (propensity score-adjusted odds ratio 1·29, 1·08 to 1·55; P = 0·006). Distractions had no association with SSI. CONCLUSION More case-relevant communication was associated with fewer organ/space SSIs, and more case-irrelevant communication during wound closure was associated with incisional SSI.

Theoretical and experimental studies of linkage disequilibrium in human populations

Linkage disequilibrium (LD) is defined as the nonrandom association of alleles at two or more loci in a population and may be a useful tool in a diverse array of applications including disease gene mapping, elucidating the demographic history of populations, and testing hypotheses of human evolution. However, the successful application of LD-based approaches to pertinent genetic questions is hampered by a lack of understanding about the forces that mediate the genome-wide distribution of LD within and between human populations. Delineating the genomic patterns of LD is a complex task that will require interdisciplinary research that transcends traditional scientific boundaries. The research presented in this dissertation is predicated upon the need for interdisciplinary studies and both theoretical and experimental projects were pursued. In the theoretical studies, I have investigated the effect of genotyping errors and SNP identification strategies on estimates of LD. The primary importance of these two chapters is that they provide important insights and guidance for the design of future empirical LD studies. Furthermore, I analyzed the allele frequency distribution of 26,530 single nucleotide polymorphisms (SNPs) in three populations and generated the first-generation natural selection map of the human genome, which will be an important resource for explaining and understanding genomic patterns of LD. Finally, in the experimental study, I describe a novel and simple, low-cost, and high-throughput SNP genotyping method. The theoretical analyses and experimental tools developed in this dissertation will facilitate a more complete understanding of patterns of LD in human populations. ^

Statistics on low cloud occurrence per month along the South-Western African coast at 7:00 and 14:00 UTC, 2004 to 2009

The spatial and temporal patterns of fog and low clouds along the South-Western African coast are characterized based on an evaluation of Meteosat SEVIRI satellite data. A technique for the detection of fog/low clouds in the region is introduced, and validated using 1 year of CALIOP cloud lidar products, showing reliable performance. The frequency of fog and low cloud in the study area is analyzed by systematic application of the technique to all available Meteosat SEVIRI scenes from 2004 to 2009, for 7:00 UTC and 14:00 UTC. The highest frequencies are encountered in the area around Walvis Bay, with a peak in the summer months. Fog and low clouds clear by 14:00 UTC almost everywhere over land.

Elevation Models of Antarctica and Greenland derived from CryoSat-2 in the period 2011 to 2013

This study focuses on the present-day surface elevation of the Greenland and Antarctic ice sheets. Based on 3 years of CryoSat-2 data acquisition we derived new elevation models (DEMs) as well as elevation change maps and volume change estimates for both ice sheets. Here we present the new DEMs and their corresponding error maps. The accuracy of the derived DEMs for Greenland and Antarctica is similar to those of previous DEMs obtained by satellite-based laser and radar altimeters. Comparisons with ICESat data show that 80% of the CryoSat-2 DEMs have an uncertainty of less than 3 m ± 15 m. The surface elevation change rates between January 2011 and January 2014 are presented for both ice sheets. We compared our results to elevation change rates obtained from ICESat data covering the time period from 2003 to 2009. The comparison reveals that in West Antarctica the volume loss has increased by a factor of 3. It also shows an anomalous thickening in Dronning Maud Land, East Antarctica which represents a known large-scale accumulation event. This anomaly partly compensates for the observed increased volume loss of the Antarctic Peninsula and West Antarctica. For Greenland we find a volume loss increased by a factor of 2.5 compared to the ICESat period with large negative elevation changes concentrated at the west and southeast coasts. The combined volume change of Greenland and Antarctica for the observation period is estimated to be -503 ± 107 km**3/yr. Greenland contributes nearly 75% to the total volume change with -375 ± 24 km**3/yr.

Corrected ICESat altimetry data, surface mass balance, and firn elevation change on Antarctic ice shelves

Accurate prediction of global sea-level rise requires that we understand the cause of recent, widespread and intensifying glacier acceleration along Antarctic ice-sheet coastal margins. Floating ice shelves buttress the flow of grounded tributary glaciers and their thickness and extent are particularly susceptible to changes in both climate and ocean forcing. Recent ice-shelf collapse led to retreat and acceleration of several glaciers on the Antarctic Peninsula. However, the extent and magnitude of ice-shelf thickness change, its causes and its link to glacier flow rate are so poorly understood that its influence on the future of the ice sheets cannot yet be predicted. Here we use satellite laser altimetry and modelling of the surface firn layer to reveal for the first time the circum-Antarctic pattern of ice-shelf thinning through increased basal melt. We deduce that this increased melt is the primary driver of Antarctic ice-sheet loss, through a reduction in buttressing of the adjacent ice sheet that has led to accelerated glacier flow. The highest thinning rates (~7 m/a) occur where warm water at depth can access thick ice shelves via submarine troughs crossing the continental shelf. Wind forcing could explain the dominant patterns of both basal melting and the surface melting and collapse of Antarctic ice shelves, through ocean upwelling in the Amundsen and Bellingshausen Seas and atmospheric warming on the Antarctic Peninsula. This implies that climate forcing through changing winds influences Antarctic Ice Sheet mass balance, and hence global sea-level, on annual to decadal timescales.

Table 1: Station data for the entire survey, including coordinates and description of BPBASE

During GANOVEX VI new gravity data were collected along an east-west profile in North Victoria Land south of the Drygalski Ice Tongue, extending 150 km across the Transantarctic Mountains, and comprising 21 data points. Thirty five additional data points were collected over a small area near Brimstone Peak, near the western end of the regional profile. The survey south of the Drygalski has been connected to northern gravity data (GANOVEX V) by a survey line of 12 points. All data have been terrain corrected, and are further constrained by satellite elevation (GPS) and radar ice-thickness measurements. A pronounced regional Bouguer gravity gradient decreasing to the west by approximately 3 mgal/km is superimposed over a coast-parallel belt of granitoid basement rock. West of this belt the local gravity fields become mote variable. Over Beta Peak (Ferrar dolerite) a 50 mgal spike is obser- ved. Within this area, the Ferrar sills are exposed at the surface. West of Brimstone Peak (Ferrar/Kirk patrick sequences), a smooth regional gradient appears to reassert itself. We interpret the initial gradient east (oceanward) of the break-in-slope to be representative of the crust/mantle boundary within the study area. We interpret the initial break-in-slope and the apparent flattening of the regional gradient to be an effect of the N-S trending zone of dense Ferrar sills and associated deep crusttil fractionate replacing less dense basement. We attribute the variability of the local field to be the product of sub-glacial density contrasts that cannot be removed. The regional gravity gradient of the profile is steeper than that observed to the north (Mt. Melbourne quadrangle) and shallower than that reported to the south (McMurdo Sound). The absolute values of the coastal points of origin south of the Drygalski and within the Mt. Melbourne quadrangle differ by 60 to 100 mgal. In addition, topographic relief within the regional transect area is subdued relative to the Transantarctic Mountains to the north and south. We speculate that the root structure of the Transantarctic Mountains undergoes a change somewhere between the Mt. Melbourne quadrangle and the region south of the Drygalski Ice Tongue.

(Table 1) Summary statistics of in situ sea-ice characteristics of Ice Station Belgica sites Fabra, Patria/Liège and Brussels in October 2007

Three ice type regimes at Ice Station Belgica (ISB), during the 2007 International Polar Year SIMBA (Sea Ice Mass Balance in Antarctica) expedition, were characterized and assessed for elevation, snow depth, ice freeboard and thickness. Analyses of the probability distribution functions showed great potential for satellite-based altimetry for estimating ice thickness. In question is the required altimeter sampling density for reasonably accurate estimation of snow surface elevation given inherent spatial averaging. This study assesses an effort to determine the number of laser altimeter 'hits' of the ISB floe, as a representative Antarctic floe of mixed first- and multi-year ice types, for the purpose of statistically recreating the in situ-determined ice-thickness and snow depth distribution based on the fractional coverage of each ice type. Estimates of the fractional coverage and spatial distribution of the ice types, referred to as ice 'towns', for the 5 km**2 floe were assessed by in situ mapping and photo-visual documentation. Simulated ICESat altimeter tracks, with spot size ~70 m and spacing ~170 m, sampled the floe's towns, generating a buoyancy-derived ice thickness distribution. 115 altimeter hits were required to statistically recreate the regional thickness mean and distribution for a three-town assemblage of mixed first- and multi-year ice, and 85 hits for a two-town assemblage of first-year ice only: equivalent to 19.5 and 14.5 km respectively of continuous altimeter track over a floe region of similar structure. Results have significant implications toward model development of sea-ice sampling performance of the ICESat laser altimeter record as well as maximizing sampling characteristics of satellite/airborne laser and radar altimetry missions for sea-ice thickness.

Road environment modeling using robust perspective analysis and recursive Bayesian segmentation

Recently, vision-based advanced driver-assistance systems (ADAS) have received a new increased interest to enhance driving safety. In particular, due to its high performance–cost ratio, mono-camera systems are arising as the main focus of this field of work. In this paper we present a novel on-board road modeling and vehicle detection system, which is a part of the result of the European I-WAY project. The system relies on a robust estimation of the perspective of the scene, which adapts to the dynamics of the vehicle and generates a stabilized rectified image of the road plane. This rectified plane is used by a recursive Bayesian classi- fier, which classifies pixels as belonging to different classes corresponding to the elements of interest of the scenario. This stage works as an intermediate layer that isolates subsequent modules since it absorbs the inherent variability of the scene. The system has been tested on-road, in different scenarios, including varied illumination and adverse weather conditions, and the results have been proved to be remarkable even for such complex scenarios.

Vehicular traffic surveillance and road lane detection using radar interferometry

Speed enforcement on public roadways is an important issue in order to guarantee road security and to reduce the number and seriousness of traffic accidents. Traditionally, this task has been partially solved using radar and/or laser technologies and, more recently, using video-camera based systems. All these systems have significant shortcomings that have yet to be overcome. The main drawback of classical Doppler radar technology is that the velocity measurement fails when several vehicles are in the radars beam. Modern radar systems are able to measure speed and range between vehicle and radar. However, this is not enough to discriminate the lane where the vehicle is driving on. The limitation of several vehicles in the beam is overcome using laser technology. However, laser systems have another important limitation: They cannot measure the speed of several vehicles simultaneously. Novel video-camera systems, based on license plate identification, solve the previous drawbacks, but they have the problem that they can only measure average speed but never top-speed. This paper studies the feasibility of using an interferometric linear frequency modulated continuous wave radar to improve top-speed enforcement on roadways. Two different systems based on down-the-road and across-the-road radar configurations are presented. The main advantage of the proposed solutions is they can simultaneously measure speed, range, and lane of several vehicles, allowing the univocal identification of the offenders. A detailed analysis about the operation and accuracy of these solutions is reported. In addition, the feasibility of the proposed techniques has been demonstrated with simulations and real experiments using a Ka-band interferometric radar developed by our research group.

Multi-objective Estimation of Distribution Algorithm Based on Joint Modeling of Objectives and Variables

This paper proposes a new multi-objective estimation of distribution algorithm (EDA) based on joint modeling of objectives and variables. This EDA uses the multi-dimensional Bayesian network as its probabilistic model. In this way it can capture the dependencies between objectives, variables and objectives, as well as the dependencies learnt between variables in other Bayesian network-based EDAs. This model leads to a problem decomposition that helps the proposed algorithm to find better trade-off solutions to the multi-objective problem. In addition to Pareto set approximation, the algorithm is also able to estimate the structure of the multi-objective problem. To apply the algorithm to many-objective problems, the algorithm includes four different ranking methods proposed in the literature for this purpose. The algorithm is applied to the set of walking fish group (WFG) problems, and its optimization performance is compared with an evolutionary algorithm and another multi-objective EDA. The experimental results show that the proposed algorithm performs significantly better on many of the problems and for different objective space dimensions, and achieves comparable results on some compared with the other algorithms.

Multiobjective optimization applied to structural sizing of low cost university-class microsatellite projects

In recent years, there has been continuing interest in the participation of university research groups in space technology studies by means of their own microsatellites. The involvement in such projects has some inherent challenges, such as limited budget and facilities. Also, due to the fact that the main objective of these projects is for educational purposes, usually there are uncertainties regarding their in orbit mission and scientific payloads at the early phases of the project. On the other hand, there are predetermined limitations for their mass and volume budgets owing to the fact that most of them are launched as an auxiliary payload in which the launch cost is reduced considerably. The satellite structure subsystem is the one which is most affected by the launcher constraints. This can affect different aspects, including dimensions, strength and frequency requirements. In this paper, the main focus is on developing a structural design sizing tool containing not only the primary structures properties as variables but also the system level variables such as payload mass budget and satellite total mass and dimensions. This approach enables the design team to obtain better insight into the design in an extended design envelope. The structural design sizing tool is based on analytical structural design formulas and appropriate assumptions including both static and dynamic models of the satellite. Finally, a Genetic Algorithm (GA) multiobjective optimization is applied to the design space. The result is a Pareto-optimal based on two objectives, minimum satellite total mass and maximum payload mass budget, which gives a useful insight to the design team at the early phases of the design.

Comparison of dynamic effects of high-speed traffic load on ballasted track using a simplified two-dimensional and full three-dimensional model.

The vertical dynamic actions transmitted by railway vehicles to the ballasted track infrastructure is evaluated taking into account models with different degree of detail. In particular, we have studied this matter from a two-dimensional (2D) finite element model to a fully coupled three-dimensional (3D) multi-body finite element model. The vehicle and track are coupled via a non-linear Hertz contact mechanism. The method of Lagrange multipliers is used for the contact constraint enforcement between wheel and rail. Distributed elevation irregularities are generated based on power spectral density (PSD) distributions which are taken into account for the interaction. The numerical simulations are performed in the time domain, using a direct integration method for solving the transient problem due to the contact nonlinearities. The results obtained include contact forces, forces transmitted to the infrastructure (sleeper) by railpads and envelopes of relevant results for several track irregularities and speed ranges. The main contribution of this work is to identify and discuss coincidences and differences between discrete 2D models and continuum 3D models, as wheel as assessing the validity of evaluating the dynamic loading on the track with simplified 2D models

AUTOFLY-Aid: Flight Deck Automation Support with Dynamic 4D Trajectory Management for Responsive and Adaptive Airborne Collision Avoidance

AUTOFLY-Aid Project aims to develop and demonstrate novel automation support algorithms and tools to the flight crew for flight critical collision avoidance using “dynamic 4D trajectory management”. The automation support system is envisioned to improve the primary shortcomings of TCAS, and to aid the pilot through add-on avionics/head-up displays and reality augmentation devices in dynamically evolving collision avoidance scenarios. The main theoretical innovative and novel concepts to be developed by AUTOFLY-Aid project are a) design and development of the mathematical models of the full composite airspace picture from the flight deck’s perspective, as seen/measured/informed by the aircraft flying in SESAR 2020, b) design and development of a dynamic trajectory planning algorithm that can generate at real-time (on the order of seconds) flyable (i.e. dynamically and performance-wise feasible) alternative trajectories across the evolving stochastic composite airspace picture (which includes new conflicts, blunder risks, terrain and weather limitations) and c) development and testing of the Collision Avoidance Automation Support System on a Boeing 737 NG FNPT II Flight Simulator with synthetic vision and reality augmentation while providing the flight crew with quantified and visual understanding of collision risks in terms of time and directions and countermeasures.