Interaction between the lateral preoptic area and the subfornical organ in the control of water ingestion caused by cellular dehydration, hypotension, hypovolemia, and deprivation

Water intake was studied in albino rats with lesions in the lateral preoptic area, in the subfornical organ, and in both the lateral preoptic area and the subfornical organ. Drinking was induced by cellular dehydration, hypovolemia, hypotension (isoproterenol or caval ligation), and water deprivation. The animals with lesions in both areas showed a significant reduction in their water intake in response to cellular dehydration. Drinking due to extracellular dehydration was reduced in the animals that received only subfornical organ lesions, and was reduced even further in the animals with both areas ablated. The lesions in the subfornical organ were sufficient to reduce the thirst induced by caval ligation. The lesions in both areas inhibit water intake induced by caval ligation. Water intake induced by deprivation was reduced when both areas were destroyed. These findings demonstrate that both the lateral preoptic area and the subfornical organ are necessary for normal drinking in response to cellular dehydration, hypovolemia, and hypotension. There is further evidence that the lateral preoptic area and subfornical organ interact in the control of water intake induced by a variety of thirst challenges.

Control of parasitic infections among school children in the peri-urban area of Botucatu, Sao Paulo, Brazil

The prevalence of intestinal parasitosis was investigated in a primary school located in Rubiao Junior, a peri-urban district of Botucatu, Sao Paulo state, Brazil, in order to assess the effect of treatment and practical measures of prophylaxis in the control of parasitic infections among 7-to-18-year-old school children of a low socio-economic status. The first series of parasitological examinations included 219 school children, of which 123 (56.1%) were found to be infected with one or more parasite species. Eighty-four children carrying pathogenic parasites were submitted to various anti-parasitic treatment schedules. We re-evaluated 75 (89%) students after 4 to 6 months postchemotherapy. The results indicate that the combination of treatment with prophylactic measures has been successful in the control of parasitic infections, since reinfection rates were generally low (≤5.3%), except for Giardia lamblia infections (18.6%), and a marked reduction on the prevalence rates was observed with a significant percentage of cure (≤73.1%) in children infected with most parasite species. The reasons for the apparent failure in the control of infections caused by Hymenolepsis nana and Strongyloides stercoralis are discussed.

Role of cholinergic and adrenergic pathways of the medial septal area in the control of water intake and renal excretion in rats

In this study, we investigated an interaction between noradrenergic and cholinergic pathways of the medial septal area (MSA) on the control of water intake and urinary electrolyte excretion by means of injection of their respective agonists. Noradrenaline (a nonspecific α-adrenergic agonist) and clonidine (an α2-adrenergic agonist), but not phenylephrine (an α1-adrenergic agonist), induced natriuresis and kaliuresis. α-Adrenergic activation had no effect on the natriuresis and kaliuresis induced by carbachol (a cholinergic agonist) and it inhibited the antinatriuresis and antikaliuresis induced by isoproterenol (a ß-adrenergic agonist). Interactions related to volume excretion are complex. α-Adrenergic activation induced a mild diuresis and inhibited the antidiuresis induced by isoproterenol, but phenylephrine combined with carbachol induced antidiuresis. The water intake induced by carbachol was inhibited by clonidine and noradrenaline, but not phenylephrine. These results show an asymmetry in the interaction between α-adrenergic and cholinergic receptors concerning water intake and electrolyte excretion. © 1992.

Interaction between the septal area and the subfornical organ in the control of water intake induced by thirst-eliciting procedures

Rats bearing lesions in the septal area followed by lesions in the subfornical organ were submitted to various thirst-eliciting procedures. The rats with hyperdipsia induced by lesions of the septal area drank more water than either during the control period or after lesion of the subfornical organ under the same thirst-eliciting or angiotensin-liberating stimuli (polyethyleneglycol, isoproterenol, water deprivation and ligation of the inferior vena cava). The overdrinking elicited by lesions in the septal area was blocked after lesion of the subfornical organ. Neither hypovolemia, nor hypotension or water deprivation could elicit increased water intake in animals whose subfornical organ had been destroyed. Animals with lesions in the subfornical organ showed decreased water intake after cellular dehydration. The results obtained suggest that the subfornical organ acts as a more important structure than the septal area in the regulation of water intake elicited by angiotensin, with two opposite effects: a direct one facilitating water intake, and an indirect one inhibiting the septal area. The septal area has an inhibitory effect on the subfornical organ and on water intake. © 1980.

Postural control in women with breast hypertrophy

OBJECTIVES: The consequences of breast hypertrophy have been described based on the alteration of body mass distribution, leading to an impact on psychological and physical aspects. The principles of motor control suggest that breast hypertrophy can lead to sensorimotor alterations and the impairment of body balance due to postural misalignment. The aim of this study is to evaluate the postural control of women with breast hypertrophy under different sensory information conditions. METHOD: This cross-sectional study included 14 women with breast hypertrophy and 14 without breast hypertrophy, and the mean ages of the groups were 39 +/- 15 years and 39 +/- 16 years, respectively. A force platform was used to assess the sensory systems that contribute to postural control: somatosensory, visual and vestibular. Four postural conditions were sequentially tested: eyes open and fixed platform, eyes closed and fixed platform, eyes open and mobile platform, and eyes closed and mobile platform. The data were processed, and variables related to the center of pressure were analyzed for each condition. The Kruskal-Wallis test was used to compare the conditions between the groups for the area of center of pressure displacement and the velocity of center of pressure displacement in the anterior-posterior and medial-lateral directions. The alpha level error was set at 0.05. RESULTS: Women with breast hypertrophy presented an area that was significantly higher for three out of four conditions and a higher velocity of center of pressure displacement in the anterior-posterior direction under two conditions: eyes open and mobile platform and eyes closed and mobile platform. CONCLUSIONS: Women with breast hypertrophy have altered postural control, which was demonstrated by the higher area and velocity of center of pressure displacement.

Control biológico de Fusarium graminearum : utilización de Trichoderma spp. y biofumigación con parte aérea de Brassica juncea

Los objetivos de este trabajo fueron: determinar la factibilidad de la utilización combinada de dos métodos de control biológico: la aplicación del hongo antagonista Trichoderma spp. y la biofumigación con la parte aérea de Brassica juncea en el estadio de fin de fructificación; evaluar su efecto sobre el crecimiento del patógeno Fusarium graminearum. Se trituraron plantas de B. juncea y se colocaron en recipientes de plástico en dosis de 5 y 10 g. Sobre el material triturado se apoyó una caja de Petri con agar papa glucosado al 2%, que contenía un disco con micelio de F. graminearum o Trichoderma spp. o ambos hongos. Los recipientes de plástico se cerraron e incubaron a 25±2°C en oscuridad durante 7 días. Finalizado este período, se midió el diámetro de las colonias. Se obtuvieron los siguientes resultados: i) cuando se biofumigaron por separado, no se observó efecto fungistático de B. juncea sobre Trichoderma spp. ni sobre F. graminearum; ii) en ausencia del biofumigante, Trichoderma spp. inhibió significativamente el crecimiento de las colonias de F. graminearum, iii) la combinación de Trichoderma spp. y la biofumigación con B. juncea mostró un efecto sinérgico sobre el control del crecimiento miceliar de F. graminearum. Los resultados in vitro sugieren que el crecimiento de Trichoderma spp. y su potencial efecto de biocontrol sobre F. graminearum, no son afectados por la biofumigación con B. juncea. La utilización combinada de Trichoderma spp. y la biofumigación con B. juncea, tendría un efecto sinérgico sobre el control del crecimiento de F. graminearum.

GPS raw data (control points and ground control points) from the Liguria Region, Borghetto Santo Spirito, Italy

Monitoring the impact of sea storms on coastal areas is fundamental to study beach evolution and the vulnerability of low-lying coasts to erosion and flooding. Modelling wave runup on a beach is possible, but it requires accurate topographic data and model tuning, that can be done comparing observed and modeled runup. In this study we collected aerial photos using an Unmanned Aerial Vehicle after two different swells on the same study area. We merged the point cloud obtained with photogrammetry with multibeam data, in order to obtain a complete beach topography. Then, on each set of rectified and georeferenced UAV orthophotos, we identified the maximum wave runup for both events recognizing the wet area left by the waves. We then used our topography and numerical models to simulate the wave runup and compare the model results to observed values during the two events. Our results highlight the potential of the methodology presented, which integrates UAV platforms, photogrammetry and Geographic Information Systems to provide faster and cheaper information on beach topography and geomorphology compared with traditional techniques without losing in accuracy. We use the results obtained from this technique as a topographic base for a model that calculates runup for the two swells. The observed and modeled runups are consistent, and open new directions for future research.

A speech interface for air traffic control terminals

Several issues concerning the current use of speech interfaces are discussed and the design and development of a speech interface that enables air traffic controllers to command and control their terminals by voice is presented. A special emphasis is made in the comparison between laboratory experiments and field experiments in which a set of ergonomics-related effects are detected that cannot be observed in the controlled laboratory experiments. The paper presents both objective and subjective performance obtained in field evaluation of the system with student controllers at an air traffic control (ATC) training facility. The system exhibits high word recognition test rates (0.4% error in Spanish and 1.5% in English) and low command error (6% error in Spanish and 10.6% error in English in the field tests). Subjective impression has also been positive, encouraging future development and integration phases in the Spanish ATC terminals designed by Aeropuertos Españoles y Navegación Aérea (AENA).

Control of the morphology on selective area growth of GaN nanocolumns by rf-plasma-assisted

Selective area growth (SAG) of GaN nanocolumns (NCs), making use of patterned or masked (nanoholes) substrates, yields a periodic, homogeneous distribution of nanostructures, that makes their processing much easier compared with self-assembled ones. In addition, the control on the diameter and density of NCs avoids dispersion in the electrooptical characteristics of the heterostructures based on this type of material (embedded InGaN/GaN quantum disks for example). Selective area growth using a mask with nanohole arrays has been demonstrated by rf-plasma-assisted MBE [1, 2].

Contributions to trajectory prediction theory and its application to arrival management for air traffic control

La gestión del tráfico aéreo (Air Traffic Management, ATM) está experimentando un cambio de paradigma hacia las denominadas operaciones basadas trayectoria. Bajo dicho paradigma se modifica el papel de los controladores de tráfico aéreo desde una operativa basada su intervención táctica continuada hacia una labor de supervisión a más largo plazo. Esto se apoya en la creciente confianza en las soluciones aportadas por las herramientas automatizadas de soporte a la decisión más modernas. Para dar soporte a este concepto, se precisa una importante inversión para el desarrollo, junto con la adquisición de nuevos equipos en tierra y embarcados, que permitan la sincronización precisa de la visión de la trayectoria, basada en el intercambio de información entre ambos actores. Durante los últimos 30 a 40 años las aerolíneas han generado uno de los menores retornos de la inversión de entre todas las industrias. Sin beneficios tangibles, la industria aérea tiene dificultades para atraer el capital requerido para su modernización, lo que retrasa la implantación de dichas mejoras. Esta tesis tiene como objetivo responder a la pregunta de si las capacidades actualmente instaladas en las aeronaves comerciales se pueden aplicar para lograr la sincronización de la trayectoria con el nivel de calidad requerido. Además, se analiza en ella si, conjuntamente con mejoras en las herramientas de predicción trayectorias instaladas en tierra en para facilitar la gestión de las arribadas, dichas capacidades permiten obtener los beneficios esperados en el marco de las operaciones basadas en trayectoria. Esto podría proporcionar un incentivo para futuras actualizaciones de la aviónica que podrían llevar a mejoras adicionales. El concepto operacional propuesto en esta tesis tiene como objetivo permitir que los aviones sean pilotados de una manera consistente con las técnicas actuales de vuelo optimizado. Se permite a las aeronaves que desciendan en el denominado “modo de ángulo de descenso gestionado” (path-managed mode), que es el preferido por la mayoría de las compañías aéreas, debido a que conlleva un reducido consumo de combustible. El problema de este modo es que en él no se controla de forma activa el tiempo de llegada al punto de interés. En nuestro concepto operacional, la incertidumbre temporal se gestiona en mediante de la medición del tiempo en puntos estratégicamente escogidos a lo largo de la trayectoria de la aeronave, y permitiendo la modificación por el control de tierra de la velocidad de la aeronave. Aunque la base del concepto es la gestión de las ordenes de velocidad que se proporcionan al piloto, para ser capaces de operar con los niveles de equipamiento típicos actualmente, dicho concepto también constituye un marco en el que la aviónica más avanzada (por ejemplo, que permita el control por el FMS del tiempo de llegada) puede integrarse de forma natural, una vez que esta tecnología este instalada. Además de gestionar la incertidumbre temporal a través de la medición en múltiples puntos, se intenta reducir dicha incertidumbre al mínimo mediante la mejora de las herramienta de predicción de la trayectoria en tierra. En esta tesis se presenta una novedosa descomposición del proceso de predicción de trayectorias en dos etapas. Dicha descomposición permite integrar adecuadamente los datos de la trayectoria de referencia calculada por el Flight Management System (FMS), disponibles usando Futuro Sistema de Navegación Aérea (FANS), en el sistema de predicción de trayectorias en tierra. FANS es un equipo presente en los aviones comerciales de fuselaje ancho actualmente en la producción, e incluso algunos aviones de fuselaje estrecho pueden tener instalada avionica FANS. Además de informar automáticamente de la posición de la aeronave, FANS permite proporcionar (parte de) la trayectoria de referencia en poder de los FMS, pero la explotación de esta capacidad para la mejora de la predicción de trayectorias no se ha estudiado en profundidad en el pasado. La predicción en dos etapas proporciona una solución adecuada al problema de sincronización de trayectorias aire-tierra dado que permite la sincronización de las dimensiones controladas por el sistema de guiado utilizando la información de la trayectoria de referencia proporcionada mediante FANS, y también facilita la mejora en la predicción de las dimensiones abiertas restantes usado un modelo del guiado que explota los modelos meteorológicos mejorados disponibles en tierra. Este proceso de predicción de la trayectoria de dos etapas se aplicó a una muestra de 438 vuelos reales que realizaron un descenso continuo (sin intervención del controlador) con destino Melbourne. Dichos vuelos son de aeronaves del modelo Boeing 737-800, si bien la metodología descrita es extrapolable a otros tipos de aeronave. El método propuesto de predicción de trayectorias permite una mejora en la desviación estándar del error de la estimación del tiempo de llegada al punto de interés, que es un 30% menor que la que obtiene el FMS. Dicha trayectoria prevista mejorada se puede utilizar para establecer la secuencia de arribadas y para la asignación de las franjas horarias para cada aterrizaje (slots). Sobre la base del slot asignado, se determina un perfil de velocidades que permita cumplir con dicho slot con un impacto mínimo en la eficiencia del vuelo. En la tesis se propone un nuevo algoritmo que determina las velocidades requeridas sin necesidad de un proceso iterativo de búsqueda sobre el sistema de predicción de trayectorias. El algoritmo se basa en una parametrización inteligente del proceso de predicción de la trayectoria, que permite relacionar el tiempo estimado de llegada con una función polinómica. Resolviendo dicho polinomio para el tiempo de llegada deseado, se obtiene de forma natural el perfil de velocidades optimo para cumplir con dicho tiempo de llegada sin comprometer la eficiencia. El diseño de los sistemas de gestión de arribadas propuesto en esta tesis aprovecha la aviónica y los sistemas de comunicación instalados de un modo mucho más eficiente, proporcionando valor añadido para la industria. Por tanto, la solución es compatible con la transición hacia los sistemas de aviónica avanzados que están desarrollándose actualmente. Los beneficios que se obtengan a lo largo de dicha transición son un incentivo para inversiones subsiguientes en la aviónica y en los sistemas de control de tráfico en tierra. ABSTRACT Air traffic management (ATM) is undergoing a paradigm shift towards trajectory based operations where the role of an air traffic controller evolves from that of continuous intervention towards supervision, as decision making is improved based on increased confidence in the solutions provided by advanced automation. To support this concept, significant investment for the development and acquisition of new equipment is required on the ground as well as in the air, to facilitate the high degree of trajectory synchronisation and information exchange required. Over the past 30-40 years the airline industry has generated one of the lowest returns on invested capital among all industries. Without tangible benefits realised, the airline industry may find it difficult to attract the required investment capital and delay acquiring equipment needed to realise the concept of trajectory based operations. In response to these challenges facing the modernisation of ATM, this thesis aims to answer the question whether existing aircraft capabilities can be applied to achieve sufficient trajectory synchronisation and improvements to ground-based trajectory prediction in support of the arrival management process, to realise some of the benefits envisioned under trajectory based operations, and to provide an incentive for further avionics upgrades. The proposed operational concept aims to permit aircraft to operate in a manner consistent with current optimal aircraft operating techniques. It allows aircraft to descend in the fuel efficient path managed mode as preferred by a majority of airlines, with arrival time not actively controlled by the airborne automation. The temporal uncertainty is managed through metering at strategically chosen points along the aircraft’s trajectory with primary use of speed advisories. While the focus is on speed advisories to support all aircraft and different levels of equipage, the concept also constitutes a framework in which advanced avionics as airborne time-of-arrival control can be integrated once this technology is widely available. In addition to managing temporal uncertainty through metering at multiple points, this temporal uncertainty is minimised by improving the supporting trajectory prediction capability. A novel two-stage trajectory prediction process is presented to adequately integrate aircraft trajectory data available through Future Air Navigation Systems (FANS) into the ground-based trajectory predictor. FANS is standard equipment on any wide-body aircraft in production today, and some single-aisle aircraft are easily capable of being fitted with FANS. In addition to automatic position reporting, FANS provides the ability to provide (part of) the reference trajectory held by the aircraft’s Flight Management System (FMS), but this capability has yet been widely overlooked. The two-stage process provides a ‘best of both world’s’ solution to the air-ground synchronisation problem by synchronising with the FMS reference trajectory those dimensions controlled by the guidance mode, and improving on the prediction of the remaining open dimensions by exploiting the high resolution meteorological forecast available to a ground-based system. The two-stage trajectory prediction process was applied to a sample of 438 FANS-equipped Boeing 737-800 flights into Melbourne conducting a continuous descent free from ATC intervention, and can be extrapolated to other types of aircraft. Trajectories predicted through the two-stage approach provided estimated time of arrivals with a 30% reduction in standard deviation of the error compared to estimated time of arrival calculated by the FMS. This improved predicted trajectory can subsequently be used to set the sequence and allocate landing slots. Based on the allocated landing slot, the proposed system calculates a speed schedule for the aircraft to meet this landing slot at minimal flight efficiency impact. A novel algorithm is presented that determines this speed schedule without requiring an iterative process in which multiple calls to a trajectory predictor need to be made. The algorithm is based on parameterisation of the trajectory prediction process, allowing the estimate time of arrival to be represented by a polynomial function of the speed schedule, providing an analytical solution to the speed schedule required to meet a set arrival time. The arrival management solution proposed in this thesis leverages the use of existing avionics and communications systems resulting in new value for industry for current investment. The solution therefore supports a transition concept from mixed equipage towards advanced avionics currently under development. Benefits realised under this transition may provide an incentive for ongoing investment in avionics.

San Francisco Bay Area, California, Nautical Chart, 1877 (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: Entrance to San Francisco Bay, California, from a trigonometrical survey under the direction of A.D. Bache, Superintendent of the Survey of the Coast of the United States ; triangulation by R.D. Cutts, asst. & A.F. Rodgers, sub-asst. ; topography by R.D. Cutts, asst., A.M. Harrison & A.F. Rodgers, sub-assts. ; hydrography by the party under the command of Lieut. Comdg. James Alden, U.S.N. assist. It was published by The Survey in 1877. Scale 1:50,000. Covers the San Francisco Bay Area. The image inside the map neatline is georeferenced to the surface of the earth and fit to the California Zone III State Plane Coordinate System NAD83 (in Feet) (Fipszone 0403). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows coastal features such as lighthouses, buoys, beacons, rocks, channels, points, coves, islands, bottom soil types, wharves, and more. Includes also selected land features such as roads, railroads, drainage, land cover, selected buildings, towns, and more. Relief shown by hachures and spot heights; depths by sounding, shading, and contours. Includes inset map: Sub-sketch of entrance to San Francisco Bay (Scale 1:400,000), and inset views: View of the entrance to San Francisco Bay, Alcatraz N.E. by E. 1/2 (by compass 10 miles) -- View of the entrance to San Francisco Bay from Yerba Buena Id. -- View of the entrance to San Pablo Bay from near Angel Id. Also includes text and tables. This layer is part of a selection of digitally scanned and georeferenced historic maps from The Harvard Map Collection as part of the Imaging the Urban Environment project. Maps selected for this project represent major urban areas and cities of the world, at various time periods. These maps typically portray both natural and manmade features at a large scale. The selection represents a range of regions, originators, ground condition dates, scales, and purposes.

San Francisco Bay Area, California, Nautical Chart, 1889 (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: San Francisco entrance, California, United States Coast and Geodetic Survey ; eng.d by J. Enthoffer, E.A. Maedel, J.J. Young, W.A. Thompson, H.M. Knight, A. Peterson, and J.G. Thompson; red.r dr.ng by A. Lindenkohl, C. Junken, E. Molkow, E.J. Sommer. It was published by U.S.C. & G.S., printed March 15, 1889, corrected to April 12, 1889. Scale 1:40,000. Covers the San Francisco Bay Area. The image inside the map neatline is georeferenced to the surface of the earth and fit to the California Zone III State Plane Coordinate System NAD83 (in Feet) (Fipszone 0403). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows coastal features such as lighthouses, buoys, beacons, rocks, channels, points, coves, islands, bottom soil types, wharves, and more. Includes also selected land features such as roads, railroads, drainage, land cover, selected buildings, towns, and more. Relief shown by contours and spot heights; depths by soundings. Includes notes, tables, and list of authorities. This layer is part of a selection of digitally scanned and georeferenced historic maps from The Harvard Map Collection as part of the Imaging the Urban Environment project. Maps selected for this project represent major urban areas and cities of the world, at various time periods. These maps typically portray both natural and manmade features at a large scale. The selection represents a range of regions, originators, ground condition dates, scales, and purposes.