Personalized drug administrations using Support Vector Machine

The decision-making process regarding drug dose, regularly used in everyday medical practice, is critical to patients' health and recovery. It is a challenging process, especially for a drug with narrow therapeutic ranges, in which a medical doctor decides the quantity (dose amount) and frequency (dose interval) on the basis of a set of available patient features and doctor's clinical experience (a priori adaptation). Computer support in drug dose administration makes the prescription procedure faster, more accurate, objective, and less expensive, with a tendency to reduce the number of invasive procedures. This paper presents an advanced integrated Drug Administration Decision Support System (DADSS) to help clinicians/patients with the dose computing. Based on a support vector machine (SVM) algorithm, enhanced with the random sample consensus technique, this system is able to predict the drug concentration values and computes the ideal dose amount and dose interval for a new patient. With an extension to combine the SVM method and the explicit analytical model, the advanced integrated DADSS system is able to compute drug concentration-to-time curves for a patient under different conditions. A feedback loop is enabled to update the curve with a new measured concentration value to make it more personalized (a posteriori adaptation).

Patient-ventilator asynchrony during noninvasive pressure support ventilation and neurally adjusted ventilatory assist in infants and children.

OBJECTIVES: To document the prevalence of asynchrony events during noninvasive ventilation in pressure support in infants and in children and to compare the results with neurally adjusted ventilatory assist. DESIGN: Prospective randomized cross-over study in children undergoing noninvasive ventilation. SETTING: The study was performed in a PICU. PATIENTS: From 4 weeks to 5 years. INTERVENTIONS: Two consecutive ventilation periods (pressure support and neurally adjusted ventilatory assist) were applied in random order. During pressure support (PS), three levels of expiratory trigger (ETS) setting were compared: initial ETS (PSinit), and ETS value decreased and increased by 15%. Of the three sessions, the period allowing for the lowest number of asynchrony events was defined as PSbest. Neurally adjusted ventilator assist level was adjusted to match the maximum airway pressure during PSinit. Positive end-expiratory pressure was the same during pressure support and neurally adjusted ventilator assist. Asynchrony events, trigger delay, and cycling-off delay were quantified for each period. RESULTS: Six infants and children were studied. Trigger delay was lower with neurally adjusted ventilator assist versus PSinit and PSbest (61 ms [56-79] vs 149 ms [134-180] and 146 ms [101-162]; p = 0.001 and 0.02, respectively). Inspiratory time in excess showed a trend to be shorter during pressure support versus neurally adjusted ventilator assist. Main asynchrony events during PSinit were autotriggering (4.8/min [1.7-12]), ineffective efforts (9.9/min [1.7-18]), and premature cycling (6.3/min [3.2-18.7]). Premature cycling (3.4/min [1.1-7.7]) was less frequent during PSbest versus PSinit (p = 0.059). The asynchrony index was significantly lower during PSbest versus PSinit (40% [28-65] vs 65.5% [42-76], p < 0.001). With neurally adjusted ventilator assist, all types of asynchronies except double triggering were reduced. The asynchrony index was lower with neurally adjusted ventilator assist (2.3% [0.7-5] vs PSinit and PSbest, p < 0.05 for both comparisons). CONCLUSION: Asynchrony events are frequent during noninvasive ventilation with pressure support in infants and in children despite adjusting the cycling-off criterion. Compared with pressure support, neurally adjusted ventilator assist allows improving patient-ventilator synchrony by reducing trigger delay and the number of asynchrony events. Further studies should determine the clinical impact of these findings.

Cross-Border Innovation Support Platform for the SMEs: The Case of St. Petersburg Corridor Region

Työssä tutkitaan eri mekanismeja rajojen ylittävään innovaatioiden edistämiseen pienten ja keskisuurten yritysten näkökulmasta. Case ympäristönä on Kaakkois-Suomen ja Luoteis-Venäjän alueeli Pietarin Corridor. Tavoitteena on löytää tarkemmat määritykset ja rajauksetnäille mekanismeille. Teoriassa muodostettiin viitekehys rajojen ylittävälle innovaatioiden edistämismallille. Mallin pohjalta toteutettiinhaastattelututkimus, joka suoritettiin case-ympäristössä. Haastattelujoukko koostui yritysten edustajista, tutkimus-henkilöstöstä sekä julkisista toimijoista. Innovaatiojärjestelmä oli avoin uusille toimintamenetelmille.Menetelmien toteuttamistapa kuitenkin jakoi mielipiteitä. Toimijoiden välille tarvitaan parempaa yhteistyötä ja tämän kautta selkeämpää kommunikointia yritysten suuntaan. Innovaatioiden edistämiseen ehdotetaan Innovation Relay Centre tyyppisen toiminnan laajentamista Corridorin alueelle sekä sen käyttämän teknologioiden välittämismallin sekä kansainvälisen verkoston hyödyntämistä. Edistämisen tukena tulisi käyttää innovaatiotietokanta-työkalua.

Politique fédérale des agglomérations dans les domaines des transports et de l'urbanisation

La croissance de la population, de l'économie et des transports individuels motorisés, particulièrement depuis la seconde moitié du 20ème siècle, ont notamment comme corollaire le développement urbanistique hors des frontières de la ville-centre et la formation des agglomérations. Ces zones urbaines sont stratégiques puisqu'elles accueillent une part toujours plus importante de la population et représentent le moteur de l'économie nationale. Toutefois, le développement des agglomérations et de la mobilité individuelle motorisée ne va pas sans poser de nombreux problèmes, dont la résolution nécessite de les aborder à l'échelle de l'agglomération, en coordonnant les transports et l'urbanisation. Notre système politique fédéral se définit notamment par une répartition des compétences dans une multitude de domaines entre les trois niveaux institutionnels de la Confédération, des cantons et des communes. Cette réalité est particulièrement vraie en matière d'aménagement du territoire. Il est à noter que les plus petites unités institutionnelles (les communes) conservent encore aujourd'hui des prérogatives importantes dans ce domaine. Au début des années 2000, la Confédération a développé une politique publique en faveur de ces zones stratégiques. Au moyen du fonds d'infrastructure, la politique fédérale des agglomérations dans les domaines des transports et de l'urbanisation est une politique publique incitative. Le dépôt, par les agglomérations, d'un projet respectant un cahier des charges précis et proposant des mesures de coordination entre les transports et l'urbanisation, permet d'obtenir un cofinancement fédéral du transport d'agglomération. Parmi les projets d'agglomération de première génération présentés à la Confédération, certains ont obtenu le cofinancement, d'autres pas. Le dimensionnement trop généreux des surfaces à bâtir fut notamment un facteur d'échec du projet d'agglomération de Fribourg, alors que la capacité à développer l'urbanisation à l'intérieur de l'agglomération fut un facteur de succès du projet Lausanne-Morges. L'analyse des projets d'agglomération Riviera et Monthey-Aigle, qui sont des projets de deuxième génération, confrontée à des entretiens avec des urbanistes et des responsables politiques, permet d'identifier leurs faiblesses et leurs atouts. Le projet d'agglomération Riviera présente une complémentarité des territoires et un grand potentiel de développement, mais aussi un manque de cohésion des partenaires du projet. Quant au projet Monthey-Aigle, il existe une réelle volonté politique de trouver des solutions aux conflits, mais les possibilités de développer les transports publics sont faibles. Dans le cadre de l'examen fédéral de ces deux projets d'agglomération, les éléments précités pourraient être des facteurs d'échec ou de succès. La politique publique fédérale invite les agglomérations à penser le développement de leurs transports et de leur urbanisation à un niveau global. La prise de hauteur et la coordination politique que cela suppose sont à même d'améliorer le lieu de vie des trois-quarts de la population suisse et de préserver le moteur de l'économie nationale. The growth of population, economy and personal motorised transportation, most particularly since the second half of the 20th century, has, as a consequence, induced an expansion of urban areas outside the borders of cities and encouraged the formation of urban agglomerations. These urban zones are of strategic importance as they attract an increasingly large population and represent a real driver of the national economy. However, the development of these agglomerations and the motorised mobility of their inhabitants cause numerous problems which require solutions to be adopted at the level of the agglomeration involving the interconnection of transport and urbanisation. Our federal political system is characterised by a distribution of responsibilities in many domains among the three institutional levels, namely the Confederation, the cantons and the communes. This is particularly the case of territorial developments. It should be noted that the smallest institutional units, the communes, still hold today important responsibilities in this area. At the beginning of the years 2000, the Confederation has developed a public policy in favour of these strategic zones. Through the establishment of an infrastructure fund, the federal policy in favour of urban agglomerations in the areas of transport and urbanisation aims at providing incentives to agglomerations. The submission by the agglomeration of a project containing a clear description of tasks and measures to integrate transport and urbanisation can result in a cofinancing participation by the Confederation in this project. Among the projects of first generation which had been submitted to the Confederation, some have received the cofinancing, others have not. The too generous dimension of the building areas in the project submitted by the agglomeration of Fribourg was a factor of its failure, while the capacity to develop urbanisation within the agglomeration was a factor of success for the Lausanne-Morges project. The analysis of the projects of the agglomerations Riviera and Monthey-Aigle which are projects of the second generation, as well as the interviews of urbanists and concerned officials have allowed us to identify their strengths and weaknesses. The Riviera project provides a complementary approach and a high potential of territorial developments, but at the same time denotes a lack of cohesion among partners of the project. With respect to the project Monthey-Aigle, there is a real political willingness to resolve conflicts, but the potential for the development of public transports is small. In the consideration by the Confederation of these two projects, the factors mentioned above may bring success or failure. The federal public policy incites the agglomerations to conceive the development of their transportation and urbanisation plans at a global level. The elevation of interests and the political coordination that this requires can improve the place of living of ¾ of the Swiss population and preserve the engine of growth of the national economy.

A support system for evaluating a suitable joining method in the production of sheet metal goods

This report illustrates a comparative study of various joining methods involved in sheet metal production. In this report it shows the selection of joining methods, which includes comparing the advantages and disadvantages of a method over the other ones and choosing the best method for joining. On the basis of various joining process from references, a table is generated containing set of criterion that helps in evaluation of various sheet metal joining processes and in selecting the most suitable process for a particular product. Three products are selected and a comprehensive study of the joining methods is analyzed with the help of various parameters. The table thus is the main part of the analysis process of this study and can be advanced with the beneficial results. It helps in a better and easy understanding and comparing the various methods, which provides the foundation of this study and analysis. The suitability of the joining method for various types of cases of different sheet metal products can be tested with the help of this table. The sections of the created table display the requirements of manufacturing. The important factor has been considered and given focus in the table, as how the usage of these parameters is important in percentages according to particular or individual case. The analysis of the methods can be extended or altered by changing the parameters according to the constraint. The use of this table is demonstrated by pertaining the cases from sheet metal production.

Special commentary : a call for intensive metabolic support.

PURPOSE OF REVIEW: This special commentary addresses recent clinical reviews regarding appropriate nutrition and metabolic support in the critical care setting. RECENT FINDINGS: There are divergent approaches between North America and Europe for the use of early nutrition support and combined enteral nutrition and parenteral nutrition support possibly due to the commercial availability of specific parenteral nutrients. The advent of intensive insulin therapy has changed the landscape of metabolic support in the intensive care unit, and previous notions about infective risk of parenteral nutrition will need to be re-addressed. Patients with brain failure may benefit from an intensive insulin therapy with a blood glucose target that is higher than that used in patients without brain failure. Patients with heart failure may benefit from the addition of nutritional pharmacology that targets proximate oxidative pathophysiological pathways. Intradialytic parenteral nutrition may be viewed as another form of supplemental parenteral nutrition when enteral nutrition is insufficient in patients on hemodialysis in the intensive care unit. SUMMARY: It is proposed that intensive metabolic support be routinely implemented in the intensive care unit based on the following steps: intensive insulin therapy with an appropriate blood glucose target, nutrition risk assessment, early and if needed combined enteral nutrition and parenteral nutrition to target 20-25 kcal/kg/day and 1.2-1.5 g protein/kg/day, and nutritional and metabolic monitoring.