Efeito combinado do exercício físico e da degradação da matriz extracelular na plasticidade do córtex cerebral após isquemia

O acidente vascular cerebral (AVC) é a maior causa de mortes e incapacidades neurológicas no Brasil, e mais de 80% deles são decorrentes de evento isquêmico. Os sobreviventes de AVC apresentam uma variedade de déficits motores, cognitivos e sensoriais, que prejudicam suas atividades de vida diária, limitando assim sua independência. Portanto, torna-se cada vez mais necessário elaborar estratégias terapêuticas que promovam a recuperação funcional de pacientes acometidos por AVC. Após isquemia do tecido nervoso, ocorre no meio extracelular a super expressão de moléculas inibitórias a regeneração neuronal e à plasticidade sináptica, como os proteoglicanos de sulfato de condroitina (PGSCs), o principal componente das redes perineuronais (RPNs). A remoção destas moléculas com a ação da enzima condroitinase ABC (ChABC) tem sido usada como estratégia para induzir a plasticidade neuronal. Outro fator que tem sido utilizado para estimular a neuroplasticidade é o exercício físico específico para o membro afetado após AVC. O exercício físico está relacionado à liberação de neurotrofinas, importantes para a regeneração do sistema nervoso. Portanto, a remoção dos PGSCs junto com o exercício físico pode potencializar a indução da plasticidade cerebral e recuperação funcional após lesão isquêmica experimental na área sensório-motora de ratos. Para testar nossa hipótese, utilizamos n=16 ratos (Ratus norvergicus) da linhagem Wistar, divididos nos seguintes grupos experimentais (todos com sobrevida de 21 dias após AVC isquêmico): Grupo Controle ou BSA (Isquemia experimental, implante de Elvax saturado com BSA); Grupo Exercício (Isquemia experimental, implante de Elvax saturado com BSA + exercício físico específico); Grupo ChABC (Isquemia experimental, implante de Elvax saturado com ChABC); e Grupo ChABC + Exercício (Isquemia experimental, implante de Elvax saturado com ChABC + exercício físico específico). A lesão isquêmica foi induzida através de microinjeções do vasoconstritor Endotelina-1 (ET-1) no córtex sensório-motor, na representação da pata anterior. Logo em seguida foi implantado uma microfatia de polímero de Etileno vinil acetato saturado com ChABC (grupos ChABC e ChABC + Exercício) ou BSA (grupos Controle e Exercício). Foram avaliadas a área de lesão e a degradação dos PGSCs, além da recuperação funcional da pata afetada através do teste da exploração vertical e do teste da escada horizontal. Avaliamos a área de lesão (mm²) com auxílio do programa ImageJ (NIH, USA), delimitando a área com palor celular e também marcada com azul de colanil que estava presente na solução de injeção do peptídeo vasoconstritor ET-1 e verificamos que não houve diferença significativa no tamanho da área de lesão entre os grupos Controle (0,48±0,12), Exercício (0,46±0,05), ChABC (0,50±0,18) e ChABC + Exercício (0,55±0,05) (ANOVA, pós-teste de Tukey, ***p<0,001; **<0,01; *p<0,5). Animais que foram submetidos à remoção enzimática dos PGSCs apresentaram imunomarcação para o anticorpo anti-condroitin-4-sulfato (C4S) na área de lesão ao final da sobrevida, não havendo evidencias de degradação de PGSCs nos grupos Controle e Exercício. Verificamos ainda no teste do cilindro que a indução da lesão isquêmica não provocou perda funcional ampla, não alterando o comportamento exploratório, nem a frequência de uso da pata anterior afetada dos animais após a lesão (grupo Controle: pré-lesão ou baseline (0,33±0,10), 3 (0,29±0,17), 7 (0,30±0,10), 14 (0,29±0,16) e 21 (0,27±0,13) dias após a lesão; grupo Exercício: pré-lesão ou baseline (0,30±0,12), 3 (0,32±0,24), 7 (0,19±0,37), 14 (0,31±0,10) e 21 (0,32±0,09) dias após a lesão; grupo ChABC: pré-lesão ou baseline (0,34±0,07), 3 (0,20±0,11), 7 (0,23±0,07), 14 (0,33±0,14) e 21 (0,39±0,16) dias após a lesão; grupo ChABC + Exercício: pré-lesão ou baseline (0,34±0,04), 3 (0,20±0,09), 7 (0,26±0,04), 14 (0,18±0,08) e 21 (0,27±0,04) dias após a lesão) (ANOVA, pós-teste de Tukey, ***p<0,001; **<0,01; *p<0,5). O grupo que teve apenas a remoção dos PGSCs apresentou um melhor desempenho motor no teste da escada horizontal, mantendo sua frequência de acertos quando comparado aos demais grupos, sendo que ao final da sobrevida de 21 dias, os grupos Controle e ChABC + Exercício alcançaram uma recuperação espontânea (equivalente ao teste pré-lesão), se aproximando do grupo ChABC. Apenas o grupo tratado somente com Exercício não alcançou a recuperação espontânea, apresentando um desempenho motor significativamente inferior aos demais grupos em todos os momentos de reavaliação (grupo Controle: pré-lesão ou baseline (7,70±0,54), 3 (5,30±0,71), 7 (5,4±1,14), 14 (5,20±0,37) e 21 (6,70±0,48) dias após a lesão; grupo Exercício: pré-lesão ou baseline (8,40±0,28), 3 (4,30±0,48), 7 (4,75±0,50), 14 (5,35±0,41) e 21 (5,05±0,67) dias após a lesão; grupo ChABC: pré-lesão ou baseline (7,65±0,97), 3 (6,90±0,65), 7 (7,80±0,37), 14 (7,15±0,87) e 21 (7,45±0,32) dias após a lesão; e grupo ChABC + Exercício: pré-lesão ou baseline (8,10±0,22), 3 (3,65±1,48), 7 (4,95±1,06), 14 (7,35±0,37) e 21 (6,70±0,48) dias após a lesão (ANOVA, pós-teste de Tukey, ***p<0,001; **<0,01; *p<0,5). Portanto, a remoção dos PGSCs, o exercício físico forçado precoce e sua associação não influenciaram no tamanho da área de lesão após isquemia focal no córtex sensório-motor. Porém, apenas a remoção dos PGSCs das redes perineuronais melhorou precocemente o desempenho motor do membro afetado após isquemia focal no córtex sensório-motor. Enquanto que a remoção dos PGSCs associada ao exercício físico melhorou o desempenho motor do membro afetado após a lesão, porém essa melhora foi tardia. E o exercício físico aplicado precocemente após isquemia focal no córtex sensório-motor prejudicou o desempenho motor do membro afetado.

Ultraestrutura, expressão gênica e imunomarcação da caspase-3, XIAP, IGF-1R do córtex cerebelar de ratos UChA (consumidores voluntários de etanol)

Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)

Quantification of motor vehicle emission factors from on road measurements

Assessment and prediction of the impact of vehicular traffic emissions on air quality and exposure levels requires knowledge of vehicle emission factors. The aim of this study was quantification of emission factors from an on road, over twelve months measurement program conducted at two sites in Brisbane: 1) freeway type (free flowing traffic at about 100 km/h, fleet dominated by small passenger cars - Tora St); and 2) urban busy road with stop/start traffic mode, fleet comprising a significant fraction of heavy duty vehicles - Ipswich Rd. A physical model linking concentrations measured at the road for specific meteorological conditions with motor vehicle emission factors was applied for data analyses. The focus of the study was on submicrometer particles; however the measurements also included supermicrometer particles, PM2.5, carbon monoxide, sulfur dioxide, oxides of nitrogen. The results of the study are summarised in this paper. In particular, the emission factors for submicrometer particles were 6.08 x 1013 and 5.15 x 1013 particles per vehicle-1 km-1 for Tora St and Ipswich Rd respectively and for supermicrometer particles for Tora St, 1.48 x 109 particles per vehicle-1 km-1. Emission factors of diesel vehicles at both sites were about an order of magnitude higher than emissions from gasoline powered vehicles. For submicrometer particles and gasoline vehicles the emission factors were 6.08 x 1013 and 4.34 x 1013 particles per vehicle-1 km-1 for Tora St and Ipswich Rd, respectively, and for diesel vehicles were 5.35 x 1014 and 2.03 x 1014 particles per vehicle-1 km-1 for Tora St and Ipswich Rd, respectively. For supermicrometer particles at Tora St the emission factors were 2.59 x 109 and 1.53 x 1012 particles per vehicle-1 km-1, for gasoline and diesel vehicles, respectively.

A database ATP simulated waveforms of shunt reactor switching cases with vacuum breakers on motor circuits

This paper presents a database ATP (Alternative Transient Program) simulated waveforms for shunt reactor switching cases with vacuum breakers in motor circuits following interruption of the starting current. The targeted objective is to provide multiple reignition simulated data for diagnostic and prognostic algorithms development, but also to help ATP users with practical study cases and component data compilation for shunt reactor switching. This method can be easily applied with different data for the different dielectric curves of circuit-breakers and networks. This paper presents design details, discusses some of the available cases and the advantages of such simulated data.

Increase in particle number emissions from motor vehicles due to interruption of steady traffic flow

We assess the increase in particle number emissions from motor vehicles driving at steady speed when forced to stop and accelerate from rest. Considering the example of a signalized pedestrian crossing on a two-way single-lane urban road, we use a complex line source method to calculate the total emissions produced by a specific number and mix of light petrol cars and diesel passenger buses and show that the total emissions during a red light is significantly higher than during the time when the light remains green. Replacing two cars with one bus increased the emissions by over an order of magnitude. Considering these large differences, we conclude that the importance attached to particle number emissions in traffic management policies be reassessed in the future.

On analysing and interpreting variability in motor output

A recent article in the Journal of Science and Medicine in Sport by Chapman et al.1 reported data from an empirical investigation comparing lower extremity joint motions, joint coordination and muscle recruitment in expert and novice cyclists. 3D kinematic and intramuscular electromyographic (EMG) analyses revealed no differences between expert and novice cyclists for normalised joint angles and velocities of the pelvis, hip, knee and ankle. However, significant differences in the strength of sagittal plane kinematics for hip–ankle and knee–ankle joint couplings were reported, with expert cyclists displaying tighter coupling relationships than novice cyclists. Furthermore, significant differences between expert and novice cyclists for all muscle recruitment parameters, except timing of peak EMG amplitude, were also reported.

Vision, functional and cognitive determinants of motor vehicle incidents in older drivers

Background: The proportion of older individuals in the driving population is predicted to increase in the next 50 years. This has important implications for driving safety as abilities which are important for safe driving, such as vision (which accounts for the majority of the sensory input required for driving), processing ability and cognition have been shown to decline with age. The current methods employed for screening older drivers upon re-licensure are also vision based. This study, which investigated social, behavioural and professional aspects involved with older drivers, aimed to determine: (i) if the current visual standards in place for testing upon re-licensure are effective in reducing the older driver fatality rate in Australia; (ii) if the recommended visual standards are actually implemented as part of the testing procedures by Australian optometrists; and (iii) if there are other non-standardised tests which may be better at predicting the on-road incident-risk (including near misses and minor incidents) in older drivers than those tests recommended in the standards. Methods: For the first phase of the study, state-based age- and gender-stratified numbers of older driver fatalities for 2000-2003 were obtained from the Australian Transportation Safety Bureau database. Poisson regression analyses of fatality rates were considered by renewal frequency and jurisdiction (as separate models), adjusting for possible confounding variables of age, gender and year. For the second phase, all practising optometrists in Australia were surveyed on the vision tests they conduct in consultations relating to driving and their knowledge of vision requirements for older drivers. Finally, for the third phase of the study to investigate determinants of on-road incident risk, a stratified random sample of 600 Brisbane residents aged 60 years and were selected and invited to participate using an introductory letter explaining the project requirements. In order to capture the number and type of road incidents which occurred for each participant over 12 months (including near misses and minor incidents), an important component of the prospective research study was the development and validation of a driving diary. The diary was a tool in which incidents that occurred could be logged at that time (or very close in time to which they occurred) and thus, in comparison with relying on participant memory over time, recall bias of incident occurrence was minimised. Association between all visual tests, cognition and scores obtained for non-standard functional tests with retrospective and prospective incident occurrence was investigated. Results: In the first phase,rivers aged 60-69 years had a 33% lower fatality risk (Rate Ratio [RR] = 0.75, 95% CI 0.32-1.77) in states with vision testing upon re-licensure compared with states with no vision testing upon re-licensure, however, because the CIs are wide, crossing 1.00, this result should be regarded with caution. However, overall fatality rates and fatality rates for those aged 70 years and older (RR=1.17, CI 0.64-2.13) did not differ between states with and without license renewal procedures, indicating no apparent benefit in vision testing legislation. For the second phase of the study, nearly all optometrists measured visual acuity (VA) as part of a vision assessment for re-licensing, however, 20% of optometrists did not perform any visual field (VF) testing and only 20% routinely performed automated VF on older drivers, despite the standards for licensing advocating automated VF as part of the vision standard. This demonstrates the need for more effective communication between the policy makers and those responsible for carrying out the standards. It may also indicate that the overall higher driver fatality rate in jurisdictions with vision testing requirements is resultant as the tests recommended by the standards are only partially being conducted by optometrists. Hence a standardised protocol for the screening of older drivers for re-licensure across the nation must be established. The opinions of Australian optometrists with regard to the responsibility of reporting older drivers who fail to meet the licensing standards highlighted the conflict between maintaining patient confidentiality or upholding public safety. Mandatory reporting requirements of those drivers who fail to reach the standards necessary for driving would minimise potential conflict between the patient and their practitioner, and help maintain patient trust and goodwill. The final phase of the PhD program investigated the efficacy of vision, functional and cognitive tests to discriminate between at-risk and safe older drivers. Nearly 80% of the participants experienced an incident of some form over the prospective 12 months, with the total incident rate being 4.65/10 000 km. Sixty-three percent reported having a near miss and 28% had a minor incident. The results from the prospective diary study indicate that the current vision screening tests (VA and VF) used for re-licensure do not accurately predict older drivers who are at increased odds of having an on-road incident. However, the variation in visual measurements of the cohort was narrow, also affecting the results seen with the visual functon questionnaires. Hence a larger cohort with greater variability should be considered for a future study. A slightly lower cognitive level (as measured with the Mini-Mental State Examination [MMSE]) did show an association with incident involvement as did slower reaction time (RT), however the Useful-Field-of-View (UFOV) provided the most compelling results of the study. Cut-off values of UFOV processing (>23.3ms), divided attention (>113ms), selective attention (>258ms) and overall score (moderate/ high/ very high risk) were effective in determining older drivers at increased odds of having any on-road incident and the occurrence of minor incidents. Discussion: The results have shown that for the 60-69 year age-group, there is a potential benefit in testing vision upon licence renewal. However, overall fatality rates and fatality rates for those aged 70 years and older indicated no benefit in vision testing legislation and suggests a need for inclusion of screening tests which better predict on-road incidents. Although VA is routinely performed by Australian optometrists on older drivers renewing their licence, VF is not. Therefore there is a need for a protocol to be developed and administered which would result in standardised methods conducted throughout the nation for the screening of older drivers upon re-licensure. Communication between the community, policy makers and those conducting the protocol should be maximised. By implementing a standardised screening protocol which incorporates a level of mandatory reporting by the practitioner, the ethical dilemma of breaching patient confidentiality would also be resolved. The tests which should be included in this screening protocol, however, cannot solely be ones which have been implemented in the past. In this investigation, RT, MMSE and UFOV were shown to be better determinants of on-road incidents in older drivers than VA and VF, however, as previously mentioned, there was a lack of variability in visual status within the cohort. Nevertheless, it is the recommendation from this investigation, that subject to appropriate sensitivity and specificity being demonstrated in the future using a cohort with wider variation in vision, functional performance and cognition, these tests of cognition and information processing should be added to the current protocol for the screening of older drivers which may be conducted at licensing centres across the nation.