Suboptimal system recovery from communication loss in a multi-robot localization scenario using EKF algorithms

This paper describes a multi-robot localization scenario where, for a period of time, the robot team loses communication with one of the robots due to system error. In this novel approach, extended Kalman filter (EKF) algorithms utilize relative measurements to localize the robots in space. These measurements are used to reliably compensate "dead-com" periods were no information can be exchanged between the members of the robot group.

Psychological traits influence autonomic nervous system recovery following esophageal intubation in health and functional chest pain

Background: Esophageal intubation is a widely utilized technique for a diverse array of physiological studies, activating a complex physiological response mediated, in part, by the autonomic nervous system (ANS). In order to determine the optimal time period after intubation when physiological observations should be recorded, it is important to know the duration of, and factors that influence, this ANS response, in both health and disease. Methods: Fifty healthy subjects (27 males, median age 31.9 years, range 20-53 years) and 20 patients with Rome III defined functional chest pain (nine male, median age of 38.7 years, range 28-59 years) had personality traits and anxiety measured. Subjects had heart rate (HR), blood pressure (BP), sympathetic (cardiac sympathetic index, CSI), and parasympathetic nervous system (cardiac vagal tone, CVT) parameters measured at baseline and in response to per nasum intubation with an esophageal catheter. CSI/CVT recovery was measured following esophageal intubation. Key Results: In all subjects, esophageal intubation caused an elevation in HR, BP, CSI, and skin conductance response (SCR; all p < 0.0001) but concomitant CVT and cardiac sensitivity to the baroreflex (CSB) withdrawal (all p < 0.04). Multiple linear regression analysis demonstrated that longer CVT recovery times were independently associated with higher neuroticism (p < 0.001). Patients had prolonged CSI and CVT recovery times in comparison to healthy subjects (112.5 s vs 46.5 s, p = 0.0001 and 549 s vs 223.5 s, p = 0.0001, respectively). Conclusions & Inferences: Esophageal intubation activates a flight/flight ANS response. Future studies should allow for at least 10 min of recovery time. Consideration should be given to psychological traits and disease status as these can influence recovery. The psychological trait of neuroticism retards autonomic recovery following esophageal intubation in health and functional chest pain. © 2013 John Wiley & Sons Ltd.

Is recovery driven by central or peripheral factors? A role for the brain in recovery following intermittent-sprint exercise

Prolonged intermittent-sprint exercise (i.e., team sports) induce disturbances in skeletal muscle structure and function that are associated with reduced contractile function, a cascade of inflammatory responses, perceptual soreness, and a delayed return to optimal physical performance. In this context, recovery from exercise-induced fatigue is traditionally treated from a peripheral viewpoint, with the regeneration of muscle physiology and other peripheral factors the target of recovery strategies. The direction of this research narrative on post-exercise recovery differs to the increasing emphasis on the complex interaction between both central and peripheral factors regulating exercise intensity during exercise performance. Given the role of the central nervous system (CNS) in motor-unit recruitment during exercise, it too may have an integral role in post-exercise recovery. Indeed, this hypothesis is indirectly supported by an apparent disconnect in time-course changes in physiological and biochemical markers resultant from exercise and the ensuing recovery of exercise performance. Equally, improvements in perceptual recovery, even withstanding the physiological state of recovery, may interact with both feed-forward/feed-back mechanisms to influence subsequent efforts. Considering the research interest afforded to recovery methodologies designed to hasten the return of homeostasis within the muscle, the limited focus on contributors to post-exercise recovery from CNS origins is somewhat surprising. Based on this context, the current review aims to outline the potential contributions of the brain to performance recovery after strenuous exercise.

Comparison of the Effects of Hydration with Water or Isotonic Solution on the Recovery of Cardiac Autonomic Modulation

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

软件发布机制体系结构研究

针对现有软件发布方式主要以开发者的角度进行软件开发后生命周期管理所存在的问题,提出了更为合理的以用户的角度进行软件开发后生命周期管理的思想,建立了一种新的软件发布机制体系结构。该发布机制试图解决如下问题:让用户透明地使用软件,即用户不需要显式地进行软件的安装、更新和卸载;支持软件的即点即用和使用态发布,使用态发布指安装了某软件的计算机可以作为该软件的发布源;使得系统重装后能够以较小的代价恢复到指定的状态点。最后,分析了软件动态更新和分布式软件系统发布所应解决的问题。

Rare earth elements determined in Antarctic ice by inductively coupled plasma

Inductively coupled plasma mass spectrometry (ICP-MS) is a suitable tool for multi-element analysis at low concentration levels. Rare earth element (REE) determinations in standard reference materials and small volumes of molten ice core samples from Antarctica have been performed with an ICP-time of flight-MS (ICP-TOF-MS) system. Recovery rates for REE in e.g. SPS-SW1 amounted to not, vert, similar ~103%, and the relative standard deviations were 3.4% for replicate analysis at REE concentrations in the lower ng/l range. Analyses of REE concentrations in Antarctic ice core samples showed that the ICP-TOF-MS technique meets the demands of restricted sample mass. The data obtained are in good agreement with ICP-Quadrupole-MS (ICP-Q-MS) and ICP-Sector Field-MS (ICP-SF-MS) results. The ICP-TOF-MS system determines accurately and precisely REE concentrations exceeding 5 ng/l while between 0.5 and 5 ng/l accuracy and precision are element dependent.

Influencia de un nuevo marco jurídico en la competitividad del sistema portuario español

El sistema portuario español movió en el año 2013 aproximadamente 458,54 millones de toneladas, 13,8 millones de TEUs, con un total de 131.128 buques que accedieron a puerto para el conjunto de las 28 Autoridades Portuarias. Con el 62% de las exportaciones y el 86% de las importaciones realizadas por vía marítima, una rentabilidad del 2,34 %, muy cerca del objetivo del 2,5 % de rentabilidad media annual establecida legalmente, y una cifra de negocios aproximada de 1.028 millones de euros equivalentes al 1,1 % del PIB que genera un empleo directo e indirecto vinculado de 145.000 personas, concluimos que estamos hablando de un sector estratégico para la economía del país. Desde hace décadas, en muchos puertos del mundo se han venido desarrollando terminales “hub” o de concentración y distribución de cargas. Las navieras concentran entre este tipo de terminales sus líneas transoceánicas con buques de enormes dimensiones y capacidad de carga para producir los tránsitos de contenedores desde estas líneas a otras líneas llamadas “feeder”, con buques de menor tamaño que enlazan el “hub” con los puertos de su área marítima de influencia. La excepcional ubicación geoestratégica de España, con aproximadamente ocho mil kilómetros de costa, ha originado que los puertos españoles de mayor dimensión aspiren a incorporarse a esta red marítima internacional de contenedores y determina que en nuestro sistema portuario los movimientos de contenedores de tránsito tengan gran importancia. Sin embargo, la crisis económica ha tenido un efecto decisivo en el sector marítimo, determinando una lucha feroz entre todos los puertos, nacionales e internacionales, por captar este tipo de tráficos, lo que origina una búsqueda de las compañías navieras de puertos cada vez más eficientes en términos calidad/coste del servicio. La entrada en vigor del Texto Refundido de la Ley de Puertos y la piedra angular de su reforma, la Ley 33/2010, plantea como objetivo principal la mejora de la competitividad del sistema portuario español y liderar su recuperación, ofreciendo unas condiciones de entorno favorables a los puertos españoles que acaben por incentivar la captación de tráficos e inversión privada a través de una oferta de servicios e infraestructura de calidad y a precios competitivos que consoliden su posición dentro del tráfico marítimo mundial. Surge, por tanto, la conveniencia de investigar la influencia de las medidas propuestas por dicha norma legal y las soluciones ofrecidas a las demandas de un sector considerado estratégico para la economía del país, y cuya resolución se considera imprescindible para consolidar su recuperación. Por eso, se han analizado los aspectos más importantes de la reforma mediante la realización de un resumen ejecutivo y se ha estudiado la influencia de las medidas que incorpora desde el punto de vista de tres factores, que previamente se han considerado como fundamentales para la recuperación del sistema portuario español, y que históricamente habían sido demandados por el mismo, como son, en primer lugar, un progresivo sistema de flexibilización tributaria que permitiera a los puertos españoles ganar en términos de competitividad respecto a otros modelos portuarios mucho más flexibles en materia tarifaria, en segundo lugar, una necesaria liberalización del régimen de prestación de los servicios portuarios que posibilite el libre acceso a cualquier interesado en su prestación y, en último lugar, el progresivo abaratamiento de los costes inherentes a dichos servicios, fundamentalmente la manipulación de mercancías. Con posterioridad se ha investigado el trámite parlamentario al que se ha sometido la ley, fruto del enorme consenso alcanzado entre las dos principales fuerzas políticas del país, que determinó que se presentaran más de 700 enmiendas al proyecto original, y en algunos casos, se ha prestado especial atención a determinadas enmiendas que se consideran, en opinión de este investigador, novedosas y aventuradas, razón por la cual quizás no fueron incorporadas definitivamente al texto legal. Y se han analizado las principales demandas y aportaciones extraídas de la Sesión Informativa sobre la tramitación del entonces proyecto de ley ofrecida por la Comisión de Fomento del Congreso de los Diputados a los principales representantes del sector, comunidad portuaria, universidad y sindicatos. Siendo conscientes de la incidencia que tiene el servicio portuario de manipulación de mercancías en el paso de la mercancía por el puerto, se ha hecho una referencia concreta al peculiar régimen jurídico y laboral del personal vinculado al servicio. Avanzamos que las características de la relación laboral especial, y su peculiar régimen jurídico, con una dualidad de relaciones laborales, tiene una influencia decisiva en la nómina del trabajador que se repercute en los usuarios del servicio, fundamentalmente el naviero y el operador de la terminal, que en definitiva, incide en la competitividad del puerto. Y se ha constatado el auge aperturista de numerosas legislaciones portuarias europeas, prestando especial atención al proyecto frustrado de liberalización de los servicios portuarios en la Unión Europea de la conocida como Directiva Loyola de Palacio del año 2003 y al Libro Blanco de Transportes del año 2011. Así como a las deficiencias advertidas por el Dictamen de la Comisión Europea de fecha 27/09/2012 en relación al régimen jurídico del servicio portuario de manipulación de mercancías, que lo considera disconforme y contrario con las normas de libertad de establecimiento en Europa y que amenaza con una previsible reforma unilateral de la legislación portuaria española, a instancias europeas. Bajo este planteamiento, se ha procedido a analizar el marco de prestación de dichos servicios desde el punto de vista de la propia comunidad portuaria. Inicialmente, a través de un estudio de fuerzas de la competitividad del sector de los servicios portuarios en el sistema portuario español que nos permitirá trazar un mapa estratégico del mismo a través del “Modelo de las Cinco Fuerzas de Porter” concluyendo, que el poder de los prestadores de servicios portuarios como proveedores de los mismos, fundamentalmente en la manipulación de mercancías, es máximo, con un único colectivo, los estibadores portuarios, que al amparo de la normativa legal vigente tienen la exclusividad de su prestación. Dichas circunstancias restan competitividad al sistema frente a alternativas portuarias más flexibles y desincentivan la inversión privada. Y, en segundo lugar, mediante un proceso participativo en distintas encuestas sobre el modelo legislativo y sobre el marco formativo del sector con los propios agentes afectados dentro de la comunidad portuaria, desde la triple perspectiva de la vertiente pública que representan las Autoridades Portuarias, como gestores de las infraestructuras, la vertiente privada que representan los usuarios y prestadores de servicios, como principal cliente del puerto y desde el punto de vista de la propia mano de obra portuaria materializada en la representación sindical de dichos trabajadores. Los resultados nos permitirán concluir, respectivamente, la incidencia del servicio portuario mercancía por el puerto, por representar más de la mitad de los costes. Así como la aspiración de los trabajadores adscritos a dicho servicio de consolidar un título formativo que unifique y potencie su capacitación profesional, circunstancia esta última, también demandada por toda comunidad portuaria. Analizadas las conclusiones extraídas en cada una de las líneas de investigación se han detectado una serie de ineficiencias dentro del mismo que dicho marco regulador no ha sabido resolver, por lo que se ha considerado la conveniencia de formular, como herramienta de ayuda a gestores del sistema portuario español, una relación de medidas que, en opinión de este investigador, se consideran necesarias para mejorar el régimen de prestación de los servicios portuarios y se ha propuesto un borrador de modificación del actual Texto Refundido que pueda servir de base para materializar una futura reforma legal. Las conclusiones obtenidas en la investigación deben sentar las bases de una profunda reflexión sobre la necesidad de encaminar, como alternativa a una previsible modificación a instancias europeas, una reforma legal que decididamente apueste por la competitividad del sistema portuario español desde el punto de vista de la liberalización de servicios, el abaratamiento de los costes de la estiba y la necesaria profesionalización de los trabajadores adscritos al servicio portuario de manipulación de mercancías. During 2013 the Spanish Port System moved nearly 458,54 million tons of freight, 13,8 million TEUs, involving a total of 131.128 ships for the 28 existing Port Authorities. With 62% of exports and 86% of imports made through sea transportation, a 2,34% profit, close to the 2,5% average annual profit goal legally established, revenues of 1.028 million € equivalent to a 1.1% of Spain’s GDP and a figure of 145.000 people a directly or indirectly employed we can conclude that maritime industry is undoubtedly one of the strategic and key sectors for the country’s economy. Since several decades many ports in the world have been increasingly developing “Hub” terminals, those which concentrate and distribute freight. Shipping companies place among these type of terminals their transoceanic sea liners along with huge dimension & capacity ships to make the container transit from these liners to other called “feeder” which are smaller freight ships that connect the “hub” with the ports within its maritime area of influence. Spain’s exceptional geostrategic location with over 8.000 km of coastline has originated that those big dimension Spanish ports aspire to become a part of a container international maritime network which also determines that transit container move is key within our port system. Nevertheless the economic crisis has had a decisive impact on the maritime sector originating a fierce battle between all ports, national and international ones, all of them fight against each other to catch this type of maritime traffic which triggers an ongoing shipping companies search in cost/service quality efficient ports. The cornerstone of the Restated Text of Port Law is Law 33/2010, which lays out as main goal the Spanish Port System competitiveness improvement and lead its recovery offering favorable environment conditions to Spanish ports which help encourage maritime traffic attraction and private investment through a wide offer of services, quality of infrastructure and competitive prices which can consolidate its positioning within the world’s maritime traffic. It is therefore key to investigate the influence of the measures proposed by the above mentioned law and also the solutions offered to the demands of a sector which is considered strategic for the country’s economy and which solution is essential to consolidate the recovery. It is because of this that the most important aspects of the reform have been analyzed through the making of an executive summary and it has also been studied the influence of the measures it includes from the point of view of three factors which have previously been considered as key for the Spanish port system recovery. The system has historically demanded a progressive tax flexibility, which would permit Spanish ports be more competitive compared to other port models much more flexible in rates, a necessary liberalization of the port service provision regime and last but not least, to cut the price of costs related to those services, mainly freight handling. Following this, the parliamentary process of the law has also been studied as a consequence of the vast consensus reached by the main political forces in the country which clearly determined that more than 700 amendments to the original project were presented. In some cases the focus has been on amendments which are adventurous and new, reason why they were finally not included to the final legal text. Being well aware of the importance that freight handling procedure has, I have made a specific reference to the legal and working framework of those employees related to this service. We conclude that the special working relationship, its different legal regime, along with the working relationship dualism has a big impact and decisive influence over the worker’s salary which also affects service users, mainly shipowners and terminal operators, having a bad effect on the port’s competitiveness. The above confirms the new opening trend of main European port laws with special attention to the frustrated European Union port services liberalization project, also known as Directive Loyola de Palacio (2003) and the White Paper on Transports (2011). It is important to highlight that the European Commission has also observed several deficiencies with regard to the freight handling port service Law Regime being in disagreement with it, considering it is against the free establishment rules in Europe. The Commission is likely to present a unilateral reform to the Spanish Port Law. Under this approach the service provision framework is being analyzed from the Port Community point of view. Initially the analysis will focus on the study of the competition forces within the port services industry in Spain, this will allow us to draw up an strategic map through “Porter’s Five Forces Model” concluding that the power of port services providers as freight handlers is maximum, with an only collective, stevedores, which has the exclusivity for their services. All these circumstances not only decrease the system’s competitiveness versus other more flexible but also restrain private investments. Secondly, through a participating procedure in different surveys about the legislative model and about the training framework with the affected agents within the port community, there is a triple perspective: Public point of view represented by Port Authorities as infrastructure managers, Private point of view represented by users and service suppliers as main Port’s customer and finally, port workforce, represented by union leaders. Results will let us conclude that freight handling service is the most critical port service and represents more than half of the costs. This service related workers aspire to obtain a training certificate that unifies and boosts their professional role which is also chased by the entire port community. Once conclusions have been analyzed for all research lines, several deficiencies have been found and the regulatory framework hasn’t yet been able to solve them, it has therefore been a series of necessary measures that help improve the port services provision regime. A new proposal to the Restated Law Text has been drafted as the first step to embrace a future legal reform. Conclusions obtained on the research should set the new basis of a deep reflection about the need to bent on a new legal reform which firmly bets on Spanish port system competitiveness from three key points of view, service liberalization, ship load cost reduction and professionalization of freight handling related workers.

Self-powered desalination of geothermal saline groundwater:technical feasibility

This theoretical study shows the technical feasibility of self-powered geothermal desalination of groundwater sources at <100 °C. A general method and framework are developed and then applied to specific case studies. First, the analysis considers an ideal limit to performance based on exergy analysis using generalised idealised assumptions. This thermodynamic limit applies to any type of process technology. Then, the analysis focuses specifically on the Organic Rankine Cycle (ORC) driving Reverse Osmosis (RO), as these are among the most mature and efficient applicable technologies. Important dimensionless parameters are calculated for the ideal case of the self-powered arrangement and semi-ideal case where only essential losses dependent on the RO system configuration are considered. These parameters are used to compare the performance of desalination systems using ORC-RO under ideal, semi-ideal and real assumptions for four case studies relating to geothermal sources located in India, Saudi Arabia, Tunisia and Turkey. The overall system recovery ratio (the key performance measure for the self-powered process) depends strongly on the geothermal source temperature. It can be as high as 91.5% for a hot spring emerging at 96 °C with a salinity of 1830 mg/kg.

Development of a novel molecular tool for the rapid assessment of the biodiversity changes of benthic nematodes assemblages. Mares Conference Marine Ecosystems Helath and conservation

The molecular profiling system was developed using directed terminal-restriction fragment length polymorphism (dT-RFLP) to characterize soil nematode assemblages by relative abundance of feeding guilds and validation by comparison to traditional morphological method. The good performance of these molecular tools applied to soil nematodes assemblages create an opportunity to develop a novel approach for rapid assessment of the biodiversity changes of benthic nematodes assemblages of marine and estuarine sediments. The main aim of this research is to combine morphological and molecular analysis of estuarine nematodes assemblages, to establish a tool for fast assessment of the biodiversity changes within habitat recovery of Zostera noltii seagrass beds; and validate the dT-RFLP as a high-throughput tool to assess the system recovery. It was also proposed to develop a database of sequences related to individuals identified at species level to develop a new taxonomic reference system. A molecular phylogenetic analysis of the estuarine nematodes has being performed. After morphological identification, barcoding of 18S rDNA are being determined for each nematode species and the results have shown a good degree of concordance between traditional morphology-based identification and DNA sequences. The digest strategy developed for soil nematodes is not suitable for marine nematodes. Then five samples were cloned and sequenced and the sequence data was used to design a new dT-RFLP strategy to adapt this tool to marine assemblages. Several solutions were presented by DRAT and tested empirically to select the solution that cuts most efficiently, separating the different clusters. The results of quantitative PCR showed differences in nematode density between two sampling stations according the abundance of the nematode density obtained by the traditional methods. These results suggest that qPCR could be a robust tool for enumeration of nematode abundance, saving time.

Demulsification of emulsions exploited by enhanced oil recovery system

Experimental data are presented to show the influence of the enhanced oil recovery system's components, alkali, surfactant, and polymer, on the demulsification and light transmittance of the water separated from the emulsions. Among which, the effects of surfactants, polyoxyethylene (10) alkylphenol ether (OP-10) and sodium petroleum sulfonate (CY-1) on emulsion stability, are the strongest of any component, the effects of polymer, hydrolytic polyacrylamide (HPAM) 3530S, on emulsion stability are the weakest. This research also suggests a possible emulsion minimization approach, which could be implemented in refineries utilizing microwave radiation. Compared with conventional heating, microwave radiation can effectively enhance the demulsification rate by an order of magnitude and increase the light transmittance of the water separated from the emulsions. The demulsification efficiency may reach 100% in a very short. time under microwave radiation.

Examination of Antioxidative System's Responses in the Different Phases of Drought Stress and During Recovery in Desert Plant Reaumuria soongorica (Pall.) Maxim

The aim of this study was to test the protective roles of superoxide dismutases (SODs), guaiacol peroxidase (POD), catalase (CAT), ascorbate peroxidase (APX), and glutathione reductase (GR) against oxidative damage and their activities in different phases of the dry down process in Reaumuria soongorica (Pall.) Maxim. leaves. Drought stress was imposed during 100 consecutive days and rewatering after 16, 72, and 100 days. The concentration of hydrogen peroxide (H2O2), malondialdehyde, and SODs activities were elevated significantly with progressing drought stress. POD and CAT activities increased markedly in the early phase of drought and decreased significantly with further drought stress continuation, and POD activity was unable to recover after rewatering. Ascorbate, reduced glutathione, APX, and GR activities declined in the initial stages of drought process, elevated significantly with further increasing water deficit progression and recovered after rewatering. These results indicate that: (1) iron SODs-removing superoxide anion is very effective during the whole drought stress; (2) CAT scavenges H2O2 in the early phase of drought and enzymes of ascorbate-glutathione cycle scavenge H2O2 in further increasing drought stress; and (3) POD does not contribute to protect against oxidative damage caused by H2O2 under drought stress.

Design and analysis of kinetic energy recovery system for automobiles: a case study for commuters in Edinburgh.

Transport and its energetic and environmental impacts affect our daily lives. The transport sector is the backbone of the United Kingdom’s economy with 2.3 million people being employed in this sector. With a high dependency on transport for passengers and freight and with the knowledge that oil reserves are rapidly decreasing a solution has to be identified for conserving fuel. Passenger vehicles account for 61% of the transport fuel consumed in the U.K. and should be seen as a key area to tackle. Despite the introduction and development of electric powered cars, the widespread infrastructure that is required is not in place and has attributed to their slow uptake, as well as the fact that the electric car’s performance is not yet comparable with the conventional internal combustion engine. The benefits of the introduction of kinetic energy recovery systems to be used in conjunction with internal combustion engines and designed such that the system could easily be fitted into future passenger vehicles are examined. In this article, a review of automobile kinetic energy recovery system is presented. It has been argued that the ultracapacitor technology offers a sustainable solution. An optimum design for the urban driving cycle experienced in the city of Edinburgh has been introduced. The potential for fuel savings is also presented