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Background: Cancer is a major cause of death, and its early identification and intervention have potential for clinical actionability and benefits for human health. The studies using whole‐genome sequencing (WGS) and large samples analysis of cancer‐related genes have been rarely done. Methods: We performed WGS to explore germline mutations in coding and non‐coding areas of cancer‐related genes and non‐coding driver genes and regulatory areas. Structural variants (SVs) was also analyzed. We used several tools and a subgrouping method to analyze the variants in 1491 healthy participants. Moreover, 275 cancer‐related genes sequencing was carried out in 125 cancer patients. Results: The incidence of familial cancer in the Taiwanese general population is 8.79% (131/1491). Cancer carrier rate of cancer‐related genes is about 7.04% (105/1491) for pathogenic/likely pathogenic variants (P/LP) on ClinVar database only, and 28.24% (421/1491) for P/LP and loss of function variants. The carrier frequencies of cancer‐related genes P/LP on ClinVar database were as follows: 8.40% (11/131), 7.11% (28/394), and 6.83% (66/966) in FC, 1MC, and nMC, respectively. The SVs and non‐coding driver gene variants are uncommon. There are 1.54% (23/1491) of actionable cancer genes in American College of Medical Genetics and Genomics (ACMG), and the germline mutation rate of 275 cancer‐related genes is 7.2% (9/125) in cancer patients including 4.0% (5/125) of actionable cancer genes in ACMG. After analyzing the frequencies of P/LP variants on GJB2 and SLC25A13 genes, we suggest that these two genes may not be cancer‐related genes and need be re‐evaluated. Conclusions: WGS analysis can completely detect germline mutations in cancer carriers. This study use subgrouping approach for samples provides a strategy to study whether a gene or variant is a cancer‐related gene or variant in the future studies. [ABSTRACT FROM AUTHOR]

This paper is aimed at estimating the time available for compaction of a hot-mix asphalt mixture during night construction. Laboratory tests were conducted on dense-graded and porous asphalt (PA) mixtures to evaluate their mechanical properties. Temperatures and mix characteristics tested in the laboratory were determined to be those typically found in an asphalt lift from initial laydown through final compaction. In field, thermocouples were installed at different depths to measure temperature changes to decide pavement cooling times of the same mixes as used in the laboratory. The cooling behavior of asphalt concrete could be classified into the following three stages: rapid, transition and stable zone. The air void in the PA mix was found to contribute to heat loss and result in a rapid cooling rate when compared to that in a dense-graded mix. The cooling rate at depth of 0, 2.5, and 5 cm showed an essential difference in the cooling rate initially. As the cooling process continued, the cooling rate became stable and reached a thermal equilibrium condition. An increase in lift thickness was shown to increase the compaction time. However, an increase in layer thickness more than 10 cm might not increase the time available for compaction significantly. A regression model was developed to predict the time required to cool to the minimum temperature allowed for compaction at night. The predicted values were in good agreement with those measured in the field. This study shows that a simplified method to predict available compaction time can be developed by considering only the significant factors affecting pavement cooling. DOI: 10.1061/(ASCE)TE.1943-5436.0000004 CE Database subject headings: Asphalt pavements; Temperature effects; Highway and road construction; Cooling.