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Railway track dynamic stiffness is the relationship between track deflection and loading frequency. Its inverse, also known as receptance, is an important quantity that affects the track's dynamic response under moving trains and noise and vibration characteristics. Despite its importance, there has been limited detailed study into receptance at lower frequencies (< 1000 H z). Thus, this paper contributes two main novelties. The first is the presentation of a novel numerical approach well-suited to receptance calculation, and secondly, a parametric study identifying the key frequencies associated with different track components. The new approach is first presented, which uses a 3D periodic domain coupled with perfectly matched layers and is solved in the frequency-wavenumber domain. It is well-suited to the problem because it can capture dynamic wave propagation within the complex geometries associated with each track component, while using an efficiently-sized domain. The model is validated in terms of its ability to capture the dynamic response of 3D periodic structures, and also the behaviour of a railway track. It is then used to study the effect of two common modelling assumptions (beam-on-elastic foundation and symmetry) on the calculation of track receptance. It's shown that ignoring wave propagation in the subgrade-earthwork layers induces errors in the ≈ 80 − 300 % range at frequencies below 200 H z , and errors of ≈ 30 % in the 200 − 440 H z range. It is also shown that the assumption of track centreline symmetry ignores some track bending modes and can also introduce errors (≈ 20 %) at frequencies up to 1000 H z. Finally, the effect of the most common ballasted track components on receptance are analysed and new knowledge is presented regarding the typical frequency ranges associated with each. • First comprehensive study into railway track receptance at low frequency. • New novel periodic model with complex track geometries presented. • Beam on elastic foundation approach found to induce large low-frequency error. • Railway track symmetry shown to induce modelling error. • Sensitivity study performed on the effect of track components on receptance. [ABSTRACT FROM AUTHOR]

The purpose of this study was to compare low-dose-rate prostate brachytherapy treatment plans created using three retrospectively applied planning techniques with plans delivered to patients. Treatment plans were created retrospectively on transrectal ultrasound (TRUS) scans for 26 patients. The technique dubbed 4D Brachytherapy was applied, using TRUS and MRI to obtain prostatic measurements required for the associated webBXT online nomogram. Using a patient's MRI scan to create a treatment plan involving loose seeds was also explored. Plans delivered to patients were made using an intraoperative loose seed TRUS-based planning technique. Prostate V 100 (%), prostate V 150 (%), prostate D 90 (Gy), rectum D 0.1cc (Gy), rectum D 2cc (Gy), urethra D 10 (%), urethra D 30 (%), and prostate volumes were measured for each patient. Statistical analysis was used to assess and compare plans. Prostate volumes measured by TRUS and MRI were significantly different. Prostate volumes calculated by the webBXT online nomogram using TRUS- and MRI-based measurements were not significantly different. Compared with delivered plans, TRUS-based 4D Brachytherapy plans showed significantly lower rectum D 0.1cc (Gy) values, MRI-based 4D Brachytherapy plans showed significantly higher prostate V 100 (%) values and significantly lower rectum D 0.1cc (Gy), urethra D 10 (%), and urethra D 30 (%) values, and loose seed MRI-based plans showed significantly lower prostate V 100 (%), prostate D 90 (Gy), rectum D 0.1cc (Gy), rectum D 2cc (Gy), urethra D 10 (%), and urethra D 30 (%) values. TRUS-based 4D Brachytherapy plans showed similar dosimetry to delivered plans; rectal dosimetry was superior. MRI can be integrated into the 4D Brachytherapy workflow. The webBXT online nomogram overestimates the required number of seeds. [ABSTRACT FROM AUTHOR]

Strength characteristics of graded gravels are essential in the construction of roadway and railway substructures. Traditional constitutive models, primarily nonlinear elastic and plastic types, fall short in accurately capturing the strain-softening properties of such materials. To address this limitation, the current study introduces a statistical damage model designed to outline the stress–strain behavior of densely compacted graded gravels in transport infrastructures. Utilizing medium-sized triaxial tests, the model examines variations in strength and deformation parameters in relation to compaction levels and incorporates a unique damage-softening index (DSI) along with a threshold axial strain to improve accuracy. The study establishes that the DSI and threshold axial strain effectively regulate stress–strain relations in the postpeak segment, the model's statistical parameters and threshold axial strain can be precisely determined through the introduction of DSI, and the model closely aligns with experimental data across multiple compaction levels. These findings are especially relevant for engineering design in the context of roadway and railway construction and indicate potential for further refinement, such as the incorporation of loading rate considerations. [ABSTRACT FROM AUTHOR]

Background: The COVID-19 pandemic and its social restrictions accelerated the expansion of virtual clinical care, and this has been reported to be safe, low cost and flexible. Aim: This study aimed to examine nursing practices and patient satisfaction with unscheduled nurse-led virtual care for people with diabetes. Methods: A cross-sectional descriptive survey of clinical nurse specialists and patients was carried out, using an activities log for nursing practices and a satisfaction and enablement survey for callers. Findings: Patients reported high satisfaction levels and greater self-confidence in keeping themselves healthy after receiving virtual care. Most calls (74.8%) from patients were for advice and education. Each call led to an average of 2.5 actions for the clinical nurse specialist. Conclusion: The service is highly valued and is effective, but adds to the nurse workload burden. [ABSTRACT FROM AUTHOR]

Shakedown limit analysis is used to calculate the factor of safety of a structure subject to cyclic moving loading. It is a promising approach for railway slab track structural design because it can help identify the required layer thicknesses and material strength properties. However, the approach is based on an underlying assumption that the stress field in the train passage direction is invariant, which is violated for slab tracks in the vicinity of expansion joints. To address this issue, this paper proposes a novel shakedown limit analysis implementation that enables its use for slab tracks with joints. Firstly, a 3D finite element slab track model is developed to calculate the stress field profiles exerted on the subgrade surface. Analytical equations describing the shape of these profiles are then derived, considering locations along the slab track, including those near and far from expansion joints. Relationships are also derived to describe the stress field profile variation with depth, including both train-induced and geostatic stresses. Next, a lower-bound shakedown limit method is used to calculate the elastic shakedown limit based on the Mohr-Coulomb criterion using the computed stress fields. After the model is validated, shakedown limits are examined, considering various friction angles, cohesions, and Poisson's ratios. It is shown that the limit is reduced when the geostatic stresses in the ground are ignored. Furthermore, the shakedown limit is not always directly proportional to subsoil cohesion and increases with Poisson's ratio. [ABSTRACT FROM AUTHOR]

Body size is an important feature of how species interact with their environment, and can influence predation risk, requirements and type of diet consumed, habitat suitability, and susceptibility to environmental pressures. Echinoderms, such as sea urchins, often inhabit areas subjected to wave disturbance and tidal flow, and are able to withstand such forces using a unique method of gel adhesion that allows individuals to adhere to the substratum in these hostile environments. We assessed attachment capacity in relation to body size for the Australian sea urchin Holopneustes purpurascens, which lives enmeshed in two distinct types of algae, attached by tube feet. Relationships between the tube feet, which occur around the entire body, and body size were examined. The number of tube feet, tube foot disc surface area, and fully attached footprints increased as individual body size increased. Our results also demonstrated that all tube feet were functionally adhesive, enabling full enmeshment in the host alga. Our findings indicate that the attachment capacity is positively correlated with body size and that H. purpurascens display both morphological and adhesive characteristics that enable a size-driven host plant distribution. This change in attachment capacity may play an important role in the ontogenetic shift observed in H. purpurascens, with future research suggested to explore the relationship between attachment capacity and adhesive tenacity within this species and other echinoderms. [ABSTRACT FROM AUTHOR]

The cost of heat savings in buildings increase as more heat savings are achieved and hence, alternatives other than savings typically become more economically feasible at a certain level of heat reductions. The challenge addressed in this paper is to identify when the cost of heat savings become more expensive than the cost of sustainable heat supply, so society does not overinvest in heat saving measures. This study first investigates the heat saving potentials for different countries in Europe, along with their associated costs, followed by a comparison with alternative ways of supplying sustainable heating. Furthermore, the levelised cost of supplying sustainable heat is estimated for both a single technology and from an energy system perspective. The results are analysed by assessing various parameters such as socio-economic costs and energy efficiency improvements in the national energy systems. The results demonstrate the economically feasible levels of heat savings and heat production for various European countries, highlighting differences in their national conditions and energy systems. The findings in this paper indicate that overinvestments in heat savings can be avoided by saving heat until a level around 30–50% of projected heat demands and supplying the remaining heat demand with sustainable heat sources. [ABSTRACT FROM AUTHOR]

Ground-borne noise and vibration from railway lines can cause human distress/annoyance, and also negatively affect real estate property values. Therefore this paper analyses a collection of technical ground-borne noise and vibration reports, detailing commercial vibration assessments undertaken at 1604 railway track sections, in 9 countries across the world. A wide range of rail projects are considered including light rail, tram lines, underground/tunnelled lines, freight, conventional rail and high speed rail. It documents the rise in ground-borne vibration problems and trends in the prediction industry, with the aim of informing the current research area. Firstly, the reports are analysed chronologically and it is found that railway vibration is a growing global concern, and as such, assessments have become more prevalent. International assessment metrics are benchmarked and it is found that velocity decibels (VdB), vibration dose value (VDV) and peak particle velocity (PPV) are the most commonly used methods of assessment. Furthermore, to predict vibration levels, the physical measurement of frequency transfer functions is preferential to numerical modelling. Results from the reports show that ground vibration limits are exceeded in 44% of assessments, and that ground-borne noise limits are exceeded in 31%. Moreover, mitigation measures were required on approximately 50% of projects, revealing that ground-borne noise and vibration is a widespread railroad engineering challenge. To solve these problems, the most commonly used abatement strategy is a modification of the railtrack structure (active mitigation), rather than the implementation of a more passive solution in the far-field. [ABSTRACT FROM AUTHOR]

Railway track support conditions affect ground-borne vibration generation and propagation. Therefore this paper presents a combined experimental and numerical study into high speed rail vibrations for tracks on three types of support: a cutting, an embankment and an at grade section. Firstly, an experimental campaign is undertaken where vibrations and in-situ soil properties are measured at three Belgian rail sites. A finite element model is then developed to recreate the complex ground topology at each site. A validation is performed and it is found that although the at-grade and embankment cases show a correlation with the experimental results, the cutting case is more challenging to replicate. Despite this, each site is then analysed to determine the effect of earthworks profile on ground vibrations, with both the near and far fields being investigated. It is found that different earthwork profiles generate strongly differing ground-borne vibration characteristics, with the embankment profile generating lower vibration levels in comparison to the cutting and at-grade cases. Therefore it is concluded that it is important to consider earthwork profiles when undertaking vibration assessments. [ABSTRACT FROM AUTHOR]

Railway local irregularities are a growing source of ground-borne vibration and can cause negative environmental impacts, particularly in urban areas. Therefore, this paper analyses the effect of railway track singular defects (discontinuities) on ground vibration generation and propagation. A vehicle/track/soil numerical railway model is presented, capable of accurately predicting vibration levels. The prediction model is composed of a multibody vehicle model, a flexible track model and a finite/infinite element soil model. Firstly, analysis is undertaken to assess the ability of wheel/rail contact models to accurately simulate the force generation at the wheel/rail contact, in the presence of a singular defect. It is found that, although linear contact models are sufficient for modelling ground vibration on smooth tracks, when singular defects are present higher accuracy wheel/rail models are required. Furthermore, it is found that the variation in wheel/rail force during the singular defect contact depends on the track flexibility, and thus requires a fully coupled vehicle/track/foundation model. Next, a parametric study of ground vibrations generated by singular rail and wheel defects is undertaken. Six shapes of discontinuity are modelled, representing various defect types such as transition zones, switches, crossings, rail joints and wheel flats. The vehicle is modelled as an AM96 train set and it is found that ground vibration levels are highly sensitive to defect height, length and shape. [ABSTRACT FROM AUTHOR]

The environmental effects of ground-borne vibrations generated due to localised railway defects is a growing concern in urban areas. Frequency domain modelling approaches are well suited for predicting vibration levels on standard railway lines due to track periodicity. However, when considering individual, non-periodic, localised defects (e.g. a rail joint), frequency domain modelling becomes challenging. Therefore in this study, a previously validated, time domain, three-dimensional ground vibration prediction model is modified to analyse such defects. A range of different local (discontinuous) rail and wheel irregularity are mathematically modelled, including: rail joints, switches, crossings and wheel flats. Each is investigated using a sensitivity analysis, where defect size and vehicle speed is varied. To quantify the effect on railroad ground-borne vibration levels, a variety of exposure–response relationships are analysed, including: peak particle velocity, maximum weighted time-averaged velocity and weighted decibel velocity. It is shown that local irregularities cause a significant increase in vibration in comparison to a smooth track, and that the vibrations can propagate to greater distances from the line. Furthermore, the results show that step-down joints generate the highest levels of vibration, whereas wheel flats generate much lower levels. It is also found that defect size influences vibration levels, and larger defects cause greater vibration. Lastly, it is shown that for different defect types, train speed effects are complex, and may cause either an increase or decrease in vibration levels. [ABSTRACT FROM AUTHOR]

This paper analyses the influence of rolling stock dynamics on ground-borne vibration levels. Four vehicle types (Thalys, German ICE, Eurostar, and Belgian freight trains) are investigated using a multibody approach. First, a numerical model is constructed using a flexible track on which the vehicles traverse at constant speed. A two-step approach is used to simulate ground wave propagation which is analysed at various distances from the track. This approach offers a new insight because the train and track are fully coupled. Therefore rail unevenness or other irregularity on the rail/wheel surface can be accurately modelled. Vehicle speed is analysed and the frequency spectrums of track and soil responses are also assessed to investigate different excitation mechanisms, such as carriage periodicities. To efficiently quantify train effects, a new (normalised) metric, defined as the ratio between the peak particle velocity and the nominal axle load, is introduced for a comparison of dynamic excitation. It is concluded that rolling stock dynamics have a significant influence on the free field vibrations at low frequencies, whereas high frequencies are dominated by the presence of track unevenness. [ABSTRACT FROM AUTHOR]

This session, organized by Fabio Silva (University College London and University of Wales Trinity Saint David), was aimed at furthering "our understanding of periods of economical, social, religious or technological transition, their impact on the cosmologies of those involved and how these are imprinted on the archaeological record". It was a serious attempt to broaden the celestial horizons of archaeoastronomy beyond the narrow boundaries assigned it by mainstream archaeology, and ironically, although taking place away from the main conference building, it was well attended with more people arriving as the day continued. [ABSTRACT FROM AUTHOR]

The last decade has seen a growing recognition amongst international donors, development agencies, non-government organisations and academics of the vital role education can play in bringing about recovery following violent conflict, natural disaster and other crises. This has led to the development of increasingly targeted and sophisticated programme planning and management tools, for use by government ministries, UN agencies and non-governmental organisations in fragile contexts. Drawing on the 2010 independent study of UNICEF's Education in Emergencies and Post-Conflict Transition Programme, this paper explores the transformative role education can play in post-conflict recovery. It argues that while basic education assistance can have a catalytic role in helping states during the early stages of a transition out of violent conflict, there is the need for a better understanding of its role in building peace at the national, sub-national and community levels. The paper also argues for the development of a solid evidence base to inform policy and practice at all national, regional and community levels so as to demonstrate conclusively the important role played by education during and in the aftermath of conflict. [ABSTRACT FROM AUTHOR]

The article offers information on a study which investigated the benefits of prostate cancer screening on an individual level. A total of 43,987 men, aged 55-74 years, were recruited between 1993 and 1999 for the intervention arm of the European Randomized Study of Screening for Prostate Cancer (ERSPC) section in the Netherlands, Sweden and Finland, while a total of 42,503 men, aged 55-74 years, were recruited for a clinical population in Northern Ireland. The findings of the study are presented and discussed in detail.

Abstract: Background: To estimate the benefits of prostate-specific antigen (PSA) screening on prostate cancer (Pca) metastasis and Pca-specific mortality, we compared two populations with a well-defined difference in intensity of screening. Methods: Between 1997 and 1999, a total of 11,970 men, aged 55–74years, were included in the intervention arm of the European Randomised Study of Screening for Prostate Cancer (ERSPC) section Rotterdam. Control population consisted of 133,287 men, aged 55–74years, between 1998 and 1999 in Northern Ireland (NI). Men were followed for Pca incidence, Pca metastasis and cause of death until 31st December 2006. Results: Median age in both groups was 63years at study entry (p =0.184). In Rotterdam 94.2% of men and in NI 6% of men underwent PSA testing. In Rotterdam, 1153 men (9.6%) were diagnosed with Pca with median baseline PSA of 5.1ng/ml. In NI, 3962 men (3.0%, p <0.001) were diagnosed with Pca with median baseline PSA of 18.0ng/ml (p <0.001). The relative risk of Pca metastasis during observation in the intervention population compared to control population was 0.47 (95% confidence interval (CI), 0.35–0.63; p <0.001). The relative risk of Pca-specific mortality was also lower in the intervention population compared to the control population after a median follow-up of 8.5years: 0.63 (95% CI, 0.45–0.88; p =0.008); absolute mortality reduction was 1.8 deaths per 1000 men. Conclusions: A relative reduction in Pca metastasis of 53% and Pca mortality of 37% was observed in the intervention population after 8.5years of observation. The impact of overdiagnosis, quality of life benefits and cost-effectiveness need to be assessed before population-based PSA screening can be recommended. [Copyright &y& Elsevier]

OBJECTIVE To investigate the ability of prostate-specific antigen velocity (PSAV) to predict prostate cancer, and assess the test characteristics of several PSAV thresholds for identifying prostate cancer and high-grade cancers. PATIENTS AND METHODS From a population-based database of PSA results, men with an initial PSA level of <10.0 ng/mL, taken between I January 1994 and 31 December 2003, were identified. Those with three or more PSA tests before diagnosis, taken over ≥18 months, were included. Men were followed for a diagnosis of prostate cancer or histologically confirmed benign disease until 31 December 2003. RESULTS In all, 24 709 men were included, with 716 (2.9%) diagnosed with prostate cancer and 1488 (6.0%) with benign histology. The mean (10.38 vs 0.43 ng/mL/year) and median (1.47 vs 0.03 ng/mL/year) PSAV were considerably higher in men with prostate cancer than in those with no cancer ( P < 0.001). There was no PSAV threshold that could reliably identify prostate cancer or high-grade cancers without requiring many men to proceed to prostate biopsy. CONCLUSION In this population, PSAV had additional value over one PSA value in identifying men with prostate cancer. Many men with prostate cancer might have a ‘normal’ (<0.75 ng/mL/year) PSAV. As with total PSA level, there was no PSAV threshold that could reliably predict prostate cancer, but rather a continuum of risk of cancer associated with PSAV level. [ABSTRACT FROM AUTHOR]

Abstract: Objectives: Numerous methods of calculating PSA velocity (PSAV) are used and have the potential to produce differing PSAV results from the same PSA data. We calculated PSAV using three common methods and compared differences between the methods and their predictive value for prostate cancer diagnosis. Methods: From a population-based database of PSA results, men with initial PSA<10.0ng/ml and a subsequent diagnosis of prostate cancer or benign histology were identified. Those with ≥3 PSA tests before diagnosis carried out over a minimum of 18 mo were included. PSAV was calculated by using three methods: [1.] Arithmetic equation of change in PSA over time (AE) [2.] Linear regression (LR) [3.] Rate of PSA change using first and last values only (FL) The differences between the methods and test characteristics of each method were compared. Results: Of the 2204 men included, 716 (32.5%) were diagnosed with prostate cancer and 1488 (67.5%) benign histology. PSAV differed markedly in each method of calculation. The LR and FL methods had similar predictive values, which were higher than the AE method. There was strong agreement for cancer diagnosis between LR and FL (kappa=0.85), with weaker agreement between LR/AE and FL/AE (kappa=0.69 and 0.66, respectively). Conclusions: Methods used to calculate PSAV using the same PSA data can produce markedly different results. Linear regression should be the method of choice for calculating PSAV. Using first and last PSA values only may be adequate for everyday clinical use, as long as measurements are separated by a sufficiently long time period. [Copyright &y& Elsevier]

The preparation and resolution of a series of axially chiral quinazoline-containing ligands is described in which the key steps are the metal-catalyzed naphthyl-phosphorus bond formation, the naphthalene-quinazoline Suzuki coupling, and the preparation of the Suzuki electrophilic components from the corresponding imidate and anthranilic acid. Diastereomeric palladacycles derived from the racemic phosphinamines and (+)-di-μ-chlorobis [(R)-dimethyl(1-(1-naphthyl)ethyl)aminato-C2,N]dipalladium(II) were separated by fractional crystallization. The configuration of the resulting diastereomers was determined by X-ray crystallographic analysis. Displacement of the resolving agent by reaction with 1,2-bis(diphenylphosphino)ethane afforded enantiopure ligand in each case. Their rhodium complexes were prepared and applied in the enantioselective hydroboration of a range of vinylarenes. The quinazolinap catalysts were found to be extremely active, giving excellent conversions, good to complete regioselectivities, and the highest enantioselectivities obtained to date for several members of the vinylarene class, including cis-β-methylstyrene (97%), cis-stilbene (99%), and indene (99.5%). [ABSTRACT FROM AUTHOR]

The varied manifestations of conflict frequently challenge the international community to find appropriate strategies for intervention. Based on literature and field research, this article draws lessons from the process of joint dialogue in Aceh as facilitated by the Geneva-based Centre for Humanitarian Dialogue (HDC). In addition to context-related factors that complicated the forging of an intervention process, five key dilemmas and their options are established to provide comparative lessons. In particular, the argument focuses on the limitations of using a 'negotiated access for humanitarian aid' strategy (in the form of the Humanitarian Pause) in achieving sustainable solutions for conflict. Facilitation is analysed as a facet within 'mediation' and is therefore considered an aspect of conflict resolution theory. [ABSTRACT FROM AUTHOR]

Focuses on CommercePOINT, International Business Machines Corp.'s first electronic commerce family of products and services designed to provide end-to-end electronic commerce transactions on the World Wide Web. Focal point of business-to-consumer offerings; Design for large enterprises; Infrastructure solutions; Purchasing process.

Gas chimneys, fluid-escape pipes, and diffused gas clouds are common geohazards above or below most petroleum reservoirs and in some CO2 storage sites. However, the processes driving the formation of such structures are poorly understood, as are the time scales associated with their growth or their role as long-term preferential fluid-migration pathways in sedimentary basins. We present results from a multidisciplinary study integrating advanced seismic processing techniques with high-resolution simulations of geological processes. Our analyses indicate that time-dependent rock (de)compaction yields ascending solitary porosity waves forming high-porosity and high-permeability vertical chimneys that will reach the surface. The size and location of chimneys depend on the reservoir topology and compaction length. Our simulation results suggest that chimneys in the studied area could have been formed and then lost their connection to the reservoir on a time scale of a few months. [ABSTRACT FROM AUTHOR]

Background: Artificial intelligence (AI) could improve accuracy and reproducibility of echocardiographic measurements in dogs. Hypothesis: A neural network can be trained to measure echocardiographic left ventricular (LV) linear dimensions in dogs. Animals: Training dataset: 1398 frames from 461 canine echocardiograms from a single specialist center. Validation: 50 additional echocardiograms from the same center. Methods: Training dataset: a right parasternal 4‐chamber long axis frame from each study, labeled by 1 of 18 echocardiographers, marking anterior and posterior points of the septum and free wall. Validation Dataset: End‐diastolic and end‐systolic frames from 50 studies, annotated twice (blindly) by 13 experts, producing 26 measurements of each site from each frame. The neural network also made these measurements. We quantified its accuracy as the deviation from the expert consensus, using the individual‐expert deviation from consensus as context for acceptable variation. The deviation of the AI measurement away from the expert consensus was assessed on each individual frame and compared with the root‐mean‐square‐variation of the individual expert opinions away from that consensus. Results: For the septum in end‐diastole, individual expert opinions deviated by 0.12 cm from the consensus, while the AI deviated by 0.11 cm (P =.61). For LVD, the corresponding values were 0.20 cm for experts and 0.13 cm for AI (P =.65); for the free wall, experts 0.20 cm, AI 0.13 cm (P <.01). In end‐systole, there were no differences between individual expert and AI performances. Conclusions and Clinical Importance: An artificial intelligence network can be trained to adequately measure linear LV dimensions, with performance indistinguishable from that of experts. [ABSTRACT FROM AUTHOR]

In order to understand the contribution of asphalt components to thermoreversible aging, the extended bending beam rheometer (Ex-BBR) test, SARA fractions separation, and thermal analysis were performed on a series of asphalt binders from different sources. The results indicated that thermoreversible aging is not an inherent characteristic of asphalt, and some binders were not affected by thermoreversible aging. Grade loss caused by thermoreversible aging showed a high correlation with wax content in asphalt but had no apparent relationship with asphaltenes content and colloidal structure index used. Moreover, the thermal analysis results well explained the degree of thermoreversible aging in the asphalt binder. Finally, the endothermic peak and crystallites formed in asphalt binder could have resulted from the long side chains in naphthene aromatic molecules. [ABSTRACT FROM AUTHOR]

The disposal of waste tire rubber (WTR) is an environmental challenge, and a significant amount of waste is sent to landfills. However, modern railway tracks depend on rubber materials for their resilient elements. Therefore, extensive research is being conducted to investigate the reuse of WTR to form track components. To better understand this body of research, this paper presents a state-of-the-art review of the application of WTR in railways. First, the use of WTR for components close to the rail is explored with a focus on railroads, rail dampers, and level-crossing applications. Next, rubber–concrete sleepers and under-sleeper pads are discussed before exploring ballast-related solutions such as under-ballast mats and ballast mixed with rubber crumbs/chips. Finally, numerical simulation methods are discussed, including finite element constitutive models and the discrete element method. The paper concludes with suggestions for future research. [Display omitted] • Wasted tire rubber applications in ballasted railway components. • Impact of WTR on the mechanical behaviour of ballasted tracks. • Importance of numerical simulations in rubber-reinforced railways. [ABSTRACT FROM AUTHOR]

This study explored patient experiences of shared decision making (SDM) in public acute hospitals in Ireland. Quantitative and qualitative data from three years of the Irish National Inpatient Experience Survey were analysed. Survey questions were mapped to definitions of SDM and subjected to principal components analysis. Three SDM subscales (care on the ward; treatments; discharge) and one overall SDM scale were created. Differences in experiences of SDM by aspects of care and patient group were assessed. Thematic analysis of qualitative responses was undertaken. 39,453 patients participated in the survey. The mean SDM experience score was 7.60 ± 2.43. Experience scores were highest on the treatments sub-scale, and lowest during discharge. Patients who had a non-emergency admission, those aged 51–80 years and men had more positive experiences than other groups. Patient comments highlighted that opportunities to clarify information and facilitation of families/caregivers in SDM were found to be lacking. There were differences in experiences of SDM by aspects of care and patient group. Efforts to improve SDM in acute hospitals are required, particularly at the time of discharge. SDM may be improved by facilitation of more time for discussion between clinicians and patients and/or their families/caregivers. • Shared decision making (SDM) is a fundamental principle of person-centred care. • Patients' experiences of SDM in public hospitals vary by aspects of care and by patient group. • Patients had the most positive experiences of SDM during their treatments, operations and procedures and the least positive during discharge. • Patients who had a non-emergency admission, those aged 51–80 years and male patients had more positive experiences than those who had an emergency admission, those aged ≤50 years or ≥81 years and female patients. • SDM may be improved by facilitation of more time for discussion between clinicians and patients and/or their families/caregivers. [ABSTRACT FROM AUTHOR]

Background: Cats with hypertrophic cardiomyopathy (HCM) have decreased left ventricular (LV) longitudinal deformation detected by mitral annular plane systolic excursion (MAPSE) and speckle tracking echocardiography. People with preclinical HCM have decreased systolic LV longitudinal and radial strain (S) and strain rate (SR), with preserved circumferential S and SR. Hypothesis/Objectives: Cats with preclinical HCM have decreased systolic LV deformation compared to normal cats. Animals: Seventy‐three client‐owned cats with (n = 37) and without (n = 36) preclinical HCM. Methods: Retrospective echocardiographic study. Left and right ventricular longitudinal S and SR, LV radial and circumferential S and SR were calculated by STE. Left ventricular mass was also calculated. Correlation between STE variables and LV hypertrophy was determined and receiver‐operating characteristic (ROC) curves were plotted for prediction of HCM. Results: Cats with HCM had smaller absolute longitudinal S (−14.8 ± 3.3% vs −19.7 ± 2.7%, P < .001), longitudinal SR (−2.36 ± 0.62 vs −2.95 ± 0.68 second−1, P < .001), radial S (46.2 ± 21.3% vs 66.7 ± 17.6%, P < .001), and radial SR (5.60 ± 2.08 vs 6.67 ± 1.8 second−1, P < .001) compared to healthy controls. No difference was observed for circumferential S and SR. Cats with HCM had greater LV mass (13.2 ± 3.7 g vs 8.6 ± 2.7 g, P < .001). The ROC with the greatest area under the curve (AUC) for the identification of HCM (0.974) was plotted from a logistic regression equation combining LV mass, MAPSE at the free wall, and LV internal diameter in diastole (LVIDd). Conclusions and clinical importance: Cats with preclinical HCM have decreased long axis and radial deformation. Decreased longitudinal deformation and decreased LVIDd are factors that would support a diagnosis of HCM. [ABSTRACT FROM AUTHOR]

Simple Summary: The hallmark changes in hypertrophic cardiomyopathy (HCM), a naturally occurring heart disease in both humans and cats, are left ventricular hypertrophy (LVH) and myocardial fibrosis. Key myocardial proteins, lumican, lysyl oxidase (LOX) isoenzymes and TGF-β isoforms are critical for the development of fibrosis and cardiomyocyte hypertrophy in various cardiac diseases. The objectives of this study were to measure the expression of these proteins in the left ventricular myocardium and to investigate the association between their expression and alterations of the different collagenous (primarily extracellular matrix) and non-collagenous (primarily cellular) myocardial components in feline HCM. Lumican facilitates the cross-linking of collagen, and its myocardial expression was increased in feline HCM and was localised to cardiomyocytes and the extracellular matrix, particularly in areas with mononuclear cell infiltration. Increased LOX expression was detected in both cardiomyocytes and interstitial mononuclear cells. Additionally, TGF-β2 expression was increased in cardiomyocytes in HCM-affected cats. Based on the knowledge from publications on other species, these results suggest potential crosstalk between different myocardial cell types, resulting in myocardial remodelling, including expansion of the collagen and non-collagen myocardial component and alteration to collagen structure in cats with HCM. Such remodelling may result in diastolic dysfunction and clinical signs. Hypertrophic cardiomyopathy (HCM) affects both humans and cats and exhibits considerable interspecies similarities that are exemplified by underlying pathological processes and clinical presentation to the extent that developments in the human field may have direct relevance to the feline disease. Characteristic changes on histological examination include cardiomyocyte hypertrophy and interstitial and replacement fibrosis. Clinically, HCM is characterised by significant diastolic dysfunction due to a reduction in ventricular compliance and relaxation associated with extracellular matrix (ECM) remodelling and the development of ventricular hypertrophy. Studies in rodent models and human HCM patients have identified key protein mediators implicated in these pathological changes, including lumican, lysyl oxidase and TGF-β isoforms. We therefore sought to quantify and describe the cellular location of these mediators in the left ventricular myocardium of cats with HCM and investigate their relationship with the quantity and structural composition of the ECM. We identified increased myocardial content of lumican, LOX and TGF-β2 mainly attributed to their increased expression within cardiomyocytes in HCM cats compared to control cats. Furthermore, we found strong correlations between the expressions of these mediators that is compatible with their role as important components of cellular pathways promoting remodelling of the left ventricular myocardium. Fibrosis and hypertrophy are important pathological changes in feline HCM, and a greater understanding of the mechanisms driving this pathology may facilitate the identification of potential therapies. [ABSTRACT FROM AUTHOR]

In recent years, the terms “Smart Energy” and “Smart Energy Systems” have been used to express an approach that reaches broader than the term “Smart grid”. Where Smart Grids focus primarily on the electricity sector, Smart Energy Systems take an integrated holistic focus on the inclusion of more sectors (electricity, heating, cooling, industry, buildings and transportation) and allows for the identification of more achievable and affordable solutions to the transformation into future renewable and sustainable energy solutions. This paper first makes a review of the scientific literature within the field. Thereafter it discusses the term Smart Energy Systems with regard to the issues of definition, identification of solutions, modelling, and integration of storage. The conclusion is that the Smart Energy System concept represents a scientific shift in paradigms away from single-sector thinking to a coherent energy systems understanding on how to benefit from the integration of all sectors and infrastructures. [ABSTRACT FROM AUTHOR]

Combined cooling, heat and power systems represent an efficient alternative to supply heating and cooling demand compared to conventional boilers and air conditioner systems. However, considering the high level of upfront investment and the relatively long lifetimes, it is important to provide some form of long-term certainty to reduce the risk of deployment of these systems. To overcome this uncertainty, this paper describes a method to calculate an appropriate feed-in-tariff scheme to support investors and public authorities to foster the penetration of this technology in areas with high energy demands. It is subsequently tested in a scientific and technology park located in the south of Spain where different energy prices are studied. The results indicate that a feed-in-tariff is required to support the development of combined heating, cooling, and power systems, which not only improves the economic performance of the system, but also increases the utilisation of more efficient generation technologies such as combined cooling, heat and power systems. [ABSTRACT FROM AUTHOR]

The deployment of asphaltic support layers (ASLs) within railway track structures has the potential to increase track bending stiffness, assist moisture runoff and provide a platform for track construction. These merits have increased its usage within the rail industry, however the understanding of asphaltic track dynamics during train loading remains limited. Therefore, the primary aim of this study is the development of new knowledge into the dynamic behavior of concrete slab track systems enhanced with asphaltic underlays. To do so, a numerical simulation approach is used, comprised of two sub-models: 1) a coupled multi-body vehicle−track model, for the purpose of computing wheel/rail forces; and 2) a 3D dynamic finite element track-ground model to simulate stress wave propagation in the sub-structure. The models are validated using both analytical results and field tests, and then used to simulate slab track systems with ASL thicknesses of: 0, 0.05, 0.07, 0.10, and 0.15 m. First the dynamic response at locations both near and far from the track joints are compared to quantify the asphaltic foundation stresses, deflections, accelerations and strains. It is found that stress concentrations occur near the concrete base joints and are an important consideration for ASL design. Next, asphalt concrete durability at 400 km/h line speed is explored considering seasonal temperature variations and it is found that the expected cumulative damage meets serviceability requirements. Finally, the influence of different asphaltic layer thicknesses on reaction modulus is discussed, concluding that the optimal thickness range, considering plastic deformation and construction constraints, is between 0.07 m and 0.10 m. • A hybrid modelling approach is proposed to assess dynamic performance of asphaltic slab tracks. • Effect of asphalt on stresses, deflections, accelerations, and strains is quantified considering slab expansion joints. • Asphalt concrete durability and its implications for asphaltic trackbed design are discussed. • An optimal thickness range for asphaltic support layers is between 0.07 m and 0.10 m [ABSTRACT FROM AUTHOR]

Railway-induced ground vibrations can cause negative effects to people/structures located in urban areas. One of the main sources of these vibrations is from the large vehicle forces generated when train wheels impact local defects (e.g. switches/crossings). The sole use of traditional in-field transfer-mobility approaches is well suited for plain-line assessments, however is more challenging when discontinuities are present, due to the generation of large magnitude impact forces. This paper presents a hybrid experimental-numerical approach that can predict ground-borne vibration levels in the presence of a variety of railroad artefacts such as transition zones, switches, crossings and rail joints on existing networks. Firstly, the experimental procedure is described, which consists of multiple single source transfer mobilities to determine the transmission characteristics between rail and nearby structures. This is then coupled with a combined multibody vehicle and track numerical model, which is capable of simulating vibration generation in the presence of railway discontinuities. The resulting model is advantageous over alternative approaches because it can account for complex railway discontinuities, while at the same time incorporating the large uncertainties associated with different soil configurations. It is used to analyse a case study, where it is shown that vibration levels are strongly dependent on vehicle speed, defect type and defect size. [ABSTRACT FROM AUTHOR]

A finite-element model combining the frequency domain thin-layer method with paraxial boundary conditions to simulate the semi-infinite extent of a soil medium is presented in this paper. The combined numerical model is used to deal with harmonic vibrations of surface rigid foundations on non-horizontal soil profiles. The model can deal with soil media over rigid bedrock or significant depths of half-space. Structured finite elements are used to mesh simple geometry soil domains, whereas unstructured triangular mesh grids are employed to deal with complex geometry problems. Dynamic responses of homogeneous as well as layered soil profiles are simulated and validated against analytical and approximate solutions. Finally, the model is used to deal with surface ground vibration reduction, in which it is first validated against published results and then followed by an example involving a bridge. [ABSTRACT FROM AUTHOR]

A response by Pim J. van Leeuwen and colleagues to a letter to the editor about their article "Balancing the harms and benefits of early detection of prostate cancer," in a 2010 issue is presented.

Presents a letter to the editor concerning a migrating Filshie clip through the anterior abdominal wall.

Background: Mesenchymal stem/stromal cells (MSC) have been employed successfully in immunotherapy and regenerative medicine, but their therapeutic potential is reduced considerably by the ischemic environment that exists after transplantation. The assumption that preconditioning MSC to promote quiescence may result in increased survival and regenerative potential upon transplantation is gaining popularity. Methods: The purpose of this work was to evaluate the anti-inflammatory and regenerative effects of human bone marrow MSC (hBM-MSC) and their extracellular vesicles (EVs) grown and isolated in a serum-free medium, as compared to starved hBM-MSC (preconditioned) in streptozotocin-induced diabetic fractured male C57BL/6J mice. Results: Blood samples taken four hours and five days after injection revealed that cells, whether starved or not, generated similar plasma levels of inflammatory-related cytokines but lower levels than animals treated with EVs. Nonetheless, starved cells prompted the highest production of IL-17, IL-6, IL-13, eotaxin and keratinocyte-derived chemokines and induced an earlier soft callus formation and mineralization of the fracture site compared to EVs and regularly fed cells five days after administration. Conclusions: Preconditioning may be crucial for refining and defining new criteria for future MSC therapies. Additionally, the elucidation of mechanisms underpinning an MSC's survival/adaptive processes may result in increased cell survival and enhanced therapeutic efficacy following transplantation. [ABSTRACT FROM AUTHOR]

This paper uses a sensitivity analysis to quantify the dominant train properties (mass and spacing of wheels and bogies) that contribute to ground-borne vibration generation, with the aim of reducing the complexity of train–track numerical models. This research is significant because ground-borne vibration from railways is a growing problem, particularly in urban areas. Despite this fact, attempting to predict vibration levels is complex because there are many variables that contribute to the overall dynamic response. Therefore, a deterministic approach is commonly used, that ignores many of these variables. Thus, this paper identifies the variables that can be ignored, while highlighting those that are highly influential on vibration generation. For this purpose, a previously validated 2.5D finite elements-boundary elements approach is used to simulate dynamic train–track interaction. It is computed many times for a variety of modelling variables to investigate the effect of each on the ground-borne vibration levels in the far field. It is found that increases in unsprung mass of the train causes a large increase in vibration levels. Furthermore, changes in wheel/bogie spacing and semi-sprung mass are found to have a minimal effect on vibration generation. [ABSTRACT FROM PUBLISHER]

As the transport sector transitions away from fossil fuels and renewable fuels shift into focus, it is important that the terminology around renewable fuels is clarified. A number of terms such as synthetic fuel and electrofuel are used to describe both renewable and alternative fuels. The aim of this article is to identify and review these terms to avoid any potential misuse. An integrative review of terminology has been made. This review did not differentiate the articles in terms of the methodologies applied, but had the main objective to identify the terminology used and its definition. The results confirm that the term synthetic fuel is used generically in the majority of articles, without providing information about the production process of the fuel or differentiating between fossil-based and renewable-based synthetic fuels. The majority of the articles use the term synthetic fuel to describe fuels produced with coal-, gas- and biomass-to-liquid (xTL) technologies. However, a number of articles use the term beyond this definition. Results for the term electrofuel gave a similar outcome, as it was not clear which processes were used for the fuel production. In some cases, both synthetic and electrofuel referred to fuels produced through the same process, even though in reality the two processes are distinctly different. This could lead to a misinterpretation, especially if the terminology is utilized by policymakers. To prevent this, the article ends with a preliminary proposal for how to differentiate synthetic fuels from electrofuels based on the production process. [ABSTRACT FROM AUTHOR]