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Background: The Mayo Clinic Center for Connected Care has an established organizational framework for telehealth care delivery. It provides patients, consumers, care teams, and referring providers ...

Medical photographs have been used for decades to document clinical findings. The ease with which medical photographs can be captured and integrated into the electronic health record (EHR) has increased as digital cameras obviated the need for the film development process. Today, cameras integrated into smartphones allow for high-resolution images to be instantly uploaded and integrated into the EHR. With major EHR vendors offering mobile smartphone applications for the conduct of point-of-care medical photography, health care providers and institutions need to be aware of legal questions that arise in the conduct of medical photography. Namely, (1) what are the requirements for consent when taking medical photographs, and how may photographs be used after consent is obtained, (2) are medical photographs admissible as evidence in court, and (3) how should a provider respond to a request by a patient or parent requesting that a photograph be deleted from the medical record? Herein, we review relevant laws and legal cases in the context of accepted standards of medical practice pertaining to point-of-care medical photography. This review is intended to aid health care providers and institutions seeking to develop or revise policies regarding using a mobile application at their clinical practice.

International audience; Several forthcoming wireless telecommunication systems will use electromagnetic frequencies at millimeter waves (MMWs), and technologies developed around the 60-GHz band will soon know a widespread distribution. Free nerve endings within the skin have been suggested to be the targets of MMW therapy which has been used in the former Soviet Union. So far, no studies have assessed the impact of MMW exposure on neuronal metabolism. Here, we investigated the effects of a 24-h MMW exposure at 60.4 GHz, with an incident power density (IPD) of 5 mW/cm2, on the dopaminergic turnover of NGF-treated PC12 cells. After MMW exposure, both intracellular and extracellular contents of dopamine (DA) and 3,4-dihydroxyphenylacetic acid (DOPAC) were studied using high performance liquid chromatography. Impact of exposure on the dopamine transporter (DAT) expression was also assessed by immunocytochemistry. We analyzed the dopamine turnover by assessing the ratio of DOPAC to DA, and measuring DOPAC accumulation in the medium. Neither dopamine turnover nor DAT protein expression level were impacted by MMW exposure. However, extracellular accumulation of DOPAC was found to be slightly increased, but not significantly. This result was related to the thermal effect, and overall, no evidence of non-thermal effects of MMW exposure were observed on dopamine metabolism. © 2017 The Author. Published by Oxford University Press on behalf of The Japan Radiation Research Society and Japanese Society for Radiation Oncology.

11th TOPAS User Meeting, April 20, 2013, Gaithersburg, Virginia, USA

International audience

European Powder Diffraction Conference, 28-31 October 2012, Grenoble, France

Poster presentado en el 9th International Symposium on Reproductive Physiology of Fish celebrado en Cochin (India) del 9 al 14 de agosto de 2011, Before kisspeptins became new players in the field of reproductive biology, GnRH was acknowledged in all vertebrates as the major initiator of the hormonal cascade modulating the reproductive axis. Originally identified as a metastasis suppressor in mammals [1], the KISS1 gene produces several peptides named kisspeptins (kisspeptin -54, 14, 13, 10), which activate the KISS1 receptor (GPR54 or KISSR) previously known as an orphan receptor [2]. Recent phylogenetical analyses provided evidence that the number of kiss genes and kiss receptors varies from one class of vertebrate to the other. According to these studies [3] modern mammals have only one KISS gene, monotrems have two, birds would have none, reptiles have one, amphibians have three and fishes have two KISS genes. Similarly, the number of genes encoding GPR54 receptors (or Kissr) also varies from one class to the other. With the aim to enlarge our knowledge on organization and potential functions of Kiss systems in relation to GPR54 receptors in nonmammalian species, so far very poorly investigated, we have focused our interest on the elucidation of these systems in zebrafish, taken as model of study. Zebrafish have two kiss genes, kiss1 and kiss2 and two kiss receptors (GPR54), kiss1r and kiss2r. Conclusion: In addition of providing a successful strategy to develop antibodies to kisspeptins, this study provides for the first time detailed information on the organization of two separate kisspeptin systems derived from evolutionary-ancient kiss genes in the brain of a vertebrate (see Figure 1 for a schematic representation). These data will be discussed in relation with steroids, melatonin and leptin signaling.

20th General Meeting of the IMA, August 26, 2010, Budapest, Hungary

2009 ACA Meeting, 26 July 2009, Toronto, Canada

A new preparation method for CuInS₂ and CuInSe₂ nanoparticles synthesis is described without using any organic solvent. Heating Cu, In, and S/Se precursors dissolved in water for 30 min in a microwave oven in the presence of mercapto-acetic acid leads to monodispersed chalcopyrite nanoparticles. No precipitation of these nanoparticles is observed after several months at room temperature. These new materials have been thoroughly characterized to confirm their compositions, sizes, and structure without any filtration. Transmission electron microscopy (TEM) confirmed particle sizes below 5 nm. Energy dispersive X-ray analysis (EDXA) confirmed the chemical composition of these samples. X-ray diffraction (XRD) showed a chalcopyrite-type structure with crystallite size of about 2 nm. No difference has been observed between batch and continuous synthesis processes. Cu x InS₂ and Cu x InSe₂ nanoparticles, with x < 1, have been also synthesized and identified. Simulation using a commercial software confirmed the difference between copper poor (CuxInS₂) and copper rich (CuInS₂) chalcopyrite structures. Conventional spray deposition techniques have been used to form relatively thin films on solid substrates.

One of the objectives of the European TRACE project (TRaffic Accident Causation in Europe, 2006-2008) was to estimate the proportion of injury accidents that could be avoided and/or the proportion of injury accidents where the severity could be mitigated for on-the-market safety applications, if 100 % of the car fleet would be equipped with them. We have selected for evaluation the Electronic Stability Control (ESC) and the Emergency Brake Assist (EBA) applications. As for passive safety systems, recent cars are designed to offer overall safety protection. Car structure, load limiters, front airbags, side airbags, knee airbags, pretensioners, padding and non aggressive structures in the door panel, the dashboard, the windshield, the seats, and the head rest also contribute to applying more protection. The whole safety package is very difficult to evaluate separately, one element independently segmented from the others. We decided to consider evaluating the effectivenessof the whole passive safety package, This package,, for the sake of simplicity, was the number of stars awarded at the Euro NCAP testing. The challenges were to compare the effectiveness of some safety configuration SC I, with the effectiveness of a different safety configuration SC II. A safety configuration is understood as a package of safety functions. Ten comparisons have been carried out such as the evaluation of the safety benefit of a fifth star given that the car has four stars and an EBA. The main outcome of this analysis is that any addition of a passive or active safety function selected in this analysis is producing increased safety benefits. For example, if all cars were five stars fitted with EBA and ESC, instead of four stars without ESC and EBA, injury accidents would be reduced by 47.2% for severe injuries and 69.5% for fatal injuries.

Vegetation fires have been acknowledged as an environmental process of global scale, which affects the chemical composition of the troposphere, and has profound ecological and climatic impacts. However, considerable uncertainty remains, especially concerning intra and inter-annual variability of fire incidence. The main goals of our globalscale study were to characterise spatial-temporal patterns of fire activity, to identify broad geographical areas with similar vegetation fire dynamics, and to analyse the relationship between fire activity and the El Ni˜no-Southern Oscillation. This study relies on 10 years (mid 1996–mid 2006) of screened European Space Agency World Fire Atlas (WFA) data, obtained from Along Track Scanning Radiometer (ATSR) and Advanced ATSR (AATSR) imagery. Empirical Orthogonal Function analysis was used to reduce the dimensionality of the dataset. Regions of homogeneous fire dynamics were identified with cluster analysis, and interpreted based on their eco-climatic characteristics. The impact of 1997–1998 El Ni˜no is clearly dominant over the study period, causing increased fire activity in a variety of regions and ecosystems, with variable timing. Overall, this study provides the first global decadal assessment of spatialtemporal fire variability and confirms the usefulness of the screened WFA for global fire ecoclimatology research

L'analyse de données détaillées recueillies sur la scène des accidents de la route (EDA) est un outil qui permet de définir finement les difficultés accidentogènes rencontrées par les conducteurs, les paramètres internes et externes qui les déterminent, ainsi que les besoins sécuritaires qui en découlent. Le présent projet s'est proposé, à partir d'une analyse approfondie de ces données d'accidents de mettre en évidence : 1) Les différents paramètres qui conditionnent les dysfonctionnements vigiles et attentionnels dans les accidents de la route, 2) leur degré d'incidence sur le mode de fonctionnement du conducteur, 3) les principaux types de défaillances fonctionnelles que ces problèmes engendrent dans l'activité des conducteurs, 4) les scénarios-types d'accidents dans lesquels ces défaillances interviennent spécifiquement

Ce rapport fait état des travaux réalisés dans les différentes tâches qui composaient cette étude : Les défaillances d'interaction dans les accidents impliquant un Deux-roues motorisé. La dynamique des accidents : comportement du couple conducteur-deux-roues motorisé en situation d'urgence. Analyse comparative de procédures d'accidents mortels et non mortels. Etudes détaillées d'accident et prospectives. Observation des situations de trafic. Etude sociologique des représentations

A complex refinement of the structure of the battery cathode material, Li1.2Mn0.4Ni0.3Co0.1O2, using neutron and resonant diffraction data is used to demonstrate SVDdiagnostic as a useful tool to diagnose problems in the least squares normal matrix. SVDdiagnostic examines both the unprocessed and pre-conditioned matrices and outputs a 'condition' number as well as combinations of variables causing pseudo-singularity. Shrewd use of this diagnostic tool allowed structural details to be extracted that would otherwise be obliterated by large parameter correlations in such a complex simultaneous refinement., 55th Annual Conference on Applications of X-ray Analysis (Denver X-ray Conference), 7-11 August 2006, Denver, Colorado, USA

2007 ASME-JSME Thermal Engineering Summer Heat Transfer Conference, July 8-12, 2007, Vancouver, BC

This paper presents the potential safety benefits of the experimental French LAVIA Intelligent Speed Adaptation system, according to road network and system mode, based on observed driving speeds, distributions of crash severity and crash injury risk. Results are given for car frontal and side impacts that together, represent 80% of all serious and fatal injuries in France. Of the three system modes tested (advisory, driver select, mandatory), our results suggest that driver select would most significantly reduce serious injuries and death. We estimate this 100% utilization of cars equipped with this type of speed adaptation system would decrease injury rates by 6% to 16% over existing conditions depending on the type of crash (frontal or side) and road environment considered. Some limitations associated with the analysis are also identified. LAVIA is the acronym for Limiteur s'Adaptant à la VItesse Autorisée, a French Intelligent Speed Adaptation (ISA) project that was set up towards the end of 1999. At the time, 1998 French national road safety statistics recorded 8437 road related deaths, a figure which had shown virtually no positive evolution since 1994. Detailed analysis of the contributory factors involved in fatal road crashes highlighted the time-honoured crash and injury causation mechanisms - alcohol, speed and seatbelts. Of the three, excessive speed (over and above the posted speed limit) was a contributory factor in half of all fatal crashes Inappropriate behaviour such as excessive speeding can be dealt with either by legislative or driver-incentive programmes. The first of these two solutions involves the introduction of new legislation and/or the enforcement of existing laws. This is the domain of Public Authorities and will not be discussed in detail here. Alternatively, incentive schemes can involve the implementation of speed related driver assistance systems, categorised according to their voluntary or mandatory character and the degree of autonomy proposed to or imposed on the driver. The LAVIA project set out to address several possible combinations of these two factors. The generic term Intelligent Speed Adaptation (ISA) encompasses a wide range of different technologies aimed at improving road safety by reducing traffic speed and homogenising traffic flow, within the limit of posted speed limits. "Fixed speed limit" systems inform the vehicle of the posted speed limit whereas "variable speed limit" systems take into account certain locations on the road network where a speed below the posted limit is desirable, such as sharp curves, pedestrian crossings or crash black spots. Taken one step further, speed limit systems may also take into account weather and traffic flow conditions. These systems are known as "dynamic speed limit" systems and benefit from real time updates for a specific location. The different ISA systems are generally characterised by the degree of freedom of choice given to the driver in moderating his or her speed. Speed limit technologies may be advisory (informing drivers of the current speed limit and speed limit changes), voluntary (allowing the driver to decide whether or not to implement speed limitation) or mandatory (imposing the current speed limit). The information supplied may be provided by way of the road infrastructure (and associated equipment), may be acquired autonomously by the vehicle or may be based on an interaction between the infrastructure and the vehicle. Even the most basic of these systems should be considered as a very useful driver aid, helping the driver to stay within the posted speed limit, avoiding "unnecessary" speeding fines through inattention, modelling driver behaviour through the long term reduction of speeds and reducing driver workload by limiting visual speedometer controls. Vehicle-based ISA systems should not be confused with internal systems. These latter systems rely upon the driver entering the desired travel speed, which is then maintained by cruise control or set as a maximum value by automatic speed regulators. Although these systems will not be discussed in detail here, it should be noted that the engine management technologies that they employ are a vital component of ISA systems.

19th General Meeting of the IMA, July 26, 2006, Kobe, Japan