bluuebunny/crossref_metadata_2025_split huggingface dataset:
Tschimganine and its derivatives extend the chronological life span of yeast via activation of the Sty1 pathway
Authors: Hibi Takahide , Ohtsuka Hokuto , Shimasaki Takafumi , Inui Shougo , Shibuya Masatoshi , Tatsukawa Hideki , Kanie Kei , Yamamoto Yoshihiko , Aiba Hirofumi 
Published: June 2018

AbstractMost antiaging factors or life span extenders are associated with calorie restriction (CR). Very few of these factors function independently of, or additively with, CR. In this study, we focused on tschimganine, a compound that was reported to extend chronological life span (CLS). Although tschimganine led to the extension of CLS, it also inhibited yeast cell growth. We acquired a Schizosaccharomyces pombe mutant with a tolerance for tschimganine due to the gene crm1. The resulting Crm1 protein appears to export the stress‐activated protein kinase Sty1 from the nucleus to the cytosol even under stressful conditions. Furthermore, we synthesized two derivative compounds of tschimganine, α‐hibitakanine and β‐hibitakanine; these derivatives did not inhibit cell growth, as seen with tschimganine. α‐hibitakanine extended the CLS, not only in S. pombe but also in Saccharomyces cerevisiae, indicating the possibility that life span regulation by tschimganine derivative may be conserved across various yeast species. We found that the longevity induced by tschimganine was dependent on the Sty1 pathway. Based on our results, we propose that tschimganine and its derivatives extend CLS by activating the Sty1 pathway in fission yeast, and CR extends CLS via two distinct pathways, one Sty1‐dependent and the other Sty1‐independent. These findings provide the potential for creating an additive life span extension effect when combined with CR, as well as a better understanding of the mechanism of CLS.
How to make a particular case for person‐centred patient care: A commentary on Alexandra Parvan
Authors: Graham George 
Published: June 2018

AbstractIn recent years, a person‐centred approach to patient care in cases of mental illness has been promoted as an alternative to a disease orientated approach. Alexandra Parvan's contribution to the person‐centred approach serves to motivate an exploration of the approach's most apt metaphysical assumptions. I argue that a metaphysical thesis or assumption about both persons and their uniqueness is an essential element of being person‐centred. I apply the assumption to issues such as the disorder/disease distinction and to the continuity of mental health and illness.
A new HPF specimen carrier adapter for the use of high‐pressure freezing with cryoscanning electron microscope: two applications: stearic acid organization in a hydroxypropyl methylcellulose matrix and mice myocardium
Authors: PAYRE B. , GONTIER E. , JARRAY A. , MARTINEZ Y. , LAUGIER J.P. , DELALLEAU A. , GAILLARD B.M. , ANSELME I. , GOUDOUNÈCHE D. , FOURQUAUX I. , HEMATI M. , GERBAUD V. , DELISLE M.B. , GUILBEAU‐FRUGIER C. 
Published: June 2018

SummaryCryogenic transmission electron microscopy of high‐pressure freezing (HPF) samples is a well‐established technique for the analysis of liquid containing specimens. This technique enables observation without removing water or other volatile components. The HPF technique is less used in scanning electron microscopy (SEM) due to the lack of a suitable HPF specimen carrier adapter. The traditional SEM cryotransfer system (PP3000T Quorum Laughton, East Sussex, UK; Alto Gatan, Pleasanton, CA, USA) usually uses nitrogen slush. Unfortunately, and unlike HPF, nitrogen slush produces water crystal artefacts.So, we propose a new HPF specimen carrier adapter for sample transfer from HPF system to cryogenic‐scanning electronic microscope (Cryo‐SEM). The new transfer system is validated using technical two applications, a stearic acid in hydroxypropyl methylcellulose solution and mice myocardium. Preservation of samples is suitable in both cases. Cryo‐SEM examination of HPF samples enables a good correlation between acid stearic liquid concentration and acid stearic occupation surface (only for homogeneous solution). For biological samples as myocardium, cytoplasmic structures of cardiomyocyte are easily recognized with adequate preservation of organelle contacts and inner cell organization. We expect this new HPF specimen carrier adapter would enable more SEM‐studies using HPF.
The effect of supplementing sheep with rapeseed and linseed oils on the activity of pancreatic digestive enzymes
Authors: Kowalik Barbara , Majewska Małgorzata P. , Miltko Renata , Bełżecki Grzegorz 
Published: June 2018

AbstractThe aim of this study was to compare the effect of rapeseed and linseed oils added to the diet on pancreatic enzyme activities in sheep. The experiment was conducted on six adult sheep with a catheter introduced into the common bile–pancreatic duct and a T‐cannula into the duodenum. The animals were divided into three groups, two sheep in each. A twice‐replicated 3 × 3 Latin square was used in the experimental design. The sheep were fed meadow hay and the concentrate alone or the same ration supplemented with rapeseed or linseed oils at a dose of 5% of the basal diet. After adaptation period, a mixture of pancreatic and bile juice was collected for three consecutive days. The secretion of bile–pancreatic juice showed an increasing trend in sheep fed rapeseed and linseed oils (69.5 and 68.5 ml/hr respectively) in comparison with control ones (59.8 ml/hr). Lipase and trypsin activities were significantly increased when sheep were fed diets with rapeseed or linseed oils (175 and 21.6 or 179 and 23.2 U/L respectively) in comparison with those fed control diet (128 and 13.1 U/L respectively). It was concluded that oil as a dietary supplement can mainly modify the secretion of bile–pancreatic juice and enzymatic activity of the pancreas and also might affect animal production.
Mandible strike kinematics of the trap‐jaw ant genus Anochetus Mayr (Hymenoptera: Formicidae)
Authors: Gibson J. C. , Larabee F. J. , Touchard A. , Orivel J. , Suarez A. V. 
Published: June 2018

AbstractHigh‐speed power‐amplification mechanisms are common throughout the animal kingdom. In ants, power‐amplified trap‐jaw mandibles have evolved independently at least four times, including once in the subfamily Ponerinae which contains the sister genera Odontomachus and Anochetus. In Odontomachus, mandible strikes have been relatively well described and can occur in <0.15 ms and reach speeds of over 60 m s−1. In contrast, the kinematics of mandible strikes have not been examined in Anochetus, whose species are smaller and morphologically distinct from Odontomachus. In this study, we describe the mandible strike kinematics of four species of Anochetus representative of the morphological, phylogenetic, and size diversity present within the genus. We also compare their strikes to two representative species of Odontomachus. We found that two species, Anochetus targionii and Anochetus paripungens, have mandible strikes that overall closely resemble those found in Odontomachus, reaching a mean maximum rotational velocity and acceleration of around 3.7 × 104 rad s−1 and 8.5 × 108 rad s−2, respectively. This performance is consistent with predictions based on body size scaling relationships described for Odontomachus. In contrast, Anochetus horridus and Anochetus emarginatus have slower strikes relative to the other species of Anochetus and Odontomachus, reaching mean maximum rotational velocity and acceleration of around 1.3 × 104 rad s−1 and 2 × 108 rad s−2, respectively. This variation in strike performance among species of Anochetus likely reflects differences in evolutionary history, physiology, and natural history among species.
The complexity of body image following bariatric surgery: a systematic review of the literature
Authors: Ivezaj V. , Grilo C. M. 
Published: June 2018

SummaryPoor body image is common among individuals seeking bariatric surgery and is associated with adverse psychosocial sequelae. Following massive weight loss secondary to bariatric surgery, many individuals experience excess skin and associated concerns, leading to subsequent body contouring procedures. Little is known, however, about body image changes and associated features from pre‐to post‐bariatric surgery and subsequent body contouring. The objective of the present study was to conduct a comprehensive literature review of body image following bariatric surgery to help inform future clinical research and care. The articles for the current review were identified by searching PubMed and SCOPUS and references from relevant articles. A total of 60 articles examining body image post‐bariatric surgery were identified, and 45 did not include body contouring surgery. Overall, there was great variation in standards of reporting sample characteristics and body image terms. When examining broad levels of body image dissatisfaction, the literature suggests general improvements in certain aspects of body image following bariatric surgery; however, few studies have systematically examined various body image domains from pre‐to post‐bariatric surgery and subsequent body contouring surgery. In conclusion, there is a paucity of research that examines the multidimensional elements of body image following bariatric surgery.
AAA: Triple Adaptive Bayesian Designs for the Identification of Optimal Dose Combinations in Dual-Agent Dose Finding Trials
Authors: Lyu Jiaying , Ji Yuan , Zhao Naiqing , Catenacci Daniel V. T. 
Published: June 2018

SummaryWe propose a flexible design for the identification of optimal dose combinations in dual-agent dose finding clinical trials. The design is called AAA, standing for three adaptations: adaptive model selection, adaptive dose insertion and adaptive cohort division. The adaptations highlight the need and opportunity for innovation for dual-agent dose finding and are supported by the numerical results presented in the proposed simulation studies. To our knowledge, this is the first design that allows for all three adaptations at the same time. We find that AAA enhances the chance of finding the optimal dose combinations and shortens the trial duration. A clinical trial is being planned to apply the AAA design and a Web tool is being developed for both statisticians and non-statisticians.
Containment for Occupied Wheeled Mobility Devices on Passenger Rail Trains
Authors: Hunter-Zaworski Katharine , Severson Kristine , Shurland Melissa 
Published: June 2018

The paper addresses the need to examine the trade-offs between passenger safety and independence in travel by people who use wheeled mobility devices on passengers trains. It has been the practice in Asia, North America and Europe to not require passengers in wheeled mobility devices (WhMDs) such as wheelchairs to secure their wheeled devices when traveling by rail. There are several motivations for examining the need for containment of WhMDs on passenger trains. In general the population is aging and getting larger, and this is reflected in the types of WhMDs that passengers are trying to bring on board trains. The US Federal Railroad Administration (FRA) and members of the Rail Vehicle Access Advisory Committee (RVAAC) requested a feasibility study on the economic impacts of accommodating two or more wheeled mobility devices in the accessible seating area [1]. The feasibility study indicated that there is space to accommodate two WhMDs without significant impact on revenue seat loss, however safety issues have emerged, and are the basis of this paper. The three research questions that are addressed include:
I. What is the appropriate interior space that accounts for WhMD maneuvering?
II. What are the appropriate levels of deceleration and jerk to be considered in the vehicle interior for passenger rail vehicles under severe braking?
III. What is the appropriate level of containment for occupied wheeled mobility devices on passenger rail vehicles?
The paper examines research literature and other findings from both North America and Europe that address in part the research questions.
Structural Performance of a Railway Tunnel Under Different Fire Scenarios
Authors: Elhami Khorasani Negar , Billittier John , Stavridis Andreas 
Published: June 2018

Tunnel fires are low-probability high-consequence events that could lead to loss of lives, property damage, and long service disruptions. The rapid rise of gas temperature in excess of 1000 °C within the confined tunnel space can affect the structural integrity of the tunnel. Although tunnel fires may not necessarily cause collapse, significant structural damage and disruption to rail services can lead to major economic losses. The objective of this paper is to investigate the expected structural damage in a cut-and-cover tunnel if exposed to a fire event. The analyses are completed by numerical simulations.
In the first part of this work, the effects of fire scenario and variability in thermal properties of material, on the potential volume of damaged tunnel lining that would require repair are investigated. In case of tunnels, historical events show that limited accessibility to suppress the fire can cause the fire to burn for days. The fire scenarios considered in this work are defined based on (a) the worst-case envelop hydrocarbon fires such as the Rijswaterstaat (RWS) fire curve and the RABT ZTV fire curve, and (b) the potential heat release rates in railway tunnels.
In the second part of this study, the effect of fire scenario on structural performance of a cut-and-cover tunnel is studied. The geometry and cross section of the Howard street tunnel in Baltimore that experienced a major fire in 2001 is used as the case study. The results show that the fire scenario and duration, while contains significant uncertainty, is one of the most influential factors on evaluating response of the tunnel structures.
Relationships Between Wheel/Rail Surface Impact Loadings and Correspondingly Transmitted Tie/Ballast Impact Pressures for Revenue Train Operations
Authors: Watts Travis J. , Rose Jerry G. , Russell Ethan J. 
Published: June 2018

A series of specially designed granular material pressure cells were precisely positioned directly below the rail at the tie/ballast interface to measure typical interfacial pressures exerted by revenue freight trains. These vertical pressures were compared to the recorded wheel/rail nominal and peak forces for the same trains traversing nearby mainline wheel impact load detectors (WILDs). The cells were imbedded within the bottom of new wood ties so that the surfaces of the pressure cells were even with the bottoms of the ties and the underlying ballast. The cells were inserted below consecutive rail seats of one rail to record pressures for a complete wheel rotation.
The stability and tightness of the ballast support influenced the magnitudes and consistencies of the recorded ballast pressures. Considerable effort was required to provide consistent ballast conditions for the instrumented ties and adjacent undisturbed transition ties. Norfolk Southern (NS) crews surfaced and tamped through the test section and adjacent approach ties. This effort along with normal accruing train traffic subsequently resulted in reasonably consistent pressure measurements throughout the test section.
The impact ratio (impact factor) and peak force values recorded by the WILDs compared favorably with the resulting magnitudes of the transferred pressures at the tie/ballast interface. High peak force and high impact ratio WILD readings indicate the presence of wheel imperfections that increase nominal forces at the rail/wheel interface. The resulting increased dynamic impact forces can contribute to higher degradation rates for the track component materials and more rapid degradation rates of the track geometry.
The paper contains comparative WILD force measurements and tie/ballast interfacial pressure measurements for loaded and empty trains. Typical tie/ballast pressures for locomotives and loaded freight cars ranges from 20 to 30 psi (140 to 210 kPa) for smooth wheels producing negligible impacts. The effect of increased wheel/rail impacts and peak force values on the correspondingly transmitted pressures at the tie/ballast interface is significant, with increased pressures of several orders of magnitude compared to nominal impact forces from wheels.
Improved Truck Castings
Authors: Jones Kerry , DeGeorge Matt , Stewart Monique 
Published: June 2018

This paper examines alternative, improved materials for truck castings. The first part looks at steels that would not require post-weld heat treatment after repair welding. The second part investigates specific applications for temperatures below −50 °F.
The rapid, dramatic temperature changes that occur during welding can form brittle phases or cracking in some steels. The weld has three areas of differing structure: the weld, the heat affected zone (HAZ), and the parent metal. The maximum hardness occurs in the HAZ and is the limiting factor in determining weldability. An ultraweldable steel is a steel that does not require post-weld heat treatment. Many steels were evaluated for their chemical composition and susceptibility to cracking; those that were likely to form brittle phases were eliminated from consideration. Four low alloy steels and one carbon steel were selected as being potentially ultraweldable.
To evaluate the ultraweldability of these steels, groove welds and two types of spot welds were made on the five candidate alloys. The welds were then sectioned and prepared for microstructural and microhardness evaluation. Microhardness readings were taken across the weld, spanning the weld, HAZ, and base material.
Three of the steels formed hard, brittle phases during most of the tests. This indicates these materials are not ultraweldable. Two of the low alloy steels did meet the requirements for ultraweldability. Future work in this area would include producing truck castings from these materials.
At low temperatures, plain carbon steels, such as the types used in truck castings, can fracture in a brittle manner, with no visible deformation. The material property of deforming without fracture is toughness or ductility. Using materials that retain their toughness in low temperatures could prevent brittle failures of truck castings. Six grades of steel currently used in low temperature applications were selected for this research.
Specimens from each of the six materials were evaluated for tensile properties at multiple temperatures. Charpy impact specimens were tested at temperatures ranging from −20 °F to −120 °F. The measured room temperature tensile properties of each of the six steels met or exceeded the requirements for Grade B+, the steel currently used for truck castings. Four of the steels showed impact energies far above that of the current Grade B+, but two of them gave consistently higher impact energies than all others. These would be the best candidates for future work in this area. Future work would involve producing full size truck castings from one or more of these alloys, then testing them for fatigue performance, preferably at low temperatures.
Locomotive Crash Energy Management Coupling Tests
Authors: Llana Patricia , Jacobsen Karina 
Published: June 2018

Research to develop new technologies for increasing the safety of passengers and crew in rail equipment is being directed by the Federal Railroad Administration’s (FRA’s) Office of Research, Development, and Technology. Crash energy management (CEM) components which can be integrated into the end structure of a locomotive have been developed: a push-back coupler and a deformable anti-climber. These components are designed to inhibit override in the event of a collision. The results of vehicle-to-vehicle override, where the strong underframe of one vehicle, typically a locomotive, impacts the weaker superstructure of the other vehicle, can be devastating. These components are designed to improve crashworthiness for equipped locomotives in a wide range of potential collisions, including collisions with conventional locomotives, conventional cab cars, and freight equipment.
Concerns have been raised in discussions with industry that push-back couplers may trigger prematurely, and may require replacement due to unintentional activation as a result of service loads. Push-back couplers (PBCs) are designed with trigger loads meant to exceed the expected maximum service loads experienced by conventional couplers. Analytical models are typically used to determine these required trigger loads. Two sets of coupling tests have been conducted to demonstrate this, one with a conventional locomotive equipped with conventional draft gear and coupler, and another with a conventional locomotive retrofit with a push-back coupler. These tests will allow a performance comparison of a conventional locomotive with a CEM-equipped locomotive during coupling. In addition to the two sets of coupling tests, car-to-car compatibility tests of CEM-equipped locomotives, as well as a train-to-train test are also planned. This arrangement of tests allows for evaluation of the CEM-equipped locomotive performance, as well as comparison of measured with simulated locomotive performance in the car-to-car and train-to-train tests.
The coupling tests of a conventional locomotive have been conducted, the results of which compared favorably with pre-test predictions. This paper describes the results of the CEM-equipped locomotive coupling tests. In this set of tests, a moving CEM locomotive was coupled to a standing cab car. The primary objective was to demonstrate the robustness of the PBC design and determine the impact speed at which PBC triggering occurs. The coupling speed was increased for each subsequent test until the PBC triggered. The coupling speeds targeted for the test were 2 mph, 4 mph, 6 mph, 7 mph, 8 mph, and 9 mph. The coupling speed at which the PBC triggered was 9 mph. The damage observed resulting from the coupling tests is described. Prior to the tests, a lumped-mass model was developed for predicting the longitudinal forces acting on the equipment and couplers. The test results are compared to the model predictions. Next steps in the research program, including future full-scale dynamic tests, are discussed.
Investigation of the Exposure From a Realistic Undercar Fire on a Railcar Floor
Authors: DiDomizio M. J. , Luo C. , Yazdani S. , Lattimer B. 
Published: June 2018

The objective of this research is to use testing and modeling to quantify realistic exposure fires under a railcar and compare these exposures to those in a fire resistance test. A series of tests were conducted on a railcar floor mockup, scaled to 40% of a full railcar width, exposed to fire from below. Two fires were considered, one representing a 1.9 MW diesel fire (e.g. resulting from a ruptured fuel tank) and another representing a 0.3 MW trash fire (e.g. resulting from a collection of trash and debris under the railcar). Two geometric configurations were tested including a floor with equipment box obstructions and a flat floor without undercar obstructions. For the diesel fire, the heat flux directly above the fire reached 75 kW/m2 for the flat configuration and 95 kW/m2 for the obstructed configuration, while gas temperatures directly above the fire reached 750°C and 950°C, respectively. Temperatures and heat flux varied greatly over the floor geometry for the realistic fires, resulting in thermal gradients that are not characteristic of a fire resistance test.
Computational fluid dynamics simulations were used to model these different fire exposures under the railcar floor mockup as tested. The fire dynamics predicted were consistent with those measured. In the region of the mockup where the fire plume impinges, heat flux was predicted to within 11–22% of that measured. In the surrounding regions of the mockup, heat flux was predicted to within 22–40% of measured values. This level of agreement is appropriate for large-scale fire experiments, and the results demonstrate that the model is validated for use in the configurations considered in this study.