bluuebunny/crossref_metadata_2025_split huggingface dataset:
Multimodal treatment for glassy cell carcinoma of the uterine cervix
Authors: Nasu Kaei , Takai Noriyuki , Narahara Hisashi 
Published: March 2009

AbstractGlassy cell carcinoma of the uterine cervix is a rare form of cervical cancer that is characterized by aggressiveness and poor prognosis because of its rapid growth, its frequent distant metastases, and its relative resistance to conventional treatment modalities including surgery, radiotherapy, and chemotherapy. We report here a case of glassy cell carcinoma of the uterine cervix that was successfully treated with radical surgery followed by radiation therapy and combination chemotherapy with paclitaxel and carboplatin. A 30‐year‐old primigravid Japanese woman was admitted to our hospital to be treated for stage IIb uterine cervical cancer. She was treated with radical hysterectomy with pelvic and paraaortic lymphadenectomy. The pathological diagnosis of the surgical specimen was glassy cell carcinoma of the uterine cervix with metastases to the right obturator lymph nodes and left external iliac lymph nodes. The surgical staging of the disease was pT2b, pN1, and pM0. Subsequently, she was treated using conventional radiation therapy (50Gy by whole pelvic radiation) and six courses of tri‐weekly chemotherapy with paclitaxel (180 mg/m2) and carboplatin (area under the curve of 6.0 mg min/mL calculated using the Calvert formula). The patient is alive, without evidence of recurrence, 30 months following the surgery. It is suggested that multimodal therapy with radical surgery, radiation, and combined chemotherapy should be used to treat glassy cell carcinoma of the uterine cervix. Our multimodal treatment protocol may be one of the treatment options for this aggressive disease.
Population-Based Reversible Jump Markov Chain Monte Carlo Methods For Bayesian Variable Selection and Evaluation Under Cost Limit Restrictions
Authors: Fouskakis D. , Ntzoufras I. , Draper D. 
Published: March 2009

SummaryThe measurement and improvement of the quality of health care are important areas of current research and development. A judgement of appropriateness of medical outcomes in hospital quality-of-care studies must depend on an assessment of patient sickness at admission to hospital. Indicators of patient sickness often must be abstracted from medical records, and some variables are more expensive to measure than others. Quality-of-care studies are frequently undertaken in an environment of cost restriction; thus any scale measuring patient sickness must simultaneously respect two optimality criteria: high predictive accuracy and low cost. Here we examine a variable selection strategy for construction of a scale of sickness in which predictive accuracy is optimized subject to a bound on cost. Conventional model search algorithms (such as those based on standard reversible jump Markov chain Monte Carlo (RJMCMC) sampling) in our setting will often fail, because of the existence of multiple modes of the criterion function with movement paths that are forbidden because of the cost restriction. We develop a population-based trans-dimensional RJMCMC (population RJMCMC) algorithm, in which ideas from the population-based MCMC and simulated tempering algorithms are combined. Comparing our method with standard RJMCMC sampling, we find that the population-based RJMCMC algorithm moves successfully and more efficiently between distant neighbourhoods of ‘good’ models, achieves convergence faster and has smaller Monte Carlo standard errors for a given amount of central processor unit time. In a case-study of n = 2532 pneumonia patients on whom p = 83 sickness indicators were measured, with marginal costs varying from smallest to largest across the predictor variables by a factor of 20, the final model chosen by population RJMCMC sampling, on the basis of both highest posterior probability and specifying the median probability model, was clinically sensible for pneumonia patients and achieved good predictive ability while capping data collection costs.
Hypoxia‐inducible factor‐dependent production of profibrotic mediators by hypoxic hepatocytes
Authors: Copple Bryan L. , Bustamante Juan J. , Welch Timothy P. , Kim Nam Deuk , Moon Jeon‐Ok 
Published: March 2009

AbstractBackground/Aims: During the development of liver fibrosis, mediators are produced that stimulate cells in the liver to differentiate into myofibroblasts and to produce collagen. Recent studies demonstrated that the transcription factor, hypoxia‐inducible factor‐1α (HIF‐1α), is critical for upregulation of profibrotic mediators, such as platelet‐derived growth factor‐A (PDGF‐A), PDGF‐B and plasminogen activator inhibitor‐1 (PAI‐1) in the liver, during the development of fibrosis. What remains unknown is the cell type‐specific regulation of these genes by HIF‐1α in liver cell types. Accordingly, the hypothesis was tested that HIF‐1α is activated in hypoxic hepatocytes and regulates the production of profibrotic mediators by these cells.Methods: In this study, hepatocytes were isolated from the livers of control and HIF‐1α‐ or HIF‐1β‐deficient mice and exposed to hypoxia.Results: Exposure of primary mouse hepatocytes to 1% oxygen stimulated nuclear accumulation of HIF‐1α and upregulated PAI‐1, vascular endothelial cell growth factor and the vasoactive peptides adrenomedullin‐1 (ADM‐1) and ADM‐2. In contrast, the levels of PDGF‐A and PDGF‐B mRNAs were unaffected in these cells by hypoxia. Exposure of HIF‐1α‐deficient hepatocytes to 1% oxygen only partially prevented upregulation of these genes, suggesting that other hypoxia‐regulated transcription factors, such as HIF‐2α, may also regulate these genes. In support of this, HIF‐2α was activated in hypoxic hepatocytes, and exposure of HIF‐1β‐deficient hepatocytes to 1% oxygen completely prevented upregulation of PAI‐1, vascular endothelial cell growth factor and ADM‐1, suggesting that HIF‐2α may also contribute to upregulation of these genes in hypoxic hepatocytes.Conclusions: Collectively, our results suggest that HIFs may be important regulators of profibrotic and vasoactive mediators by hypoxic hepatocytes.
DRAG REDUCTION OF A SUBMERSIBLE HULL BY ELECTROLYSIS
Authors: McCORMICK MICHAEL E. , BHATTACHARYYA RAMESWAR 
Published: March 2009

AbstractViscous drag reduction of a fully‐submerged body of revolution is obtained by creating hydrogen gas on the hull by electrolysis. The bubbles alter both the laminar and turbulent boundary‐layer characteristics resulting in a significant reduction in the viscous drag on the 3‐foot model up to a speed of 8.5 feet per second, the maximum test velocity. Results show that the amount of drag reduction depends on the ratio of the mass flow of water in the wake to the time‐rate of hydrogen mass produced beneath the boundary‐layer. The results presented herein are model results and should NOT be considered directly applicable to any existing prototype.
ADVANCED ICEBREAKING CONCEPTS
Authors: Coburn Joseph L. , EHRLICH NORMAN A. 
Published: March 2009

AbstractRecent economic studies have resulted in favorable predictions for extending winter navigation in domestic waterways. The Coast Guard is attempting to meet this challenge by taking a “fresh look” at icebreaking and applying new and innovative concepts to accomplish its task.This paper describes three advanced concepts which have been investigated: materials handling, explosive icebreaker, and the “super efficient” River Ice Breaker (RIB) concept, which has been selected for continued development. The paper concludes with statements about conventional icebreakers and why R&D is now being applied to enhance U. S. icebreaking technology.
GREATER SHIP CAPABILITY AND ENERGY SAVING WITH COMBINED—CYCLE MACHINERY
Authors: MILLS ROBERT G. 
Published: March 2009

ABSTRACTThe gas turbine cycle receives heat at a relatively high temperature, but rejects it at a temperature well above ambient. Utilizing the rejected heat in a steam cycle, which is inherently a lower temperature device, provides a combined cycle with markedly higher efficiency than that obtainable by either of its components. Advances in gas turbine reliability, and application of well—proven gas turbine design principles to steam turbines of powers used in ships, makes practicable highly efficient, compact and reliable marine prime movers utilizing the combined cycle. Use of a modern dual—pressure once—through boiler provides further significant advantages of military and economic importance.
USE OF HEAT RECOVERABLE COUPLING TECHNOLOGY IN SHIPYARD PRODUCTION
Authors: CASKEY MAURICE R. , EMBRY GERALD D. 
Published: March 2009

ABSTRACTSkilled pipe welders and brazers are in short supply. Expensive training efforts have failed to supply an adequate number of qualified personnel for shipbuilding programs. Field welded and/or brazed pipe and tubing pose numerous installation problems. The recent introduction of heat recoverable pipe couplings into shipyard production methods provides a means to help alleviate some of these problems.NITINOL, a “shape memory” alloy, was selected for evaluation of its applicability to shipboard piping systems. NITINOL couplings are cryogenically cooled, expanded, installed on a pipe joint and allowed to warm where they contract over the pipe forming a high‐pressure sealed joint. The evaluation indicated potential labor savings warranting incorporation in ongoing contracts. Using Project Management, a major change in methodology was introduced into production late in two major shipbuilding contracts without the significant problems normally associated with a change.
FIBER OPTICS FOR SHIPBOARD RADAR DATA TRANSMISSION
Authors: DIXON THOMAS P. 
Published: March 2009

ABSTRACTOptional Fiber Optic Data Links have been installed on four different types of Shipboard Radars and an IFF System at a Navy landbased test site. These data links carry all of the signals both directions between the Radars and the Combat Information Center. The use of fiber optics solved some very real problems at the site and, at the same time, provided an excellent opportunity to evaluate the performance and reliability of the data transmission systems prior to making commitments for shipboard installations. Subsequently, detailed specifications were generated for shipboard hardware, and qualification test programs are underway. All elements of the data links must pass qualification testing or be approved as non‐standard parts before they can be installed in an operational shipboard system. This paper will describe the fiberoptic systems that are operational at the landbased test site, and will detail some of the tradeoffs that have been made for shipboard installations.
FUNDAMENTALS OFNA VAL SURFACE SHIP WEIGHT ESTIMA TING
Authors: STRAUBINGER ERWIN K. , CURRAN WILLIAM C. , FIGHERA VINCENT L. 
Published: March 2009

ABSTRACTThis paper descirbes how ship weights are estimated. Detail is presented concerning relationships between existing weight data and the characteristics of a new design as it develops from completion of feasibility design through contract design. Margin requirements are also discussed. The weight estimating ratios and factors presented, while not directly associated with a specific ship type, cover the weight classification groups one would use in the design of a surface combatant. The purpose of this paper is to present the fundamentals of weight estimating to the ship design community. With this knowledge, ship design engineers and managers should be able to personally identify with the important parts they all play in creation of a credible weight estimate.
ESTABLISHING MOBILE ACOUSTIC COMMUNICATION SYSTEM (MACS) SAFETY ON USS NAUTILUS
Authors: TUCCIO MICHAEL A. 
Published: March 2009

ABSTRACTUSS Nautilus (SSN‐571) was decommissioned on 3 March 1980. In her later years in service she served as a test bed for many programs which investigated multiple aspects of future sonar designs. The Mobile Acoustic Communication System (MACS) was one of the last major experiments to be performed in Nautilus. This paper describes a unique data collection and presentation system with large numbers of strain gauges that was used to establish structural safety for the MACS antenna and Nautilus operations. The system utilized real‐time processing of digital data with a minicomputer and an instantaneous display of certain nondimensional quantities on two television monitors. This data system performed excellently and allowed Nautilus safely to conduct deep dive, full speed, and emergency blow operations.
FUTURE PROPULSION MACHINERY TECHNOLOGY FOR GAS TURBINE POWERED FRIGATES, DESTROYERS, AND CRUISERS
Authors: BASKERVILLE JAMES E. , QUANDT EARL R. , DONOVAN MICHAEL R. 
Published: March 2009

ABSTRACTA turning point occurred in naval engineering in 1972 when the U.S. Navy chose to use marine gas turbines for the propulsion of its new SPRUANCE and PERRY Class ships. This paper reviews the more than twenty years of experience with turbine technology and its design integration into combat ships needed to make that decision. It is concluded that the availability of a good second generation aircraft derivative engine with proven reliability and a strong commercial base, i.e., the LM‐2500, was as important to the decision as was the predicted improved ship effectiveness and cost benefits.This paper discusses improvements that can be made to the twin engine, single gear, single propeller shaft system. Focusing only on this mechanical transmission concept, it addresses the impact of possible improvements to the engine, gear, and shafting. In particular, the paper discusses current LM‐2500 related R&D efforts to:

obtain improved part‐power fuel rates,
integrate with a reversing reduction gear, and
add on a waste heat recovery steam cycle.

Looking ahead to the year 2000, this paper suggests that a successor to the ubiquitous LM‐2500 will appear in the 15 MW power range to provide the next step in the evolution of the twin engine package. This new naval engine will most likely be based on an aircraft core that exists at present, such that it will have demonstrated its reliability and commercial potential through many hours of testing prior to its mid‐1990 marine conversion. This new engine is expected to offer improved air flow, an excellent fuel rate (approaching a flat 0.30 LB/HP‐HR), and effective maintenance monitoring, all at some expense in size, weight, and cost. The year 2000 engine will burn a liquid hydrocarbon fuel similar to JP‐5 because of its aircraft origins. Combined with advances in gear and shafting technology, the full twin engine propulsion system of the year 2000 should be markedly lighter, smaller, and more efficient than today's units.Using a computerized ship synthesis model available in NAVSEA for conceptual design studies, some indication was obtained of how future technology advances for the twin engine mechanical drive arrangement would affect a notional 9200 ton destroyer. This study showed that 1990 propulsion technology results in a ship only slightly smaller in displacement, between one and two knots faster, and using about 18% less propulsion fuel to perform its mission. Year 2000 technology yielded a mission equivalent ship 10% lower in displacement, 1.5 knots faster, and using 28% less propulsion fuel than the original notional 9200‐ton destroyer. These numerical projections are felt to be meaningful only for this study and should not be compared quantitatively with the results of other studies because of the presently subjective nature of the ship synthesis model procedures.
RATIONALE FOR AN ADA SOFTWARE ENGINEERING ENVIRONMENT FOR NAVY MISSION CRITICAL APPLICATIONS
Authors: PAIGE KATHLEEN K. , CONVERSE ROBERT A. 
Published: March 2009

ABSTRACTThe U.S. Navy introduced the use of digital computers in mission critical applications over a quarter of a century ago. Today, virtually every system in the current and planned Navy inventory makes extensive use of computer technology. Computers embedded in mission critical Navy systems are integral to our strategic and tactical defense capabilities. Thus, the military power of the U.S. Navy is inextricably tied to the use of programmable digital computers.The computer program is the essential element that embodies the system “intelligence”. In addition, it provides the flexibility to respond to changing threats and requirements. However, this very flexibility and capability poses a host of difficulties hindering full realization of the advantages.This paper describes the lessons learned about computer program development over the past twenty five years and discusses a software engineering process that addresses these lessons. It then describes how Ada and its related Ada Programming Support and Run‐Time Environments foster this software engineering process to improve computer program productivity and achieve greater system reliability and adaptibility. Finally, the paper discusses how the use of Ada and its environments can enhance the interoperability and transferability of computer programs among Navy projects and significantly reduce overall life cycle costs for Navy mission critical computer programs.
HUMAN FACTORS CONSIDERATIONS APPLIED TO OPERATIONS OF THE FFG‐8 AND LAMPS MK III
Authors: BAITIS A. ERICH , APPLEBEE TERRENCE R. , McNAMARA THOMAS M. 
Published: March 2009

ABSTRACTThe FFG 7/LAMPS MK III Operator Guidance Manual (OGM) was developed for all FFG‐7 class frigates which are not fin stabilized or are operating with the fins off. The OGM was developed to assis the ship operators of the FFG‐7 class in choosing ship speed and heading combinations which will minimize ship motion‐related problems during various phases of the LAMPS deployment. Crew safety and performance were major concerns in the development of the OGM. This paper reviews the effect of human factors on ship operations during helicopter recovery, maintenance, and transit to and from the hangar.
SURFACE HARDENED NAVAL MARINE GEARS WITH REFERENCE TO ALTERNATIVE MEANS OF SURFACE HARDENING
Authors: BARKER ROGER , MUDD GEORGE C. 
Published: March 2009

ABSTRACTIt has become common practice in naval marine gear units of European manufacture to take advantage of the greater load carrying capacity resulting from a surface hardening process. The surface hardening processes open to the gear designer are many and varied, and each has advantages and disadvantages.This paper examines the three principal applicable processes, explains the characteristics of each and how the disadvantages may be controlled. The load carrying capacity of gears made with the different surface treatments is then discussed, including the effects of hardness gradient, residual stress and size on capacity.
ADVANCED‐CYCLE GAS TURBINES FOR NAVAL SHIP PROPULSION
Authors: BOWEN THOMAS L. , GROGHAN DANIEL A. 
Published: March 2009

ABSTRACTInvestigations are currently being conducted by the Navy and several contractors to determine the technical feasibility and cost effectiveness of advanced regenerative or intercooled‐regenerative gas turbines as a naval propulsion engine for future mid‐size surface combatants. A comparison of the performance characteristics of these engines indicates that significant increases in the thermal efficiency above current simple‐cycle engines will result by adding heat exchangers for regeneration alone or with intercooling. Design and performance characteristics of several advanced‐cycle gas turbines are described which utilize turbomachinery from various existing simple‐cycle gas turbines. Estimates of the weight and volume of recuperators and intercoolers for these conceptual engines are provided. The nominal part‐load fuel consumption trends of the simple‐cycle and the advanced‐cycle engines are used to compare annual fuel usage of typical ships with various combinations of propulsion engines. The relative impacts of the advanced‐cycle gas turbine on propulsion machinery spaces are compared with other energy efficient prime movers using the simple‐cycle gas turbine as the baseline. Commercial applications for an advanced‐cycle gas turbine are surveyed according to output power and market sector. This paper presents an overview of current results and discusses the technology areas which require additional investigation.
THE SOVIET SLAVA CLASS STRIKE CRUISER
Authors: KEHOE CAPT. J.W. , BROWER KENNETH S. , EAST CDR. DON C. 
Published: March 2009

ABSTRACTThis is the ninth in a continuing series of reports on the Ship Characteristics of various types of ships that have been, or will be, introduced into the navies of the world. In this report the authors discuss the major design concepts and basic characteristics of the Soviet Slava class strike cruiser, the first of which has recently deployed to the Mediterranean.
PRODUCTION LINE CONCEPT FOR OVERHAULING SUBMARINES — AN UPDATE
Authors: LANZILLO KENNETH F. 
Published: March 2009

ABSTRACTThe intent of this paper is to update my previous paper, published in the May 1983 issue of the Naval Engineers Journal, entitled “Production Line Concept for Overhauling Submarines, Its Time Has Come.”As stated in that paper, the fundamental methodology for overhauling submarines has remained virtually unchanged ever since the first overhaul of the first nuclear submarine. The production line concept (PLC) embraces a new methodology by taking advantage of an unprecedented opportunity evolving from our newest class of submarines. That new methodology, which leans heavily on applying production line techniques, is made possible because of the large number of highly standardized submarines in that class.When the first paper was published, PLC was an ambitious vision which appeared to be cross‐threaded with reality. Today, the foundation for that vision is firmly in place, PLC is fast gaining support, and the obstacles in the way of implementation are known and manageable.A preliminary analysis of the benefits of PLC indicate a reduction of 30% or more in the cost and time for overhauling submarines. Also, there are many important intangible benefits discussed that appear to be as beneficial to the Navy as monetary savings.With a new class of submarines, the Navy now has a rare opportunity to substantially improve the submarine overhaul process by adopting PLC. If implemented, PLC will reverse current adverse cost trends, increase submarine on‐line time, improve the overall posture of the submarine Navy, and strengthen the lifeline of naval shipyards.
PHASED MAINTENANCE
Authors: TODD CDR. JIM 
Published: March 2009

ABSTRACTPhased maintenance has expanded from a one class, three ship experiment to a viable maintenance strategy for the auxiliary and amphibious forces of the U.S. Navy. An evaluation of the program on the AFS class on the East Coast concludes that phased maintenance has solved the Atlantic Fleet AFS deployment problem, all PMAs have completed on time or early, IMA time and emergent voyage repair time are dramatically shorter, operational readiness has been enhanced, repair costs are declining moderately, the repair work definition process has evolved into a well‐managed, streamlined and efficient process, and the port engineer concept continues to be as critical to the success of Atlantic Fleet phased maintenance as any single program element. Critics of expansion of the program charge that too much authority is being placed in the hands of a single individual, modernization will be inadequate, contractors will gouge the Navy with cost reimbursement contracts, a separate supply system will evolve, the Navy will saturate the industrial capacity of certain ports, and competition for Navy repair work will be eliminated with multiyear cost reimbursement contracts.