京都大学 / 0048 / 新制・課程博士 / 博士(社会健康医学) / 甲第22381号 / 社医博第103号 / 新制||社||医11(附属図書館) / 京都大学大学院医学研究科社会健康医学系専攻 / (主査)教授 中山 健夫, 教授 小池 薫, 教授 福原 俊一 / 学位規則第4条第1項該当 / Doctor of Public Health / Kyoto University / DFAM

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Erkrankungen der Herzkranzgefäße sind die häufigste Todesursache in den Industrieländern. Chirurgische und interventionelle Verfahren spielen eine wichtige Rolle in ihrer Behandlung. Die Anzahl perkutaner koronarer Interventionen (PCI) nimmt seit ihrer Einführung stetig zu. Bislang ist unklar, welchen Einfluss diese Entwicklung auf das Ergebnis einer späteren chirurgischen Revaskularisierung hat. Für die vorliegende Arbeit wurden 815 Patienten untersucht, die sich im Jahr 2008 am Herzzentrum Leipzig einer koronaren Bypassoperation unterzogen. Davon wiesen 181 Patienten präoperativ eine oder mehrere PCI auf. Die retrospektiv erhobenen Daten wurden mithilfe von χ²-Test, t-Test und Mann-Whitney-U-Test ausgewertet. Die gewonnenen Follow-up Daten wurden mittels logistischer Regressionsanalyse, Cox-Regressionsanalyse und dem Kaplan-Meier-Überlebensmodell ausgewertet. Es wurde untersucht, inwieweit präoperativ durchgeführte PCIs das Ergebnis der chirurgischen Revaskularisierung beeinflussten. Eine vorausgegangene PCI konnte nicht als negativer Prädiktor für die Krankenhausmortalität (OR 0,87; CI 0,24–3,13; p = 0,836) oder für das Auftreten von MACCE (OR 0,55; CI 0,26–1,19; p = 0,129) nachgewiesen werden. Das Risiko für MACCE im Follow-up erhöhte sich abhängig von der Anzahl der präoperativ stattgehabten PCIs (HR 1,07; CI 1,01–1,14; p = 0,017) und der Anzahl implantierter Stents (HR 1,14; CI 1,05–1,22; p = 0,001). Dies zeigte sich speziell bei der Verwendung von bare-metal stents (HR 1,18; CI 1,08–1,29; p ≤ 0,001). Die genannten Variablen konnten jedoch nicht als unabhängige Einflussgrößen bestätigt werden. Die Patienten der PCI-Gruppe litten im Langzeitverlauf signifikant häufiger an Dyspnoe (p = 0,023) und an pectanginösen Ruhebeschwerden (p = 0,009).

El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado. / A pavement management system (PMS) is a tool that supports decision-making specialists to maintain the pavement at an optimal service level. The absence of a PMS could lead to inadequate decision-making, a disorganized road inventory, poor selection in road maintenance techniques and inefficient technical support to justify the execution of maintenance activities. For these reasons, this research proposes the application of a PMS, with the objective of improving and standardizing the processes for evaluating the condition of roads that are under the jurisdiction of low-budget government organizations, guaranteeing the selection of the most appropriate type of maintenance. As a case of study, a 1.1 km local road located in one of the districts of Lima was evaluated, which was divided into 11 sections. With this evaluation, it was obtained that 2,605.43 m2 of the total road is in poor condition, due to the presence of functional failures. For the identification of failures, the pavement condition index (PCI), the international roughness index (IRI) and the present serviceability index (PSI) were used to determine the condition, roughness and serviceability of the pavement. In conclusion, it was identified that the proposed PMS is adequately adapted to the way of working and available budget of a local administration, since if it is applied it would only spend 20.55% of the fund that would be destined to a total reconstruction of road.

With a growing share of intermittent electrical energy sources in the national grid of Sweden, areview of the safety of using nuclear power for flexible operation is necessary. Today nuclearpower is used as base load power and when examining challenges of flexible power operation,the risk for Pellet-Cladding Interaction (PCI), stands out. Vattenfall Nuclear Fuel lack a methodof calculating the PCI risk which this study will develop. It does this by mapping the risk for PCIthrough calculating power increase margins, in terms of ΔLHGR for full and flexible poweroperation. The results show that cladding strain for all simulated power levels is the limitingfactor. The time at which fuel remain at reduced power also has a large impact and the speed atwhich the PCI margin deteriorates has been calculated. Data from Westinghouse show that theresults compare relatively well for similar experimental set ups with some systemicconservatism. The automated library of code can be easily used to calculate the PCI risk for fuelin the future. The risk for PCI when returning to fuel power, per a Westinghouse conferencepaper, significantly reduces and should be investigated with the use of provided code. Possiblelimits with this study, however unquantified, are the use of 100 W/cm transient speed and theuse of full power axial profiles for reduced power operation in simulations.

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Partial reconfiguration (PR) is the process of configuring a subset of resources on a Field Programmable Gate Array (FPGA) while the remainder of the device continues to operate. PR extends the usability of FPGAs and makes it possible to perform design bootstrapping. Just like bootstrapping in PCs, bootstrapping in FPGAs consists of using a small application to initialize basic services and load a larger, more complex application to the device. Bootstrapping allows for unique design applications that can be used to maintain communication services, increase design security, reduce initial configuration time, and reduce nonvolatile configuration memory storage. This thesis presents a generic bootstrap framework that can be used to construct a variety of bootstrap designs. This thesis also discusses necessary PR design rules and techniques for bootstrap design creation. Additionally, this thesis presents two applications that demonstrate the feasibility of bootstrapping. One application is a bootstrap loader featuring a PCI Express endpoint; this loader is capable of reconfiguring a subset of the hardware on an as-need basis. The other application is a prototype designed to demonstrate the bootstrapping for nonvolatile configuration memory reduction in space-bound payloads. While bootstrap design is more complex than standard FPGA designs, bootstrapping increases the flexibility and capability of FPGAs.

Wireless communication serves as the foundation for a wide range of services that have become an integral part of human life in this day and age. Driven by the desire to have a single piece of hardware that can provide multiple wireless services, attention has been directed to SDRs due to their programmable nature and the flexibility they can offer in operating over multiple standards. In addition, they can provide effective solutions to current challenges in wireless communication, such as spectrum overcrowding and inter-standard operability, as well as future challenges to come due to their upgradeability. Although SDRs have been around in the research community for over a decade, they have not reached the point of transitioning to the mass consumer market, size being one of the major obstacles. Numerous SDR hardware platforms have been developed demonstrating successful functionality, yet to this day most of them remain trapped in desktop/benchtop form factors which are not suited for mobility. A main factor contributing to the size of SDR units is the RF front end. Using current technology, wide-band operation of SDR RF front-ends is achieved by aggregating multiple dedicated components, each covering a portion of the frequency range. Recent technology advances have enabled the integration of wide frequency functionality inside a single integrated package. One example is a prototype RFIC transceiver chip from Motorola Research Labs which contains a complete direct conversion RF transceiver in a single chip, with a frequency coverage range of 100MHz-2.4GHz. RFIC5, the latest version of the chip, has additionally integrated high speed ADC and DAC units, leading to a significant reduction in the component count and the overall size of the SDR hardware. This thesis describes the implementation of a highly compact, SDR PC plug-in card, known as PicoRF. PicoRF is based on the Motorola's RFIC chip for the RF front-end functionality, while the combined computational power of a V5 FPGA and a PC host is used for waveform signal processing. An overlay gird consisting of an interconnection of PR slots is reserved on the FPGA to host the components of a signal processing pipeline which can be modified during run-time. Through a high speed PCIe connection, partial bitstreams can be downloaded from the host PC to the FPGA at a very high speed making it possible for the radio to modify its function in very short time intervals and greatly reducing the service interruption time. Control software running on the PC host manages the overall system operation including the RFIC which is controlled through a custom developed API. The combination of the laptop host and the plug-in card form a small form factor, mobile SDR node that is one step towards satisfying both the performance and ergonomics demand of the consumer market. / Master of Science

Translation initiation in eukaryotes is a multistep process requiring the orchestrated interaction of several eukaryotic initiation factors (eIFs) together with the small ribosomal subunit to locate the mRNA's translational start and to properly decode the genetic message that it carries. The largest of these factors, eIF3, forms the scaffold for other initiation factors to promote their spatially coordinated placement on the ribosomal surface. It is our long-standing pursuit to map the 40S-binding site of the yeast multisubunit eIF3 and here we present three new mutual interactions between these two macromolecules (i) The C-terminal region of the eIF3c/NIP1 subunit is comprised of the conserved bipartite PCI domain and we show that a short C-terminal truncation and two clustered mutations directly disturbing the PCI domain produce lethal or slow growth phenotypes and significantly reduce amounts of 40S-bound eIF3 in vivo. The extreme C-terminus directly interacts with small subunit ribosomal protein RACK1/ASC1, which is a part of the 40S head, and, consistently, deletion of ASC1 impairs eIF3 association with ribosomes. The PCI domain per se shows strong but unspecific binding to RNA, for the first time implicating this protein fold in protein-RNA interactions. We conclude that the c/NIP1...

A presente pesquisa objetiva contribuir para a implantação de Sistemas de Gerência de Pavimentos Aeroportuários (SGPA), tendo por base um estudo de caso desenvolvido no Aeroporto Estadual de Araraquara-SP Bartolomeu de Gusmão. Foi criado um banco de dados informatizado, através do FAA PAVEAIR, programa computacional de gerência de pavimentos aeroportuários disponibilizado pelo FAA (Federal Aviation Administration), que permitiu o armazenamento de toda informação inerente aos pavimentos do complexo aeroportuário e a determinação, com base no método PCI (Pavement Condition Index), da condição atual da pista de pousos e decolagens, da pista de rolagem e do pátio de aeronaves. Os resultados mostraram que o aeroporto de Araraquara apresenta condição regular de operação, indicada por um PCI médio de 67, e que os principais defeitos encontrados foram desagregação das partículas da mistura asfáltica, trincas transversais e, principalmente, trincas longitudinais. Por conseguinte, foram planejadas intervenções de manutenção e reabilitação, de modo a evitar situações que levassem ao comprometimento geral da condição dos pavimentos e, por consequência, a um aumento significativo dos custos de conservação. A melhor estratégia, se aplicada ao longo dos vinte anos de período de projeto, resultaria em um valor de PCI médio igual a 77, correspondente a boas condições de operação. Dessa forma, o estudo de caso desenvolvido contribuiu, com um exemplo completo, para a implantação de um SGPA em nível de rede e, mais ainda, para o desenvolvimento de um SGPA integral para a rede de aeroportos de administrações aeroportuárias de pequeno, médio e grande portes no Brasil, o que deve ser precedido pela elaboração de legislação específica que exija a aplicação efetiva de técnicas de manutenção que prolonguem a vida útil dos pavimentos, especialmente devido ao aumento da demanda por transporte aéreo e à necessidade de modernas e potentes aeronaves, que requerem, cada vez mais, melhores condições funcionais e estruturais das pistas de pousos e decolagens e dos pátios de aeronaves dos aeroportos. / This research aims to contribute to the implementation of Airport Pavements Management Systems (SGPA), based on a case study developed at the Araraquara State Airport Bartolomeu de Gusmao, in the State of Sao Paulo, Brazil. A computerized database was created, using the FAA PAVEAIR, an airport pavement management computer program provided by the FAA (Federal Aviation Administration), which allowed the storage all information inherent to the airport complex facilities and determining, based on the method of PCI (Pavement Condition Index), the current condition of the runway, taxiway and apron. The results showed that the airport presents regular operating condition, indicated by an average PCI of 67, and that the main defects found were raveling, transverse cracks and mainly longitudinal cracks. Therefore, maintenance and rehabilitation operations are planned so as to avoid situations that could lead to impairment of the general condition of the pavement and, consequently, a significant increase of maintenance costs. The best strategy, if applied over the twenty-year project period, would result in average PCI value of 77, corresponding to good operating condition. Thus, the case study developed contributed with a complete example, for the implementation of a SGPA network-level and even more so for the development of a comprehensive SGPA to the airport network of administrations of small, medium and large airports in Brazil, which should be preceded by the enactment of specific legislation that requires the effective application of maintenance techniques that prolong the life of pavements, especially due to increased demand for air transport and the need for modern and powerful aircraft, requiring increasingly, better functional and structural conditions of runways and aprons.