Dropout from exercise trials among cancer survivors—An individual patient data meta-analysis from the POLARIS study

Introduction: The number of randomized controlled trials (RCTs) investigating the effects of exercise among cancer survivors has increased in recent years; however, participants dropping out of the trials are rarely described. The objective of the present study was to assess which combinations of participant and exercise program characteristics were associated with dropout from the exercise arms of RCTs among cancer survivors. Methods: This study used data collected in the Predicting OptimaL cAncer RehabIlitation and Supportive care (POLARIS) study, an international database of RCTs investigating the effects of exercise among cancer survivors. Thirty-four exercise trials, with a total of 2467 patients without metastatic disease randomized to an exercise arm were included. Harmonized studies included a pre and a posttest, and participants were classified as dropouts when missing all assessments at the post-intervention test. Subgroups were identified with a conditional inference tree. Results: Overall, 9.6% of the participants dropped out. Five subgroups were identified in the conditional inference tree based on four significant associations with dropout. Most dropout was observed for participants with BMI &gt;28.4 kg/m2, performing supervised resistance or unsupervised mixed exercise (19.8% dropout) or had low-medium education and performed aerobic or supervised mixed exercise (13.5%). The lowest dropout was found for participants with BMI &gt;28.4 kg/m2 and high education performing aerobic or supervised mixed exercise (5.1%), and participants with BMI ≤28.4 kg/m2 exercising during (5.2%) or post (9.5%) treatment. Conclusions: There are several systematic differences between cancer survivors completing and dropping out from exercise trials, possibly affecting the external validity of exercise effects.</p

UN Peacekeeping at 75: Achievements, Challenges, and Prospects

This year marks the 75th anniversary of what the UN itself understands to be its first peacekeeping operation. It is therefore an appropriate time to reflect on the track record of UN peacekeeping in its efforts to try to maintain and realize peace and security. Moreover, this milestone invites us to ponder what lies ahead in the realm of peacekeeping. For this reason, this forum article brings together both academics and UN officials to assess the achievements and challenges of UN peacekeeping over the past 75 years. Through a dialogue among peacekeeping scholars and practitioners, we hope to identify current trends and developments in UN peacekeeping, as well as explore priorities for the future to improve the effectiveness of peacekeeping operations in terms of achieving their mandate objectives, such as maintaining peace, protecting civilians, promoting human rights, and facilitating reconciliation. This forum article is structured into six thematic sections, each shedding light on various aspects of UN peacekeeping: (1) foundational principles of UN peacekeeping - namely, consent, impartiality, and the (non-)use of force; (2) protection of civilians; (3) the primacy of politics; (4) early warning; (5) cooperation with regional organizations; and (6) the changing geopolitical landscape in which UN peacekeeping operates

A state-of-the-art review of curve squeal noise: Phenomena, mechanisms, modelling and mitigation

[EN] Curve squeal is an intense tonal noise occurring when a rail vehicle negotiates a sharp curve. The phenomenon can be considered to be chaotic, with a widely differing likelihood of occurrence on different days or even times of day. The term curve squeal may include several different phenomena with a wide range of dominant frequencies and potentially different excitation mechanisms. This review addresses the different squeal phenomena and the approaches used to model squeal noise; both time-domain and frequency-domain approaches are discussed and compared. Supporting measurements using test rigs and field tests are also summarised. A particular aspect that is addressed is the excitation mechanism. Two mechanisms have mainly been considered in previous publications. In many early papers the squeal was supposed to be generated by the so-called falling friction characteristic in which the friction coefficient reduces with increasing sliding velocity. More recently the mode coupling mechanism has been raised as an alternative. These two mechanisms are explained and compared and the evidence for each is discussed. Finally, a short review is given of mitigation measures and some suggestions are offered for why these are not always successful.Squicciarini, G.; Thompson, D.; Ding, B.; Baeza González, LM. (2018). A state-of-the-art review of curve squeal noise: Phenomena, mechanisms, modelling and mitigation. Notes on Numerical Fluid Mechanics and Multidisciplinary Design. 139:3-41. https://doi.org/10.1007/978-3-319-73411-8_1S341139Anderson, D., Wheatley, N., Fogarty, B., Jiang, J., Howie, A., Potter, W.: Mitigation of curve squeal noise in Queensland, New South Wales and South Australia. In: Conference on Railway Engineering. pp. 625–636, Perth, Australia (2008)Hanson, D., Jiang, J., Dowdell, B., Dwight, R.: Curve squeal: causes, treatments and results. 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Railway-induced ground vibrations – a review of vehicle effects

This paper is a review of the effect of vehicle characteristics on ground- and track borne-vibrations from railways. It combines traditional theory with modern thinking and uses a range of numerical analysis and experimental results to provide a broad analysis of the subject area. First, the effect of different train types on vibration propagation is investigated. Then, despite not being the focus of this work, numerical approaches to vibration propagation modelling within the track and soil are briefly touched upon. Next an in-depth discussion is presented related to the evolution of numerical models, with analysis of the suitability of various modelling approaches for analysing vehicle effects. The differences between quasi-static and dynamic characteristics are also discussed with insights into defects such as wheel/rail irregularities. Additionally, as an appendix, a modest database of train types are presented along with detailed information related to their physical attributes. It is hoped that this information may provide assistance to future researchers attempting to simulate railway vehicle vibrations. It is concluded that train type and the contact conditions at the wheel/rail interface can be influential in the generation of vibration. Therefore, where possible, when using numerical approach, the vehicle should be modelled in detail. Additionally, it was found that there are a wide variety of modelling approaches capable of simulating train types effects. If non-linear behaviour needs to be included in the model, then time domain simulations are preferable, however if the system can be assumed linear then frequency domain simulations are suitable due to their reduced computational demand

Rolling contact fatigue and wear behaviour of the infrastar two-material rail

Rolling contact fatigue (RCF) is currently one of the principal limitations of railway infrastructure productivity. Head checks in particular are prevalent in curves and switches where flange contact at the gauge corner results in increased slip and decreased wheel-rail contact area. These surface-initiated cracks can lead to complete failure of the rail and potentially derailment. The focus of the EU Fifth Framework project InfraStar is on improving the durability and lifetime of the rail along stretches of track with narrow and moderate radius curve, high-traffic volumes and high axle loads by applying a surface coating to the railhead. The main goal of the project is to develop a railhead with an additional surface layer (the InfraStar two-material rail) which prevents RCF and reduces noise emissions in narrow-radius curved rail. Results are presented here from twin-disc laboratory testing and metallurgical analysis of specimens with the two selected new surface materials. The effects of lubrication, applied load and coating thickness were studied. An eddy current probe was used for crack detection. Both materials survived 200,000 cycles of water-lubricated twin-disc testing without crack formation, in contrast to UIC (260 grade) 900A base material which showed severe cracking after only 4000 cycles. Metallurgical investigations show excellent RCF resistance, although one coating developed cracks quickly during water-lubricated testing after 15,000 dry cycles, and bonding of the tested coatings (delamination occurred at the bonding interface of one coating during high-pressure tests)

Two-material rail development to prevent rolling contact fatigue and reduce noise levels in curved rail track

Results from the European 5th frame research project 'INFRA-STAR' are presented. The goal of the project is to prevent rolling contact fatigue (RCF) and to reduce squeal noise in curves by applying an additional surface layer material on the top of the railhead, resulting in a two-material rail. A dynamic train-track interaction model is used to provide the contact forces. Wheelrail profiles, wheel-rail friction, vehicle data, track data and operating conditions are included to calculate the wheel-rail contact forces and spin moments, contact positions and load distributions in the contact patch. The contact pressure, friction coefficient, coating thickness, material properties of the coating and the rail material are used to calculate the shakedown limit, which is then used to predict the rolling contact fatigue performance of the system. The presented paper will detail the above proposed work as well as the work on theoretical modelling, twin disc testing and metallurgical research completed to date. The development of the surface layer application methods that are used and the further objectives of the INFRA-STAR project will also be discussed. The presented paper will account for interesting and industrially relevant RCF- and noise related research work. We believe that it will be of great importance in the future development of reliable and durable rail infrastructure