Análisis de la función visual y de las variaciones en los resultados tomográficos papilares tras el implante de lentes intraoculares trifocales

Las lentes intraoculares multifocales constituyen en la actualidad uno de los puntos más importantes de la oftalmología y sobre el cual versan numerosas publicaciones. Se han desarrollado partiendo de parámetros ópticos que se han ido añadiendo a la estructura de las lentes intraoculares monofocales empleadas en la cirugía de la catarata. Más en concreto las lentes intraoculares trifocales comercializadas más recientemente se han diseñado para satisfacer completamente al paciente sometido a una cirugía de catarata y ser capaces de proporcionar muy buenos niveles de visión en distancias lejanas, cercanas e intermedias sin necesidad de corrección óptica posterior. Como todas las lentes intraoculares multifocales se les ha asociado a ellas una pérdida de la sensibilidad al contraste de los pacientes tras su implantación que podría hacer que los niveles de calidad visual posteriores a la cirugía no fueran tan satisfactorios como se espera. En el presente estudio realizaremos una valoración de la cantidad visual obtenida tras la implantación de dos tipos de lentes intraoculares trifocales evaluada a través de la agudeza visual a diferentes distancias y de las curvas de desenfoque y de la calidad visual medida en función de la sensibilidad al contraste. Las diferentes propiedades ópticas que portan estas lentes intraoculares podrían alterar los resultados obtenidos en las mediciones de la capa de fibras nerviosas peripapilar realizadas con tomografías de coherencia óptica por lo cual ampliaremos el estudio al realizar un análisis de las posibles variaciones producidas y compararlas con las producidas tras la implantación de una lente intraocular monofocal..

Time-Based Calibration of the Inertial Operating Speed to Enhance the Assessment of the Geometric Design Consistency

[EN] Road crashes are mainly caused by three concurrent factors: infrastructure, vehicle, and human factors. The interaction between the infrastructure and human factors leads to the concept of geometric design consistency. Recently, a global consistency model was developed based on the difference between the inertial operating speed profile and the operating speed profile. The first was defined as the weighted average operating speed of the previous road section based on distance, and represents drivers¿ expectancies, whereas the second represents road behavior. However, drivers¿ expectancies are related to short-term memory which declines gradually and depends on time. Thus, a time-based inertial operating speed would allow a more accurate estimation of the phenomenon. This research analyzes different periods of time and weighting distributions to identify how drivers¿ expectancies should be estimated. A set of 71 homogeneous road segments located in Italy were considered in the study. As a result, 25 seconds and a convex parabolic distribution should be used to calculate the inertial operating speed profile. This new way of estimating drivers¿ expectancies showed better results than those obtained based on distance. Finally, the proposed consistency model was compared with the previous models and was found to be able to assess more accurately the geometric design consistency. Therefore, the proposed consistency model is a useful tool for engineers to estimate the number of crashes so that they can incorporate road safety considerations into the geometric design of either new two-lane rural roads, or improving the existing ones.This research was subsidized by the Spanish Ministry of Economy, Industry, and Competitiveness through ‘‘Ayudas a la movilidad predoctoral para la realizacio´n de estancias breves en centros de I+ D 2015.’’ The study presented in this paper is also part of the research project entitled ‘‘CASEFU - Estudio experimental de la funcionalidad y seguridad de las carreteras convencionales’’ (TRA2013-42578-P), subsidized by the Spanish Ministry of Economy, Industry, and Competitiveness and the European Social Fund. In addition, the authors would like to thank the ‘‘Azienda Nazionale Autonoma delle Strade’’ (ANAS) and the ‘‘Automobile Club Italia’’ (ACI), who provided traffic and crash data, respectivelyLlopis-Castelló, D.; Bella, F.; Camacho-Torregrosa, FJ.; García García, A. (2018). Time-Based Calibration of the Inertial Operating Speed to Enhance the Assessment of the Geometric Design Consistency. Transportation Research Record. 2672(38):223-232. https://doi.org/10.1177/0361198118782009S22323226723

New consistency model based on inertial operating speed profiles for road safety evaluation

[EN] Road crashes are mainly caused by three concurrent factors: infrastructure, vehicle and human factor. The interaction between infrastructure and human factor leads to the concept of geometric design consistency, which can be defined as how driver¿s expectations and road behavior fit. This paper presents a new global consistency model based on the difference between the inertial operating speed profile (Vi) and the operating speed profile (V85). The first one is calculated as the weighted average speed of the previous road section and represents drivers¿ expectations, whereas the second one represents road behavior. A set of 71 homogeneous two-lane rural road segments located in Italy were used in the calibration of the model. As a result, a Safety Performance Function based on this new consistency model was proposed in order to estimate the number of crashes in an entire road segment. Finally, the new model was compared with previous global consistency models, concluding that the new consistency parameter better explains the phenomenon than the previous ones. Therefore, the new consistency model is a useful tool for the engineers which allows estimating the number of crashes and incorporate road safety to the geometric design of both new two-lane rural roads and improvements of existing highways.This research was subsidized by the Spanish Ministry of Economy and Competitiveness through "Ayudas a la movilidad predoctoral para la realizacion de estancias breves en centros de I+D 2015." The study presented in this paper is also part of the research project titled "CASEFU-Estudio experimental de la funcionalidad y seguridad de las carreteras convencionales" (TRA2013-42578-P), subsidized by the Spanish Ministry of Economy and Competitiveness and the European Social Fund. In addition, the authors would like to thank the Azienda Nazionale Autonoma delle Strade (ANAS) and the Automobile Club Italia (ACI), which provided traffic and crash data, respectively.Llopis-Castelló, D.; Bella, F.; Camacho-Torregrosa, FJ.; García García, A. (2018). New consistency model based on inertial operating speed profiles for road safety evaluation. Journal of Transportation Engineering. 144(4):04018006-1-04018006-10. https://doi.org/10.1061/JTEPBS.0000126S04018006-104018006-10144

Morphometry of the trabecular meshwork in vivo in a healthy population using fourier-domain optical coherence tomography

PURPOSE. We measured the length, thickness, and area of the trabecular meshwork (TM) in vivo using Fourier domain optical coherence tomography (FD-OCT) in a Caucasian population of healthy subjects. METHODS. A cross-sectional study was done of 1006 healthy subjects. Left eyes were randomly selected. Age, sex, IOP, and spherical refractive error were noted. The depth and volume of the anterior chamber and the central corneal thickness were measured with Pentacam, while IOL Master was used to measure the axial length. The length, thickness, and area of the TM were measured through FD-OCT RTVue. A study was done to determine the correlation between TM size, and other demographic and ocular parameters. Finally, the reproducibility of the measurements was assessed for a subgroup of 50 eyes from 50 patients. RESULTS. We were able to measure the TM in 91.1% of the total eyes studied. The mean TM length was 496.99 6 92.77 lm (range, 275–800), TM thickness was 174.16 6 28.14 lm (range, 100–276), and TM area was 0.069 6 0.031 mm2 (range, 0.023–0.133). No differences were found in terms of length and area for sex, although the TM was slightly thicker in men (P ¼ 0.046). No correlation was observed between the TM measurements and any of the studied demographic or ocular parameters (R 0.750, P < 0.001). CONCLUSIONS. The FD-OCT is an effective and reproducible examination technique to measure the length, thickness, and area of the TM in vivo

Environmental effects of road geometric and operational features

[EN] The aim of this study is to analyze the influence of horizontal geometric design and vehicle operation on fuel consumption and gas emissions produced by passenger cars. Continuous speed data were collected along 15 two-lane rural road sections. Different horizontal alignment indexes and operational variables were obtained. Fuel consumption and gas emissions were estimated by applying the VT-Micro model. The results showed that Curvature Change Rate and average speed have a significant impact on average fuel consumption and gas emissions. Finally, different regression models were calibrated based on these variables to estimate fuel consumption [l/100 km] and emissions [gr/km]. These results could be the basis to incorporate environmental sustainability principles into road design guidelines, since currently they do not take into account the environmental impact related to highway geometric design.Nobili, F.; Bella, F.; Llopis-Castelló, D.; Camacho-Torregrosa, FJ.; García García, A. (2019). Environmental effects of road geometric and operational features. Transportation Research Procedia. 37:385-392. https://doi.org/10.1016/j.trpro.2018.12.2073853923

Visual outcomes after bilateral trifocal diffractive intraocular lens implantation

Background In recent years new models of intraocular lenses are appearing on the market to reduce requirements for additional optical correction. The purpose of this study is to assess visual outcomes following bilateral cataract surgery and the implant of a FineVision® trifocal intraocular lens (IOL). Methods Prospective, nonrandomized, observational study. Vision was assessed in 44 eyes of 22 patients (mean age 68.4 ± 5.5 years) before and 3 months after surgery. Aberrations were determined using the Topcon KR-1 W wave-front analyzer. LogMAR visual acuity was measured at distance (corrected distance visual acuity, CDVA 4 m), intermediate (distance corrected intermediate visual acuity, DCIVA 60 cm) and near (distance corrected near visual acuity, DCNVA 40 cm). The Pelli-Robson letter chart and the CSV-1000 test were used to estimate contrast sensitivity (CS). Defocus curve testing was performed in photopic and mesopic conditions. Adverse photic phenomena were assessed using the Halo v1.0 program. Results Mean aberration values for a mesopic pupil diameter were: total HOA RMS: 0.41 ± 0.30 μm, coma: 0.32 ± 0.22 μm and spherical aberration: 0.21 ± 0.20 μm. Binocular logMAR measurements were: CDVA −0.05 ± 0.05, DCIVA 0.15 ± 0.10, and DCNVA 0.06 ± 0.10. Mean Pelli-Robson CS was 1.40 ± 0.14 log units. Mean CSV100 CS for the 4 frequencies examined (A: 3 cycles/degree (cpd), B: 6 cpd, C: 12 cpd, D: 18 cpd) were 1.64 ± 0.14, 1.77 ± 0.18, 1.44 ± 0.24 and 0.98 ± 0.24 log units, respectively. Significant differences were observed in defocus curves for photopic and mesopic conditions (p < 0.0001). A mean disturbance index of 0.28 ± 0.22 was obtained. Conclusions Bilateral FineVision IOL implant achieved a full range of adequate vision, satisfactory contrast sensitivity, and a lack of significant adverse photic phenomena. Trial registration Eudract Clinical Trials Registry Number: 2014-003266-2

Visual outcomes after bilateral implantation of a new diffractive multifocal IOL: Preliminary results

Background: The aim was to determine visual outcomes and patient satisfaction in patients undergoing cataract surgery after the binocular implant of multifocal difractive Intensity IOL Methods: 21 patients were evaluated. Six weeks after surgery, uncorrected distance visual acuity(UDVA), corrected distance visual acuity(CDVA), distance corrected intermediate visual acuity at 60 cm(DCIVA) and distance corrected near visual acuity at 40cm (DCNVA) were determined using the ETDRS test. Defocus curves were produced both in photopic and mesopic conditions. Contrast sensitivity(CSF) was measured using the CSV-1000 test. Patients were shown pictures about dysphotopic phenomena and informed about their meaning with a likert scale from 0 (no problem) to 4 (overwhelming). Results: Post implantation mean logMAR Binocular UDVA, CDVA, DCIVA and DCNVA were 0.07± 0.09, -0.01 ± 0.04, 0.08 ± 0.05 and 0.12 ± 0.06 respectively. Photopic defocus curve showed a extended range of good vision. Mesopic defocus curve results were better than previously reported with trifocal designs. Mean binocular CSF values for 4 spatial frequencies (3, 6, 12 and 18 cpd) were 1.55±0.29, 1.60±0.17, 1.29±0.26 and 0.81±0.15 log. units, respectively. Halos were more frequent than starburst and glare with a Likert scale mean value of 0.86±0.83. Conclusions: The IOL provided a continuous range of vision from distance to near. Patients were not bothered or only slightly bothered in relation to the visual disturbances.Unidad Docente de Inmunología, Oftalmología y ORLDepto. de Inmunología, Oftalmología y ORLFac. de Óptica y OptometríaFac. de MedicinaFALSEunpu

The past, present, and future of university teaching of online journalism: methods and trends

La enseñanza universitaria en España del periodismo digital, o ciberperiodismo, ha llegado para quedarse. Desde que, a mediados de los años 1990, se incorporaron las primeras materias sobre esta disciplina en los planes de estudios, hasta el comienzo de la década de 2020, cuando el número de asignaturas supera el centenar, se ha recorrido un largo camino, que ha conducido a la consolidación de esta especialidad. A partir de una revisión documental de los programas docentes de todas las asignaturas vinculadas al ciberperiodismo (n = 119) publicados online por las universidades españolas, así como de una encuesta a sus docentes (n = 51), este estudio revela el perfil de la enseñanza en torno al periodismo digital en España. Los resultados confirman la relevancia y el fortalecimiento académico de la disciplina, aunque ponen de manifiesto asimismo las dificultades de los docentes para mantener sus asignaturas actualizadas, en un contexto de rápidos y continuos cambios en la profesión periodística

Influence of highway 3D coordination on drivers' perception of horizontal curvature and available sight distance

"This paper is a preprint of a paper submitted to [journal] and is subject to Institution of Engineering and Technology Copyright. If accepted, the copy of record will be available at IET Digital Library"Drivers' road perception is an important human factor of comfort and safety on driving. Available sight distance of crest vertical curves superimposed on horizontal curves can be geometrically optimised by applying 3D coordination criteria. However, drivers might not perceive available sight distance improvements. Two approaches were used to investigate the effect of geometrical optimised design on perceived sharpness and visibility of isolated crest vertical curves overlapped with horizontal curves. A survey-based approach was used to evaluate subjective perception of 100 drivers. Three-dimensional renderings were displayed to subjects; who were asked to rank the curves by sharpness and sight distance. Moreover, 50 of those drivers previously participated on a driving simulation experiment involving the same curves, so objective driving data were collected too. Drivers' survey results indicate that driver's curve perception depends on the algebraic difference of grades while coordination of vertical and horizontal curves does not appear to affect this perception. On the other hand, the operating speeds on different curves were not statistically different from each other. Surprisingly, the operating speeds on a flat curve tended to be lower than on the vertical crest curves superimposed on the same horizontal curve. Likely causes are discussed in the paper.Moreno Chou, AT.; García García, A.; Camacho Torregrosa, FJ.; Llorca Garcia, C. (2013). Influence of highway 3D coordination on drivers' perception of horizontal curvature and available sight distance. IET Intelligent Transport Systems. 7(2):244-250. doi:10.1049/iet-its.2012.0146S24425072Hassan, Y., & Easa, S. M. (2000). Modeling of Required Preview Sight Distance. Journal of Transportation Engineering, 126(1), 13-20. doi:10.1061/(asce)0733-947x(2000)126:1(13)García, A. (2004). Discussion of «Optimal Vertical Alignment Analysis for Highway Design» by T. F. Fwa, W. T. Chan, and Y. P. Sim. Journal of Transportation Engineering, 130(1), 138-138. doi:10.1061/(asce)0733-947x(2004)130:1(138)Bidulka, S., Sayed, T., & Hassan, Y. (2002). Influence of Vertical Alignment on Horizontal Curve Perception: Phase I: Examining the Hypothesis. Transportation Research Record: Journal of the Transportation Research Board, 1796(1), 12-23. doi:10.3141/1796-02Hassan, Y., Sayed, T., & Bidulka, S. (2002). Influence of Vertical Alignment on Horizontal Curve Perception: Phase II: Modeling Perceived Radius. Transportation Research Record: Journal of the Transportation Research Board, 1796(1), 24-34. doi:10.3141/1796-03Hasan, M., Sayed, T., & Hassan, Y. (2005). Influence of vertical alignment on horizontal curve perception: effect of spirals and position of vertical curve. Canadian Journal of Civil Engineering, 32(1), 204-212. doi:10.1139/l04-090Wang, F., & Easa, S. M. (2009). Validation of Perspective-View Concept for Estimating Road Horizontal Curvature. Journal of Transportation Engineering, 135(2), 74-80. doi:10.1061/(asce)0733-947x(2009)135:2(74)Bella, F. (2007). Parameters for Evaluation of Speed Differential. Transportation Research Record: Journal of the Transportation Research Board, 2023(1), 37-43. doi:10.3141/2023-05Ben-Bassat, T., & Shinar, D. (2011). Effect of shoulder width, guardrail and roadway geometry on driver perception and behavior. Accident Analysis & Prevention, 43(6), 2142-2152. doi:10.1016/j.aap.2011.06.004Jia, L., Wang, J., & Lu, M. (2011). Using real-world data to calibrate a driving simulator measuring lateral driving behaviour. IET Intelligent Transport Systems, 5(1), 21-31. doi:10.1049/iet-its.2009.0094Antonson, H., Mårdh, S., Wiklund, M., & Blomqvist, G. (2009). Effect of surrounding landscape on driving behaviour: A driving simulator study. Journal of Environmental Psychology, 29(4), 493-502. doi:10.1016/j.jenvp.2009.03.005Land, M. F., & Lee, D. N. (1994). Where we look when we steer. Nature, 369(6483), 742-744. doi:10.1038/369742a0Zuriaga, A. M. P., García, A. G., Torregrosa, F. J. C., & D’Attoma, P. (2010). Modeling Operating Speed and Deceleration on Two-Lane Rural Roads with Global Positioning System Data. Transportation Research Record: Journal of the Transportation Research Board, 2171(1), 11-20. doi:10.3141/2171-02Kweon, B.-S., Ellis, C. D., Lee, S.-W., & Rogers, G. O. (2006). Large-Scale Environmental Knowledge. Environment and Behavior, 38(1), 72-91. doi:10.1177/001391650528009

Changes in corneal biomechanical properties after 24 hours of continuous intraocular pressure monitoring using a contact lens sensor

Objective: This study was designed to assess changes in corneal topography and biomechanics after intraocular pressure (IOP) monitoring using the Triggerfish contact lens sensor (CLS). Methods: For this prospective study, 30 eyes of 30 subjects: 14 healthy subjects (G1) and 6 glaucoma patients (G2), were recruited for 24 hours of continuous IOP monitoring using the CLS. The following measurements were taken before CLS fitting and after lens removal: maximum keratometry (Kmax), mean keratometry (MK), and corneal astigmatism (Cyl) measured through Pentacam corneal topography, and the corneal biomechanical variables corneal hysteresis (CH) and corneal resistance factor (CRF) measured with the Ocular Response Analyzer (ORA). Results: Pentacam data revealed significant changes after CLS removal in Kmax (+3.14 ± 2.46 D, p = 0.002), MK (+0.52 ± 0.63 D, p = 0.02), and Cyl (+0.48 ± 0.53 D, p = 0.019) in G1; and Kmax (+1.38 ± 1.43 D, p = 0.002) in G2. The changes observed were more pronounced in G1 than in G2 but differences were not significant. The ORA results indicated higher CH (11.35 ± 2.42 vs 8.17 ± 2.09) and CRF (10.3 ± 2.03 vs 9.1 ± 1.81) before lens fitting in G1 than G2, while no significant changes were produced after CLS removal in either group. Conclusions: The use of CLS for IOP monitoring over 24 hours caused topographic changes in both healthy subjects and glaucoma patients. No changes were produced in corneal biomechanics