Independent and Combined Effects of Exercise and Vitamin D on Muscle Morphology, Function and Falls in the Elderly

Regular exercise, particularly progressive resistance training (PRT), is recognized as one of the most effective strategies to prevent age-related muscle loss (sarcopenia), but its effects on muscle function are mixed. However, emerging data indicates that high velocity PRT (fast concentric muscle contractions) is more effective for improving functional outcomes than traditional PRT. In terms of falls prevention, high-challenging balance training programs appear to be most effective. There is also compelling evidence that supplemental vitamin D is an effective therapeutic option for falls prevention. The findings from a recent meta-analysis revealed that supplemental vitamin D at a dose of at least 700–1,000 IU/d or an achieved serum 25(OH)D level of at least 60 nmol/L was associated with reduced falls risk among older individuals. Based on these findings, it is possible that the combination of exercise and vitamin D could have a synergistic effect on muscle morphology and function, particularly since both interventions have been shown to have beneficial effects on type II “fast twitch” muscle fibers and systemic inflammation, which have both been linked to losses in muscle mass and function. Unfortunately however, the findings from the limited number of factorial 2 × 2 design RCTs indicate that additional vitamin D does not enhance the effects of exercise on measures of muscle morphology, function or falls risk. However, none of these trials were adequately powered to detect a “synergistic” effect between the two treatment strategies, but it is likely that if an exercise-by-vitamin D interaction does exist, it may be limited to situations when vitamin D deficiency/insufficiency is corrected. Further targeted research in “high risk” groups is still needed to address this question, and evaluate whether there is a threshold level of serum 25(OH)D to maximize the effects of exercise on muscle and falls risk

The vitamin D, ionised calcium and parathyroid hormone axis of cerebral capillary function: Therapeutic considerations for vascular-based neurodegenerative disorders

Blood-brain barrier dysfunction characterised by brain parenchymal extravasation of plasma proteins may contribute to risk of neurodegenerative disorders, however the mechanisms for increased capillary permeability are not understood. Increasing evidence suggests vitamin D confers central nervous system benefits and there is increasing demand for vitamin D supplementation. Vitamin D may influence the CNS via modulation of capillary function, however such effects may be indirect as it has a central role in maintaining calcium homeostasis, in concert with calcium regulatory hormones. This study utilised an integrated approach and investigated the effects of vitamin D supplementation, parathyroid tissue ablation (PTX), or exogenous infusion of parathyroid hormone (PTH) on cerebral capillary integrity. Parenchymal extravasation of immunoglobulin G (IgG) was used as a marker of cerebral capillary permeability. In C57BL/6J mice and Sprague Dawley rats, dietary vitamin D was associated with exaggerated abundance of IgG within cerebral cortex (CTX) and hippocampal formation (HPF). Vitamin D was also associated with increased plasma ionised calcium (iCa) and decreased PTH. A response to dose was suggested and parenchymal effects persisted for up to 24 weeks. Ablation of parathyroid glands increased CTX- and HPF-IgG abundance concomitant with a reduction in plasma iCa. With the provision of PTH, iCa levels increased, however the PTH treated animals did not show increased cerebral permeability. Vitamin D supplemented groups and rats with PTH-tissue ablation showed modestly increased parenchymal abundance of glial-fibrillary acidic protein (GFAP), a marker of astroglial activation. PTH infusion attenuated GFAP abundance. The findings suggest that vitamin D can compromise capillary integrity via a mechanism that is independent of calcium homeostasis. The effects of exogenous vitamin D supplementation on capillary function and in the context of prevention of vascular neurodegenerative conditions should be considered in the context of synergistic effects with calcium modulating hormones

Deliverable D3.2.1: Evaluation measures and selected scenarios

The purpose of SP3 of the Capacity 4 Rail project is to increase capacity by better methods for timetable planning and operational traffic and to analyse and evaluate capacity of infrastructure and new traffic systems. We have identified four planning horizons, which are strategic level (building of infrastructure), tactical level (timetabling), operational level (short-term rescheduling and dispatching) and driver advisory system (real-time). This deliverable analyse the existing methods for the tactical and operational levels from the aspect of their application for the enhancement of capacity utilisation. Improved methods in analytic, simulation and optimisation models for operational traffic control will raise either capacity utilisation (number of trains) or the punctuality. Operational control of railway traffic is recognised as the critical point in railway systems that requires an improvement. The application of novel computer-based decision support systems is recognised as a potential approach. The discrepancy between the current state of the existing tools for real-time traffic control and the practical operational requirements is identified as the main gap. The focus of the future work will therefore be in overcoming the obstacles that are preventing a straightforward application of the laboratory tools in a real-world environment. A set of potential scenarios that are required to validate the approaches is presented. The scenarios comprise the potential environments where the enhanced models could be applied. Different perspectives for defining the scenarios are considered. The scope and size, traffic heterogeneity, signalling system, the current level of traffic control and the availability of data are recognised as the crucial criteria for defining the scenarios. Finally, the Swedish southern mainline is recognised as the potential scenario that could be an appropriate instance for validation and evaluation of the models. Next steps are: Task 3.2.4 Enhancing frameworks for simulations and modelling and Task 3.2.5 Initial evaluation of scenarios.Kvalitetsstöd Capacity4rail SP3 Operations 2013 – 201

Deliverable D3.2.1: Evaluation measures and selected scenarios

The purpose of SP3 of the Capacity 4 Rail project is to increase capacity by better methods for timetable planning and operational traffic and to analyse and evaluate capacity of infrastructure and new traffic systems. We have identified four planning horizons, which are strategic level (building of infrastructure), tactical level (timetabling), operational level (short-term rescheduling and dispatching) and driver advisory system (real-time). This deliverable analyse the existing methods for the tactical and operational levels from the aspect of their application for the enhancement of capacity utilisation. Improved methods in analytic, simulation and optimisation models for operational traffic control will raise either capacity utilisation (number of trains) or the punctuality. Operational control of railway traffic is recognised as the critical point in railway systems that requires an improvement. The application of novel computer-based decision support systems is recognised as a potential approach. The discrepancy between the current state of the existing tools for real-time traffic control and the practical operational requirements is identified as the main gap. The focus of the future work will therefore be in overcoming the obstacles that are preventing a straightforward application of the laboratory tools in a real-world environment. A set of potential scenarios that are required to validate the approaches is presented. The scenarios comprise the potential environments where the enhanced models could be applied. Different perspectives for defining the scenarios are considered. The scope and size, traffic heterogeneity, signalling system, the current level of traffic control and the availability of data are recognised as the crucial criteria for defining the scenarios. Finally, the Swedish southern mainline is recognised as the potential scenario that could be an appropriate instance for validation and evaluation of the models. Next steps are: Task 3.2.4 Enhancing frameworks for simulations and modelling and Task 3.2.5 Initial evaluation of scenarios.Kvalitetsstöd Capacity4rail SP3 Operations 2013 – 201

Sustainability of Railway Passenger Services: A Review of Aspects, Issues, Contributions and Challenges of Life Cycle Emissions

This paper presents a review of research and models regarding sustainability of railway passenger services. In order to take into account all relevant aspects in terms of environmental impacts of a railway passenger service, a holistic system perspective is required, that includes a whole life cycle assessment. A life cycle approach is important since comparison of for instance only the exhaust emissions of an electric vehicle with a petrol vehicle is misleading, due to neglecting the emissions of for instance electrical energy production process. Thus, all stages in energy carrier, vehicle and infrastructure life cycles are to be considered. Existing models are analyzed, as well as possible developments, focusing on diesel and electrical traction as the most common traction options in use, and on GHG emissions, especially on CO2, which takes the greatest part in all emissions. Issues and challenges in improving the environmental impact of railway passenger services are addressed. Additionally, several areas are indicated where environmental aspects could be included in future assessment models. The main challenge is answering how the existing partial assessments can be brought together and, together with filling the identified gaps, allow to conduct a comprehensive LCA which will produce real-world emissions estimations. Results of this paper will be used as an input in developing a framework for quantifying and improving overall environmental impacts of a railway passenger service

Empty Railcar Distribution

Each year in North America, approximately 30 million carloads are shipped via rail in “general merchandise” or carload service (AAR 2012). In each case, the railroad must deliver a rail-owned empty railcar (such as a box car, gondola, or hopper depending on the commodity) to the origin of the shipper to begin loading. (This process does not apply to private fleets owned and managed by the shipper, as is common for some car types such as tank cars.) After the loaded railcar is delivered to the shipper’s destination and emptied, the rail car is released back to the railroad\u27s custody, and the cycle begins again. The challenge of repositioning a multitude of rail-owned railcars to various origins is known as the empty railcar distribution problem