Treatment with IL5-/IL-5 receptor antagonists in drug reaction with eosinophilia and systemic symptoms (DRESS).

Purpose Drug reaction with eosinophilia and systemic symptoms (DRESS) is a severe delayed drug hypersensitivity reaction with exanthema, eosinophilia, and organ manifestations. After culprit drug withdrawal, systemic corticosteroids (CS) are the most widely used treatment, often requiring high doses for months. Blocking the IL-5/IL‑5 receptor axis with mepolizumab, reslizumab, and benralizumab is a promising targeted treatment with a good safety profile and no immunosuppressive effect. The aim of this study is to summarize current experience with the anti-IL5/IL-5-receptor therapy in DRESS. Methods A retrospective analysis of all patients diagnosed with DRESS and treated with mepolizumab, reslizumab, or benralizumab in DRESS was performed. In addition, a PubMed-Medline search for publications on DRESS with anti-IL-5/IL‑5 receptor treatment was performed. Results Of the 14 cases identified, 6 patients were treated with mepolizumab, 6 with benralizumab, 1 patient with reslizumab, and 1 patient was switched from benralizumab to mepolizumab. The main indication for an IL‑5 blockade was a therapy-refractory course (7/14 [50.0%]), recurrent relapses (3/14 [21.4%]), and severe organ dysfunction (2/14 [14.3%]). In 13/14 (93%) cases, a rapid clinical improvement with suppression of eosinophilia and reduction of CS could be achieved. In all but two cases under mepolizumab (dose 100-600 mg) or reslizumab (dose according to body weight), two or more doses were necessary until resolution of DRESS. In 4/7 cases under benralizumab, a single 30 mg dose was sufficient. Conclusion Blockade of the IL-5/IL‑5 receptor axis appears to be a promising treatment in DRESS with fast clinical improvement, which may allow more rapid reduction of CS, and a good safety profile. In addition, a summary of recommendations on when to use blockade of the IL-5/IL‑5 receptor axis in DRESS treatment is provided

Incidência de internações e mortalidade por sepse em um hospital do Rio Grande do Sul - Brasil

Introdução: O tratamento para os indivíduos acometidos por sepse deve ser o mais precoce possível, pois sabe-se que o tempo de internação hospitalar nesses pacientes se torna prolongado, acarretando inúmeras limitações e, até mesmo, o risco de ir a óbito. A sepse tem se tornado de grande impacto na saúde devido ao fato de ser uma das responsáveis pelas altas taxas de mortalidade hospitalar. Objetivos: Analisar a incidência de internações e mortalidade por sepse no período de um ano em um hospital do noroeste do Estado do Rio Grande do Sul. Metodologia: Estudo transversal, analítico, retrospectivo, do tipo observacional, realizado por intermédio de coleta de dados em prontuários eletrônicos disponibilizados pelo hospital, por meio do Código Internacional de Doenças – Sepse (CID 10 – A41) –, dos pacientes internados de janeiro a dezembro de 2018. Resultados: Foram hospitalizados, no total, 112 pacientes com diagnóstico de sepse. A idade média foi de 70, 40 anos, com predomínio do sexo masculino. O tempo de internação hospitalar foi de 10 dias e na unidade de terapia intensiva de 2 dias. A utilização da ventilação mecânica invasiva e não invasiva foi de 31,3% e 8%, respectivamente. A mortalidade ocorreu em 51,8% dos casos hospitalizados com sepse, sendo a predominância na faixa etária superior aos 81 anos. Conculsões: A mortalidade foi significativa nos pacientes, demonstrando maior prevalência na faixa etária superior aos 81 anos. Pode-se, observar, também que o tempo de internação hospitalar foi elevado assim como a utilização da ventilação mecânica invasiva

Integrating ATM and air transport into multimodal transport system for Door-to-Door travel: the X-TEAM D2D project proposed approach

The project designed ConOps has been finally validated by the construction of a simulation model of a high-level D2D case study, with the aim of assessing the performances, feasibility and limitations of the ConOps and identifying the areas of improvement between ATM and the different modes of transport. The simulation model included two parts: the regional airport and related addressed surrounding area (namely Brunswick, served by Hannover airport) and the hub airport and relatedaddressed surrounding area (namely Haarlem, served by Schiphol airport). The simulation model maintained the same structure but included different transport options in 2025, 2035 and 2050. The model implemented both the different existing transport options and perspective transfer possibilities compliant with the X-TEAM D2D designed ConOps, using real-life distances (GIS-Based) and reallife travel times (GIS-based) for the existing possibilities. It included moving objects (carrying info), such as passenger groups and transport entities, and static elements (Capacitated nodes), such as transport network and transfer stations

Integrating ATM and air transport into multimodal transport system for Door-to-Door travel: the X-TEAM D2D project proposed approach

The X-TEAM D2D project activities have been successfully concluded in 2022 and delivered several relevant results. First, the project provided the definition of future scenarios and use cases for the integration of the vertical transport with the surface transport towards integrated intermodal transport system and the identification of the resulting barriers. Based on that, the project carried out the design of the ConOps for integration of ATM and aviation, as well as UTM and UAM, in intermodal transport infrastructure and the parallel and cooperative design of the ConOps for the integration of ATM and UTM into overall intermodal service to passengers. The resulting overall ConOps for the seamless integration of ATM and air transport into an overall intermodal network, including other available transportation means (surface, water), to support the door-to-door connectivity has been finally successfully validated by means of dedicated simulation environment setup by the project as well as external experts assessment. The validation results indicated the feasibility and effectiveness of the proposed ConOps in achieving its target as well as allowed providing suggestions for its future development and improvement, beyond the project scope

An Outline of A Concept of Operations fFor Integration of ATM and Air Transport into Multimodal Transport System for Door-fo-Door Travel

In the framework of the research activities supported by SESAR JU, dedicated research stream is devoted to investigation of integration of Air Traffic Management (ATM) and aviation into a wider transport system able to support the implementation of Door-to-Door (D2D) travel concept. In this framework, the project X-TEAM D2D (Extended ATM for Door-to-Door Travel) has been funded by SESAR JU under the call SESAR-ER4-10-2019: ATM Role in Intermodal Transport, with Grant Agreement n. 891061. The project aims defining, developing and initially validating a Concept of Operations (ConOps) for the seamless integration of ATM and air transport into an overall intermodal network, including other available transportation means (surface, water), to support the door-to-door connectivity, in up to 4 hours, between any location in Europe, in compliance with the target assigned by the ACARE SRIA FlightPath 2050 goals. The project is focused on the consideration of ConOps for ATM and air transport integration in intermodal transport network serving urban and extended urban (up to regional level) mobility, taking into account the transportation and passengers service scenarios envisaged for the next decades, according to baseline (2025), intermediate (2035) and final (2050) time horizons. In this paper, the outcomes of the first phase of the project activities, aimed to provide the initial definition (concept outline) of the proposed overall ConOps are illustrated, emphasizing the specific activities that have been carried out up to date and the related achievements. In addition, an outlook is provided in the paper on the next project activities, expected to be carried out towards the conclusion of the studies and the validation, by means of dedicated numerical simulation campaigns, of the proposed ConOps

Finishing the euchromatic sequence of the human genome

The sequence of the human genome encodes the genetic instructions for human physiology, as well as rich information about human evolution. In 2001, the International Human Genome Sequencing Consortium reported a draft sequence of the euchromatic portion of the human genome. Since then, the international collaboration has worked to convert this draft into a genome sequence with high accuracy and nearly complete coverage. Here, we report the result of this finishing process. The current genome sequence (Build 35) contains 2.85 billion nucleotides interrupted by only 341 gaps. It covers ∼99% of the euchromatic genome and is accurate to an error rate of ∼1 event per 100,000 bases. Many of the remaining euchromatic gaps are associated with segmental duplications and will require focused work with new methods. The near-complete sequence, the first for a vertebrate, greatly improves the precision of biological analyses of the human genome including studies of gene number, birth and death. Notably, the human enome seems to encode only 20,000-25,000 protein-coding genes. The genome sequence reported here should serve as a firm foundation for biomedical research in the decades ahead

Projekt „Resiliente Hafenstrukturen“. Kooperation zwischen der Hoschule Bremen und der bremenports GmbH & Co. KG. Abschlussbericht zur 1. Workshopreihe vom 8. April bis 6. Juli 2011

Im April 2011 initiierte die Hochschule Bremen im Rahmen des Projektes 'nordwest2050' in Kooperation mit der bremenports GmbH und Co. KG eine dreistufige Workshopreihe, in der es um die Erarbeitung von zukunftsfähigen Hafenstrukturen ging. Die Workshopreihe ist ein Element des Teilprojektes "Resiliente Hafenstrukturen", das das Ziel hat, die Planungen für Infrastrukturen des Hafen- und Logistikstandortes Bremerhaven im Hinblick auf klimabedingte Einschränkungen, Störanfälligkeiten und Investitionsbedarfe zu optimieren und zur Grundlage einer regionalen Entwicklungsstrategie zu machen, die gleichzeitig die Optimierung von Hinterlandverkehren anstrebt. Das Projekt geht davon aus, dass erstens der Bedarf an zuverlässigen Infrastrukturen bereits mittelfristig zu einem entscheidenden Engpass in der Fortsetzung der dynamischen Entwicklung der Hafenwirtschaft werden kann. Zweitens können Auswirkungen des Klimawandels die Störanfälligkeit des Umschlagsstandorts sowie des Verkehrssystems regional und überregional weiter erhöhen und zusätzliche Investitionen erforderlich machen. Drittens erfordert das Wachstum der überregionalen Hinterlandverkehre innovative Ansätze, die neben höherer Systemeffizienz auf Umweltentlastung zielen