Distribution of p-values (for the hypothesis tests discussed) and of computed with the model.

<p>The first row depicts the truly different samples (). The bottom row refers to the control samples. For all the plots .</p

ROC curves for the three methods under comparison.

<p>Each point in the ROC curve is obtained by choosing a different threshold for calling differential methylation. For the Z score test and the Fisher's test the p-values are: . For the Beta distributions the threshold probabilities are: . TPR means true positive rate; FPR means false positive rate.</p

Comparing beta distribution with Fisher's test and Z score test.

<p>Each plot contains an enlarged version around p-value . Notice that the in these magnified plots the axis is , for exact powers of take less space in the labels then string of 9 s.</p

Detailed linkage analysis results with 2 methods: variance component (SOLAR and MERLIN) and regression (MERLIN); ⧫ for SOLAR variance component, ▪ for MERLIN regression, ▴ for MERLIN variance component.

<p>(A) Chromosome 5, (B) Chromosome 12, (C) Chromosome 13.</p

A systems perspective on maritime autonomy: The Vessel Traffic Service’s contribution to safe coexistence between autonomous and conventional vessels

The technology development is a cornerstone of continuously improving the society. Automation has increased efficiency, and during the last decade, digitalisation has been another game changer that has opened for technology taking an even larger role in our society. Automation and digitalisation has paved the way for autonomy being the next innovation that can change the transport sectors significantly. However, despite some years with optimism, no commercial maritime autonomous concepts are implemented. My motivation for the study is that the development of maritime autonomy seems to be challenged by a one-sided technology focus and ignoring humans. Such technology focus, forces the development to be an attempt to make machines as humans, and if technology fails, the autonomous concept should be saved by a human operator. Hence, relying on the humans being idle until the moment they are needed, and then act reliable and swift, much like a machine would do. Making machines as humans, and humans as machines, is a difficult task, and consequently I suggest a different approach to maritime autonomy. In my study, I suggest using a systems perspective on maritime autonomy where the focus is shifted from the autonomous vessel in isolation, to a systems perspective considering the interaction between the autonomous vessel, conventional vessel, and the Vessel Traffic Services (VTS), while emphasizing the human role. My system of interest is the VTS, and I focus on Norwegian waters and the Norwegian Coastal Administration (NCA), which is responsible for the Norwegian VTS’ The theoretical frame of reference follows my motivation of taking a systems perspective that considers system performance as well as the human role. As such, the theoretical frame of reference is both systems theory and human factors theory. The theories overlap on the term resilience and the common objective of maintaining a stable performance in a shifting environment. Safe coexistence between vessels of any kind, is considered such stable performance, and is central for my study. The philosophical foundation has pointed the research in a different direction than first anticipated. Safe coexistence is an ontologically subjective claim that can be explained by epistemological objective or subjective claims. My background from aviation led me in the direction of searching for objective claims for safe coexistence. However, this was demanding due to little coherence between the available objective measures and the subjective meaning of safety that was expressed by the participants in the study. Consequently, the research was shifted to look for epistemological subjective claims for safe coexistence. Corollary, the causation in the study concerns how to intervene on the role of the VTS to allow for safe coexistence in a future maritime traffic system with conventional and autonomous vessels. Based on the theoretical frame of reference and the choices of philosophical stances, the requirement for my methodology was to be supported by a known design research methodology, allow for interaction and participation, and iterate between parts and the whole. Consequently, I combined the Design Research Methodology (DRM) with a complementary mindset of systems engineering and human-centred design. In the first stage of the research, I clarify the research area by discussing the human role in the future maritime system. The study highlights that the ambiguity in the term autonomy creates a challenge for the development and a set of parameters to describe autonomy is presented. The human role in maritime autonomy is discussed and emphasises that humans will strengthen the system and will remain responsible. The second stage of the research provides a deeper understanding of the existing role of the VTS. Both a systems approach, of the VTS as a system, and a focus on the humans, the VTS operators, are applied. The systems perspective describes the VTS as a control system in a Maritime Traffic System. Subsequently, the law of requisite variety from cybernetics shows that a VTS needs to have a variety in response equal to, or larger, than the variety in demands by the environment. Focusing on the humans, the research shows that this variety is created by the VTS operators and to explore this performance variety, a cognitive task analysis unpacks how VTS operators cope with complexity. The third stage of the study suggests a socio-technical systems approach to design a future VTS. A democratic approach is recommended, where personnel with different organisational affiliation and expertise provide input to the change. To identify and evaluate changes, internal and external effects to the VTS are considered. The internal effects are identified by a levelled socio-technical approach, while the external effects are found by applying the architectural design principles for system-ofsystems. The final stage of the study applies a user-involved design process, where personnel from the NCA provide input on how to apply traffic organisation and traffic regulation to facilitate for a safe coexistence between autonomous and conventional vessels. The most prominent result is that the VTS needs to change its role from solving problems ad-hoc to taking a tactical responsibility. Some of the identified traffic organisation and regulation measures for the VTS are to some extent present today, while others are new and need to be implemented. The user-involved process, including a prototype of an autonomous vessel in a 2025-scenario, indicates that even if the changes lead to additional responsibilities for the VTS, the measures are considered as feasible and relatively easy to implement

Additional file 2: Tables S1–9. of Single-cell transcriptome conservation in cryopreserved cells and tissues

Table S1. Overview table of experiments. Table S2. Differential gene expression between fresh and cryopreserved K562 cells. (MARS-Seq; top 40 genes). Table S3. Differential gene expression between fresh and cryopreserved HEK293 cells. (MARS-Seq; top 40 genes). Table S4. Differential gene expression between fresh and cryopreserved NIH3T3 cells. (MARS-Seq; top 40 genes). Table S5. Differential gene expression between fresh and cryopreserved MDCK cells. (MARS-Seq; top 40 genes). Table 6: Differential gene expression between fresh and cryopreserved HEK293 cells. (SMARTseq2; top 40 genes). Table 7: Differential gene expression between fresh and cryopreserved K562 cells. (SMARTseq2; top 40 genes). Table S8: Differential gene expression between fresh and cryopreserved PBMC. (MARS-Seq; top 40 genes). Table S9: Differential gene expression between a fresh and cryopreserved PDOX. (MARSseq; top 40 genes). (PDF 40 kb

Genome scan linkage analysis results by the variance component method (SOLAR) in Dielmo, PFA, the number of clinical episodes of <i>P. falciparum</i>. mxPFD and mePFD, the maximum and mean <i>P. falciparum</i> parasite densities during clinical episodes.

<p>PtPF, the prevalence of asymptomatic <i>P. falciparum</i> infection. metPFD and mxtPFD, the mean and maximum <i>P. falciparum</i> parasite densities during asymptomatic infection. Vertical dotted lines represent chromosome boundaries, horizontal dotted lines indicate nominal <i>p</i> values corresponding to LOD score.</p

Number of over-sampled and down-sampled gene biotypes in FFPE specimens.

<p>Number of over-sampled and down-sampled gene biotypes in FFPE specimens.</p

Mapping results in FFPE and matched FF tissue samples.

<p>(A) Percentages of unmapped reads and split-mapped reads in FFPE and FF samples. (B) Percentages of paired-end reads mapping to exonic, intronic or intergenic regions.</p

Characteristics of samples and sample selection.

<p>Characteristics of samples and sample selection.</p