Representational organization of novel task sets during proactive encoding

Recent multivariate analyses of brain data have boosted our understanding of the organizational principles that shape neural coding. However, most of this progress has focused on perceptual visual regions (Connolly et al., 2012), whereas far less is known about the organization of more abstract, action-oriented representations. In this study, we focused on humans{\textquoteright} remarkable ability to turn novel instructions into actions. While previous research shows that instruction encoding is tightly linked to proactive activations in fronto-parietal brain regions, little is known about the structure that orchestrates such anticipatory representation. We collected fMRI data while participants (both males and females) followed novel complex verbal rules that varied across control-related variables (integrating within/across stimuli dimensions, response complexity, target category) and reward expectations. Using Representational Similarity Analysis (Kriegeskorte et al., 2008) we explored where in the brain these variables explained the organization of novel task encoding, and whether motivation modulated these representational spaces. Instruction representations in the lateral prefrontal cortex were structured by the three control-related variables, while intraparietal sulcus encoded response complexity and the fusiform gyrus and precuneus organized its activity according to the relevant stimulus category. Reward exerted a general effect, increasing the representational similarity among different instructions, which was robustly correlated with behavioral improvements. Overall, our results highlight the flexibility of proactive task encoding, governed by distinct representational organizations in specific brain regions. They also stress the variability of motivation-control interactions, which appear to be highly dependent on task attributes such as complexity or novelty.SIGNIFICANCE STATEMENTIn comparison with other primates, humans display a remarkable success in novel task contexts thanks to our ability to transform instructions into effective actions. This skill is associated with proactive task-set reconfigurations in fronto-parietal cortices. It remains yet unknown, however, how the brain encodes in anticipation the flexible, rich repertoire of novel tasks that we can achieve. Here we explored cognitive control and motivation-related variables that might orchestrate the representational space for novel instructions. Our results showed that different dimensions become relevant for task prospective encoding depending on the brain region, and that the lateral prefrontal cortex simultaneously organized task representations following different control-related variables. Motivation exerted a general modulation upon this process, diminishing rather than increasing distances among instruction representations

A SPATIAL DATABASE MODEL FOR MOBILITY MANAGEMENT

Abstract. In urban and metropolitan context, Traffic Operations Centres (TOCs) use technologies as Geographic Information Systems (GIS) and Intelligent Transport Systems (ITS) to tackling urban mobility issue. Usually in TOCs, various isolated systems are maintained in parallel (stored in different databases), and data comes from different sources: a challenge in transport management is to transfer disparate data into a unified data management system that preserves access to legacy data, allowing multi-thematic analysis. This need of integration between systems is important for a wise policy decision.This study aims to design a comprehensive and general spatial data model that could allow the integration and visualization of traffic components and measures. The activity is focused on the case study of 5T Agency in Turin, a TOC that manages traffic regulation, public transit fleets and information to users, in the metropolitan area of Turin and Piedmont Region.The idea is not to replace the existing implemented and efficient system, but to built-up on these systems a GIS that overpass the different software and DBMS platforms and that can demonstrate how a spatial and horizontal vision in tackling urban mobility issues may be useful for policy and strategies decisions. The modelling activity take reference from a review of transport standards and results in database general schema, which can be reused by other TOCs in their activities, helping the integration and coordination between different TOCs. The final output of the research is an ArcGIS geodatabase, which enable the customised representation of private traffic elements and measures.</p

Road network comparison and matching techniques. a workflow proposal for the integration of traffic message channel and open source network datasets

The rapid growth of methods and techniques to acquire geospatial data has led to a wide availability of overlapping geographic datasets with different characteristics. Road network data sources are today a significant number, with high differences in level of detail and modelling schemas, depending on the main purpose. In addition, continuous information about people and freight movement is today available also in real-time. This type of data is today exchanged between traffic operators using referencing standards as Traffic Message Channel. Integrating these heterogeneous databases, in order to build an added value product, is a serious task in geographical data management. The paper is focus on techniques to conflate the Traffic message Channel logical network on Open Source road network dataset, in order to allow the precise visualisation of traffic data also in real-time. A first step of the research was the quality assessment of available Open Source (OS) road network dataset, then, a specific procedure to conflate data was set up, using an iterative process in order to reduce at every step the number of possible matching features. A first application of the enhanced OTM dataset is shown for the city of Turin: real-time open data of traffic flows recorded by road network fixed sensors, made available by the metropolitan Traffic Operation Centre (5T) and based on the TMC location referencing, are matched on the OTM road network, allowing a detailed real-time visualisation of traffic state

DEFINITION OF A METHODOLOGY TO DERIVE ROAD NETWORK FUNCTIONAL HIERARCHY CLASSES USING CAR TRACKING DATA

Road network functional hierarchy classifies individual roads into several levels, for efficient traffic management and road network generalization purposes. Automatic and semi-automatic road network extraction methods exist, but the generated products normally lack information on its functional hierarchy. This paper presents a methodology for automatically retrieve functional hierarchy for an OpenStreetMap derived road network from Floating Car Data, obtaining evenly distributed (e.g. for generalization purposes) or dynamic (e.g. to take into account differences in traffic volumes in different moments of the day) classifications. Road network elements are classified in function of vehicle speed values: the class distribution generated with the proposed methodology follows a linear distribution that can be better exploited for generalization purposes. Furthermore, the methodology allows to clearly distinguish different distributions in different moments of the day and days of the week, supporting traffic management activities

Floating car data (fcd) for mobility applications

Floating car data (FCD) is becoming more and more relevant for mobility domain applications, overcoming issues derived by the use of physical sensors (e.g. inductive loops, video observation, infrared and laser vehicle detection etc.), such as limited geographical distribution, measure inhomogeneities, limited or null coverage of minor roads. An increasing number of vehicles are equipped with devices capable of acquiring GPS positions and other data, transmitted in almost real-time to traffic control centres. Based on FCD data, several traffic analysis in support to mobility services can be performed: vehicle density, speed, origin-destination matrices, different patterns in function of vehicle type. If currently the representativeness of FCD can be considered an issue, current growing trend in FCD penetration should naturally overcome this issue. FCD are also higher sensitive to traffic events (e.g. traffic jams) than model-based approaches

SPATIO TEMPORAL DATA CUBE APPLIED TO AIS CONTAINERSHIPS TREND ANALYSIS IN THE EARLY YEARS OF THE BELT AND ROAD INITIATIVE – FROM GLOBAL TO LOCAL SCALE

Maritime trade represents a significant part of all global import-export trade. The traffic of containerships can be monitored through Automatic Identification System (AIS), due to the fact that the International Maritime Organization (IMO) regulation requires AIS to be fitted aboard all ships of 300 gross tonnage and upwards engaged on international voyages. The approach proposed by the authors aimed to extract value added information from an AIS dataset, with a focus on maritime economy. Using an AIS dataset of global position of containerships from 01/01/2012 to 31/12/2016, the paper focuses on space-time data cube creation and analysis for a better understanding of maritime trades trends. Data cube creation has been tested at different spatio-temporal bins dimension and on different specific topics (TEU classes, alliances, chokepoints and port areas), analysing the sensitivity on trend results, and highlighting how appropriate spatio-temporal bins dimensions are important to effectively highlight relevant trends. Results of the trend analysis are discussed and validated with the main data and information found over the period 2012–2016. The aim of this paper is to demonstrate the suitability of this approach applied to AIS data and to highlight its limitations. The authors can conclude that the approach used has proved to be adequate in describing the evolution of the global import-export trade

Oferta de implantes de prótesis total de cadera en Cataluña

El crecimiento exponencial de la oferta de implantes de prótesis total de cadera hace difícil para el cirujano ortopédico establecer criterios de elección, por este motivo hemos realizado un análisis de la oferta actual de los mismos. Se han identificado 67 modelos de implantes de prótesis total de cadera primaria y 19 modelos de revisión comercializados en la comunidad catalana por 24 empresas. El número de variables, de material o diseño de los distintos modelos, sin tener en cuenta las diversas medidas de vástagos, cuellos y cótilos, ha sido de 55. Hemos encontrado referencias bibliográficas de resultados clínicos de un 25% de las prótesis. El rango de coste de los implantes ha sido de 70.000 a 300.570 pesetas para las prótesis cementadas, con un precio medio de 172.805 pesetas; de 375.654 a 648.606 pesetas para las no cementadas, con un precio medio de 480.301 pesetas, y de 412.552 a 713.000 pesetas de las prótesis de revisión, con una media de 568.138 pesetas. Esta dispersión de modelos y precios es mayor que la de otros países de nuestro entorno, y el porcentaje de publicaciones de resultados clínicos encontrado es algo menor que el reportado por algunos autores. Frente a esta situación creemos que serían necesarios estudios clínicos a largo término y sistemas de evaluación estandarizados para poder decidir con criterios rigurosos si los nuevos implantes que aparecen en el mercado con costes más elevados tienen ventajas suficientes para cambiar indicaciones de implantes largamente probados.The exponential growth of the different models of THA actually in offer makes difficult to the orthopaedic surgeon to find sound criteria for the selection of the proper implant. This paper is an attempt to analyse the models actually in offer. We have identified 67 primary THAs types and 19 revision models, commercialised by 24 companies at the catalonian community. The number of variables, materials or designs between different patterns, independently of the size of femoral and acetabular components, has been of 55. Only 25% of implants are supported by reports in the orthopaedic literature. The cost range of implants varied from 70,000 to 300,570 pts. for cemented prosthesis (average: 172,895); from 375,654 to 648,606 pts. for cementless models (average: 480,391); the cost range for revision models varied from 412,552 to 713,000 pts., with an average of 568,138 pts. Such a variety of designs and prices is greater than in other countries of our environment, and the percentage of reports about clinical results that we have found is smaller than the noticed by some authors. We believe that it would be necessary some long term prospective studies and standarized evaluation systems in order to decide if the newer implants, with more expensive price, have enough advantages to substitute the classic implants widely used

Punishment Feedback Impairs Memory and Changes Cortical Feedback-Related Potentials During Motor Learning

© Copyright © 2020 Hill, Stringer, Waddell and Del Arco. Reward and punishment have demonstrated dissociable effects on motor learning and memory, which suggests that these reinforcers are differently processed by the brain. To test this possibility, we use electroencephalography to record cortical neural activity after the presentation of reward and punishment feedback during a visuomotor rotation task. Participants were randomly placed into Reward, Punishment, or Control groups and performed the task under different conditions to assess the adaptation (learning) and retention (memory) of the motor task. These conditions featured an incongruent position between the cursor and the target, with the cursor trajectory, rotated 30° counterclockwise, requiring the participant to adapt their movement to hit the target. Feedback based on error magnitude was provided during the Adaptation condition in the form of a positive number (Reward) or negative number (Punishment), each representing a monetary gain or loss, respectively. No reinforcement or visual feedback was provided during the No Vision condition (retention). Performance error and event-related potentials (ERPs) time-locked to feedback presentation were calculated for each participant during both conditions. Punishment feedback reduced performance error and promoted faster learning during the Adaptation condition. In contrast, punishment feedback increased performance error during the No Vision condition compared to Control and Reward groups, which suggests a diminished motor memory. Moreover, the Punishment group showed a significant decrease in the amplitude of ERPs during the No Vision condition compared to the Adaptation condition. The amplitude of ERPs did not change in the other two groups. These results suggest that punishment feedback impairs motor retention by altering the neural processing involved in memory encoding. This study provides a neurophysiological underpinning for the dissociative effects of punishment feedback on motor learning

AN INTEGRATED APPROACH FOR POLLUTION MONITORING: SMART ACQUIREMENT AND SMART INFORMATION

Air quality is a factor of primary importance for the quality of life. The increase of the pollutants percentage in the air can cause serious problems to the human and environmental health. For this reason it is essential to monitor its values to prevent the consequences of an excessive concentration, to reduce the pollution production or to avoid the contact with major pollutant concentration through the available tools. Some recently developed tools for the monitoring and sharing of the data in an effective system permit to manage the information in a smart way, in order to improve the knowledge of the problem and, consequently, to take preventing measures in favour of the urban air quality and human health. In this paper, the authors describe an innovative solution that implements geomatics sensors (GNSS) and pollutant measurement sensors to develop a low cost sensor for the acquisition of pollutants dynamic data using a mobile platform based on bicycles. The acquired data can be analysed to evaluate the local distribution of pollutant density and shared through web platforms that use standard protocols for an effective smart use