Concept design of a fast sail assisted feeder container ship

A fast sail assisted feeder container ship concept has been developed for the 2020 container market in the South East Asian and Caribbean regions.The design presented has met the requirements of an initial economic study, with a cargo capacity of 1270 twenty-foot equivalent unit containers, meeting the predictions of container throughput derived from historical data. In determining suitable vessel dimensions, account has also been taken for port and berthing restrictions, and considering hydrodynamic performance. The vessel has been designed for a maximum speed of 25 knots, allowing it to meet the demand for trade whilst reducing the number of ships operating on the routes considered.The design development of the fast feeder concept has involved rigorous analyses in a number of areas to improve the robustness of the final design. Model testing has been key to the development of the concept, by increasing confidence in the final result. This is due to the fact that other analysis techniques are not always appropriate or accurate. Two hull forms have been developed to meet requirements whilst utilising different propulsor combinations. This has enabled evaluation of efficiency gains resulting from different hydrodynamic phenomena for each design. This includes an evaluation of the hydrodynamic performance when utilising the sail system. This has been done using a combination of model test results and data from regression analysis. The final propulsor chosen is a contra-rotating podded drive arrangement. Wind tunnel testing has been used to maximise the performance of a Multi-wing sail system by investigating the effects of wing spacing, stagger and sail-container interactions. This has led to an increase in lift coefficient of 32% from initial predictions. The savings in power requirement due to the sail system are lower than initially predicted. However, another benefit of their installation, motion damping, has been identified. Whilst this has not been fully investigated, additional fuel savings are possible as well as improved seakeeping performance.The design is shown to be environmentally sustainable when compared to existing vessels operating on the proposed routes. This is largely due to the use of low-carbon and zero-sulphur fuel (liquefied natural gas) and improvements in efficiency regarding operation. This especially relates to cargo handling and scheduling. Green house gas emissions have been predicted to fall by 42% and 40% in the two regions should the design be adopted. These savings are also due to the use of the Multi-wing sail system, which contributes to reductions in power requirement of up to 6% when the vessel operates at its lower speed of 15 knots. It is demonstrated that the fast feeder is also economically feasible, with predicted daily cost savings of 27% and 33% in the South East Asian and Caribbean regions respectively. Thus the fast feeder container ship concept is a viable solution for the future of container transhipment. <br/

Concept design of a fast sail assisted feeder container ship

An environmentally sustainable fast sail-assisted feeder-container ship concept, with a maximum speed of 25 knots, has been developed for the 2020 South East Asian and Caribbean container markets. The use of low-carbon and zero-sulphur fuel (liquefied natural gas) and improvements in operational efficiency (cargo handling and scheduling) mean predicted Green house gas emissions should fall by 42% and 40% in the two selected operational regions. The adoption of a Multi-wing sail system reduces power requirement by up to 6% at the lower ship speed of 15 knots. The predicted daily cost savings are respectively 27% and 33% in South East Asian and the Caribbean regions.Two hull forms with a cargo capacity of 1270TEU utilising different propulsion combinations were initially developed to meet operational requirements. Analysis &amp; tank testing of different hydrodynamic phenomena has enabled identification of efficiency gains for each design. The final propulsion chosen is a contra-rotating podded drive arrangement. Wind tunnel testing improved Multi-wing sail performance by investigating wing spacing, wing stagger and sail-container interactions. The associated lift coefficient was increased by 32%. Whilst savings in sail-assisted power requirement are lower than initially predicted an unexpected identified benefit was motion damping.The fast feeder-container ship is a proposed as a viable future method of container transhipment

Deficits in plasma oestradiol measurement in studies and management of breast cancer

The determination of plasma oestradiol has numerous applications in epidemiology, reproductive medicine and breast cancer management. Commercially available analytical methods, which measure the hormone levels without prior purification, have been successfully developed for measuring oestradiol in premenopausal women. The application of these methodologies to the quantification of the very low levels of oestradiol in postmenopausal women is more problematic in terms of accuracy and interpretation. The importance of using appropriate methodology is discussed and illustrated with data demonstrating the disparity in the results obtained when low levels of oestradiol were quantified using direct and indirect methods

Integrative analyses identify modulators of response to neoadjuvant aromatase inhibitors in patients with early breast cancer

Introduction Aromatase inhibitors (AIs) are a vital component of estrogen receptor positive (ER+) breast cancer treatment. De novo and acquired resistance, however, is common. The aims of this study were to relate patterns of copy number aberrations to molecular and proliferative response to AIs, to study differences in the patterns of copy number aberrations between breast cancer samples pre- and post-AI neoadjuvant therapy, and to identify putative biomarkers for resistance to neoadjuvant AI therapy using an integrative analysis approach. Methods Samples from 84 patients derived from two neoadjuvant AI therapy trials were subjected to copy number profiling by microarray-based comparative genomic hybridisation (aCGH, n = 84), gene expression profiling (n = 47), matched pre- and post-AI aCGH (n = 19 pairs) and Ki67-based AI-response analysis (n = 39). Results Integrative analysis of these datasets identified a set of nine genes that, when amplified, were associated with a poor response to AIs, and were significantly overexpressed when amplified, including CHKA, LRP5 and SAPS3. Functional validation in vitro, using cell lines with and without amplification of these genes (SUM44, MDA-MB134-VI, T47D and MCF7) and a model of acquired AI-resistance (MCF7-LTED) identified CHKA as a gene that when amplified modulates estrogen receptor (ER)-driven proliferation, ER/estrogen response element (ERE) transactivation, expression of ER-regulated genes and phosphorylation of V-AKT murine thymoma viral oncogene homolog 1 (AKT1). Conclusions These data provide a rationale for investigation of the role of CHKA in further models of de novo and acquired resistance to AIs, and provide proof of concept that integrative genomic analyses can identify biologically relevant modulators of AI response

Optimising use of electronic health records to describe the presentation of rheumatoid arthritis in primary care: a strategy for developing code lists

Background Research using electronic health records (EHRs) relies heavily on coded clinical data. Due to variation in coding practices, it can be difficult to aggregate the codes for a condition in order to define cases. This paper describes a methodology to develop ‘indicator markers’ found in patients with early rheumatoid arthritis (RA); these are a broader range of codes which may allow a probabilistic case definition to use in cases where no diagnostic code is yet recorded. Methods We examined EHRs of 5,843 patients in the General Practice Research Database, aged ≥30y, with a first coded diagnosis of RA between 2005 and 2008. Lists of indicator markers for RA were developed initially by panels of clinicians drawing up code-lists and then modified based on scrutiny of available data. The prevalence of indicator markers, and their temporal relationship to RA codes, was examined in patients from 3y before to 14d after recorded RA diagnosis. Findings Indicator markers were common throughout EHRs of RA patients, with 83.5% having 2 or more markers. 34% of patients received a disease-specific prescription before RA was coded; 42% had a referral to rheumatology, and 63% had a test for rheumatoid factor. 65% had at least one joint symptom or sign recorded and in 44% this was at least 6-months before recorded RA diagnosis. Conclusion Indicator markers of RA may be valuable for case definition in cases which do not yet have a diagnostic code. The clinical diagnosis of RA is likely to occur some months before it is coded, shown by markers frequently occurring ≥6 months before recorded diagnosis. It is difficult to differentiate delay in diagnosis from delay in recording. Information concealed in free text may be required for the accurate identification of patients and to assess the quality of care in general practice