Search Results (109)

The aim of this study was to identify SNPs in the cattle genome associated with estimated breeding values of feet (EBV_feet) in Holstein-Friesian (HF) cows in Hungary. Foot health is of major importance in dairy cattle industry whereas claw disorders are leading to lameness and thus result in low fertility rates and productivity. Genotyping was performed using the EuroG_MDv4 microarray platform. The final database comprised 2963 animals and 59,151 SNPs. EBV_feet values have been divided into high and low groups. All calculations regarding the genetic differentiation (genome-wide and locus-specific) between high- and low-value groups for EBV_feet, linear regression, and haplotype association tests have been performed with the SNP and Variation Suite software. Thirty-nine SNPs associated with EBV_feet were determined on BTAs 3, 7, 8, 15, 21, and X. The maximum values of the identified SNPs were 0.22 for F_{st_marker}, 23.1 for the −log10(p) of the linear regression, and 26.3 for the −log10(p) of the haplotype association tests on BTA 3. The closest genes to SNPs associated with estimated breeding values for feet (EBV_feet) are mainly associated with tissue structure, immune response, metabolism, growth, development, transport and signaling. Our results could add additional information to the genetic programs focusing on the improvement of foot health in HF cattle. Full article

The impending Euro 7 regulation will impose strict limits on brake particulate matter (PM) emissions from new light-duty vehicles, driving manufacturers to explore alternative rotor materials and/or surface treatments. This paper evaluates the friction and wear emission performance of both a laser-clad grey cast iron (GCI) rotor surface and a plasma electrolytic oxidation (PEO) treated aluminium surface compared to that of an uncoated GCI. Tests were conducted on a small-scale tribometer rig, which was specially adapted to measure airborne emissions while emulating the standard Worldwide harmonised Light vehicle Test Procedure (WLTP). The laser-clad coating was applied via extreme high-speed laser cladding to form an initial 430 L stainless steel layer, followed by a topcoat of 80/20 vol% 430L steel/TiC, both layers being c.100 micron thick. The PEO treatment applies a c.50 micron alumina coating to both a wrought and cast alloy, the latter being more suitable for the manufacture of full-size vented brake rotors. Results show that all rotor materials achieved a satisfactory coefficient of friction (CoF) against suitable low-metallic pad material, although the CoF for the wrought PEO-Al alloy was significantly higher at c.0.65 compared with c.0.50 for the other materials. The gravimetric wear of all the coated rotor surfaces after 8 WLTP cycles was almost undetectable, and pad wear was also significantly reduced. This improved wear resistance led to significant reductions in PM emissions, with the PM10 levels of the uncoated GCI reduced by around 75% for the laser-clad GCI and PEO wrought Al alloy, and by about 60% for the PEO cast Al alloy. When extrapolated to a full-sized passenger vehicle, the results indicated that both the laser-clad GCI and PEO-treated surfaces have the potential to meet the current Euro 7 emissions targets. Full article

Vans (light commercial vehicles) account for only about 11% of the European light-duty vehicle fleet. However, they are mostly used in urban delivery and service operations where frequent stop-and-go driving increases tyre abrasion. Furthermore, their annual mileage is on average more than 70% higher than that of passenger cars. For these reasons, vans are estimated to generate tyre wear emissions that are at least 2.5 times higher than those of passenger cars on a per-vehicle basis, and therefore make a disproportionate contribution to microplastic pollution in cities. The Euro 7 pollutant emission standards introduce, for the first time, regulatory limits on tyre abrasion for passenger car tyres (C1 class) from 2028 and for light-commercial-vehicle tyres (C2 class) from 2030, building on United Nations (UN) tyre testing procedures developed under UN Regulation 117. While two candidate test methods (a real-world method and a laboratory method) have been agreed on for C1 tyres, no equivalent standard exists yet for C2 tyres, and very few experimental data have been published so far. In this study, we adapt the C1 real-world-based method to winter C2 tyres (snow three-peak mountain snowflake, 3PMSF) fitted to vans, and we discuss the practical and regulatory challenges encountered. The resulting abrasion rate and abrasion level indices provide first experimental emission factors for C2 tyres and can inform the ongoing development of regulatory test procedures and limit values for van tyres. We also develop an experimental and analytical framework to relate abrasion measurements to tyre service life (mileage potential). Full article

Objectives: The diagnosis of infective endocarditis (IE) is clinically challenging. This study aimed to examine an endocarditis network and the effects of delayed diagnosis. Methods: We reviewed the patients who were admitted for infective endocarditis at our institution between January 2012 and December 2021. Infective endocarditis was diagnosed according to ESC/EACTS guidelines for the management of endocarditis. Details of admitting hospitals were obtained from the German Hospital Directory. Data are presented as medians (25th–75th quartiles) or absolute values (percentages) unless otherwise specified. Results: A total of 812 consecutive patients were admitted to our centre for IE. Exact records on the time to diagnosis were available for 707 patients (87.1%). The patients were divided into two groups based on the time to diagnosis, i.e., up to 7 days (n = 509; 72.0% group ED) and more than 7 days (n = 198; 28.0% group LD). The EuroSCORE II (p = 0.001) and the EndoSCORE (p = 0.019) were significantly higher in the LD group. The median time to diagnosis was shorter in university hospitals as compared to non-teaching hospitals (p = 0.008) and among patients admitted to cardiology and cardiac surgery departments (p < 0.001). Patients diagnosed later had higher rates of tracheostomy (p < 0.001), longer ICU (p = 0.004) and hospital stays (p < 0.001) and higher in-hospital mortality (p = 0.027). We found that a delayed diagnosis (p = 0.040), stroke (p = 0.004), age > 75 years (p = 0.044) and atrial fibrillation (p < 0.001) were independently associated with in-hospital mortality. Furthermore, survival at 1 and 5 years was significantly higher in the ED group (p < 0.001). Conclusions: The diagnosis of IE may be influenced by a multitude of factors. Our results indicate that a delayed diagnosis is independently associated with an increased rate of in-hospital mortality. According to our results, an early diagnosis of IE may be associated with improved outcomes. Full article

Brake particulate matter (PM) represents a significant portion of the non-exhaust related soot emissions from all forms of transport, posing significant environmental and health concerns. Euro 7 standards only regulate road automotive emissions, while no regulation covers train transportation. This study compares two brake PM samples from rail and automotive applications. Rail brake PM was generated from composite brake pads subjected to real-world urban rapid transit braking conditions, while automotive brake PM was generated using ECE brake pads and discs under World Harmonized Light-Duty Test Cycle (WLTC) conditions. Transmission electron microscopy (TEM) and energy-dispersive X-ray (EDX) analyses were performed to assess PM morphology and composition. Both samples showed PM in coarse (10–2.5 µm), fine (2.5–0.1 µm), and ultrafine (<0.1 µm) size ranges, with angular flakes in automotive PM and rounded particles in rail PM. The rail PM exhibited a uniform size distribution, with a mean Feret diameter of 1 µm. In contrast, the automotive PM shifted toward larger particles, with ultrafine PM representing only 4% of the population. Excluding carbon and oxygen, automotive PM was dominated by iron (6 at.%) and magnesium (1 at.%). Rail PM showed lower iron (0.6 at.%) and higher aluminium (0.7 at.%) and calcium (0.8 at.%), with a broader non-C/O composition. This study tackles source-specific PM features, thereby supporting safer and more efficient non-exhaust emissions regulations. Full article

This study presents a one-dimensional numerical simulation of particulate matter (PM) oxidation and regeneration behavior in gasoline particulate filters (GPFs) under Worldwide Harmonized Light Vehicles Test Cycle (WLTC) conditions. The model incorporates both catalyst activity—represented by activation energy (E) and pre-exponential factor (A)—and exhaust control strategies involving forced fuel cut (FC). PM deposition and oxidation were simulated based on solid-state and gas-phase reactions, with the effects of oxygen concentration and temperature analyzed in detail. The results show that under high catalyst activity (E = 100 kJ mol⁻¹, A = 6.2 × 10⁷), PM oxidation proceeds efficiently even during medium-speed phases, achieving a 98.8% oxidation rate after one WLTC. Conversely, conventional catalysts (E = 120 kJ mol⁻¹, A = 6.2 × 10⁶) exhibited limited regeneration, leaving 0.11 g of residual PM. Introducing forced FC effectively enhanced oxidation by increasing oxygen concentration to 20% and sustaining heat release. A single continuous 100 s FC yielded the highest oxidation (96% reduction), while split FCs reduced peak PM accumulation. These findings demonstrate that optimizing the balance between catalyst activity and FC control can significantly improve GPF regeneration performance, providing a practical strategy for PM reduction in GDI vehicles under real driving conditions. Full article

Grey cast iron brake discs are widely used in automotive applications due to their excellent thermal and mechanical properties. However, stricter environmental regulations such as Euro 7 demand improved surface durability to reduce particulate emissions and corrosion-related failures. This study evaluates multilayer coatings fabricated by Laser Metal Deposition (LMD) as a potential solution. Two multi-layer systems were investigated: 316L + (316L + WC) and 316L + (430L + TiC), which were primarily reinforced with ceramic additives to increase wear resistance, with their influence on corrosion being critically evaluated. Electrochemical tests in 5 wt.% NaCl solution (DIN 17475) revealed that the 316L + (316L + WC) coating exhibited the lowest corrosion current density and most stable passive behavior, consistent with the inherent passivation of the austenitic 316L matrix. In contrast, the 316L + (430L + TiC) system showed localized corrosion associated with micro-galvanic interactions, despite the chemical stability of TiC particles. Post-corrosion SEM and EDS confirmed chromium depletion and chloride accumulation at corroded sites, while WC particles exhibited partial dissolution. These findings highlight that ceramic reinforcements do not inherently improve corrosion resistance and may introduce localized degradation mechanisms. Nevertheless, LMD-fabricated multilayer coatings demonstrate potential for extending brake disc service life, provided that matrix–reinforcement interactions are carefully optimized. Full article

Background: The minimally invasive approach is increasingly recognized as the standard for surgical management of mitral valve disease. Advances in endoscopic visualization and surgical instrumentation have enhanced precision while minimizing trauma, improving both functional and esthetic outcomes. This study presents a single-center experience with total endoscopic mitral valve repair (MVR) performed using two- or three-dimensional video-assisted technology. Methods: Between October 2022 and September 2025, 239 patients underwent total endoscopic MVR at our institution. Demographic, operative, and postoperative data were collected and analyzed. Results: Median age was 63 years, with 64.4% male. Median logistic EuroSCORE and EuroSCORE II were 2.53 and 0.83, respectively. Most patients were NYHA class II (54.4%), and 47.7% had pulmonary hypertension. Mitral annuloplasty was performed in 99.2% of cases; 78.6% received Gore-Tex chordae, 6.3% underwent posterior leaflet resection, and 11.7% edge-to-edge repair. Conversion to sternotomy occurred in 0.4%. In-hospital mortality was 1.3%; stroke occurred in 0.4%. Postoperative atrial fibrillation developed in 26.8%, while major complications such as sepsis (2.1%) and renal failure requiring dialysis (1.3%) were infrequent. Median ventilation time was 5 h, ICU stay was 2 days, and hospital stay was 7 days. Pre-discharge echocardiography showed ≤mild regurgitation in 99.2%. Conclusions: Total endoscopic MVR using two- or three-dimensional video assistance is safe, feasible, and yields excellent clinical, functional, and cosmetic results, with low morbidity and rapid recovery. Full article

Some European Heavy Duty (HD) vehicle manufacturers have adopted Open Crankcase Ventilation (OCV) systems to improve reliability and performance. The emission compliance of HD vehicles both during certification and In-Service Conformity (ISC) testing need to also account for the crankcase ventilation. Despite that, the contribution of crankcase emissions to the overall emissions profile of modern trucks remains underexplored. This study experimentally characterizes the crankcase emissions of a Euro VI Step E HD truck equipped with an OCV system under controlled conditions on a chassis dynamometer. Emissions were measured over the World Harmonized Vehicle Cycle (WHVC) and an ISC-compliant driving cycle at two test cell temperatures. The results indicate that crankcase emissions account for up to 4% and 8% of the current regulatory limits for nitrogen oxides (NO_x) and 23 nm solid particle number (SPN₂₃), respectively. The tightening of NO_x limits under Euro 7 regulations would increase these contributions to approximately 11%. SPN₁₀ crankcase emissions were found to be on the order of 10¹¹ (11% of the Euro 7 limit). Real-time SPN₁₀ and SPN₂₃ measurements revealed that the fraction of nanosized particles increases significantly during cold start, suggesting increased oil combustion within the cylinder. These findings highlight the need to refine crankcase emissions measurement procedures within regulatory frameworks. A systematic investigation of measurement setups and ageing effects, taking into account variations in OCV system designs and piston ring wear, is essential to determine whether characterization during certification is sufficient or if ISC testing throughout the vehicle’s useful life will be required. Full article

This study investigates the relationship between exhaust gas composition, particle number (PN) emissions, and soot microstructure of a 1.9 L compression-ignition engine operated under six controlled steady-state load regimes at 2000 min⁻¹. Unlike standardized transient procedures (e.g., WLTP), the steady-state approach enables isolation and quantification of fundamental thermochemical processes governing soot formation and NO_x production, providing engine-out data highly relevant for understanding Euro 7 emission behavior at the source. The novel contributions of this study include (i) a combined macroscopic–microscopic analysis linking PN emissions with SEM/EDS-based soot morphology; (ii) distribution-based estimation of soot mass concentration using experimentally derived primary particle sizes; and (iii) an experimental demonstration of the NO_x–soot trade-off across increasing load, supported by microstructural evidence of soot oxidation and agglomeration. The results show a clear decrease in PN concentrations with increasing load (from 1.31 × 10⁷ to 6.4 × 10⁶ cm⁻³), accompanied by a marked rise in NO_x emissions and exhaust temperature. SEM analysis confirms a transition from fine, weakly agglomerated soot structures at low load to more compact, oxidized aggregates at high load. Distribution-based particle sizing (20–80 nm, average ~45 nm) yields soot mass estimates that are consistent with theoretical trends and more accurate than fixed-radius approaches. These findings provide experimentally supported insights into engine-out particulate behavior that complements regulatory PN metrics in Euro 7, offering a mechanistic basis for improved emission control strategies and for interpreting PN-focused regulatory thresholds under real-world operating conditions. Full article

Background/Objectives: Whether a remote history of SARS-CoV-2 infection independently affects early haemodynamic stability after elective cardiopulmonary bypass (CPB) remains uncertain. We evaluated whether prior COVID-19 (>7 weeks before surgery) was associated with postoperative vasopressor requirements or early complications in adults undergoing elective CPB. Methods: We conducted a single-centre prospective cohort study including adults (≥18 years) scheduled for elective on-pump coronary, valve, or combined cardiac surgery between 1 August 2022 and 30 October 2023. Patients undergoing emergency procedures or surgery < 7 weeks after infection were excluded. The exposure was a documented history of COVID-19 for >7 weeks preoperatively. The primary outcome was postoperative vasopressor use within 24 h of ICU admission; secondary outcomes included inotrope use, arrhythmias, acute cardiac or respiratory failure, pneumonia, acute kidney injury (KDIGO), delirium, stroke, length of stay, and mortality. Multivariable logistic regression adjusted for age, CPB duration, obesity, anaemia, chronic kidney disease, sex, EuroSCORE I, left ventricular ejection fraction, and procedure type. Results: Of 351 screened patients, 280 elective CPB cases were analyzed; 101 (36.1%) had prior COVID-19. Vasopressor use occurred in 151/280 (53.9%) patients, with no difference between COVID and non-COVID groups (53.5% vs. 54.2%; p = 1.00). Prior COVID-19 was not associated with vasopressor requirement (adjusted OR 0.94, 95% CI 0.56–1.59). Independent predictors were longer CPB duration (aOR 2.80 per hour; p < 0.001) and older age (aOR 1.028 per year; p = 0.02). Secondary outcomes, including organ dysfunction and mortality, did not differ between groups. Conclusions: In adults undergoing elective CPB ≥ 7 weeks after SARS-CoV-2 infection, prior COVID-19 did not increase early vasopressor needs or short-term postoperative complications. Haemodynamic requirements were primarily driven by CPB duration and age. Further research using dose-standardized vasoactive metrics and formal COVID-19 severity stratification is warranted. Full article

Background/Objectives: Short bowel syndrome (SBS) is the leading cause of intestinal failure (IF) that often requires long-term parenteral nutrition (PN). Extended PN results in severe complications and reduced quality of life (QoL). This study aimed to evaluate the QoL utility weights associated with PN duration using vignettes. Methods: We developed detailed scenarios and descriptions to represent eight hypothetical health states, reflecting variations in PN frequency in both pediatric and adult patients. A cross-sectional survey was conducted among 359 Korean adults (aged 19–59 years) from the general population, assigned to evaluate adult (n = 179) or pediatric (n = 180) vignette groups. Health utility was measured using the EuroQol 5-Dimension (EQ-5D), visual analog scale (VAS), and time trade-off (TTO) methods. Multivariable regression analysis using a mixed-effects model was employed to manage repeated measures and control for sociodemographic variables. Results: Utility scores measured using the EQ-5D, VAS, and TTO were negatively correlated with increasing PN days in both adult and pediatric patients with SBS-IF. The highest mean utility values were “0 days on PN” (adults: EQ-5D 0.808, VAS 0.689, TTO 0.874; pediatric: EQ-5D 0.804, VAS 0.680, TTO 0.883), while the lowest were “7 days on PN” (adults: EQ-5D 0.117, VAS 0.180, TTO 0.272; pediatric: EQ-5D 0.070, VAS 0.178, TTO 0.291). These trends remained significant after covariate adjustment (p < 0.001). Conclusions: The study revealed a steady decline in utility values with an increasing number of PN days. These findings highlight the importance of enhancing the QoL in patients with SBS-IF by supporting intestinal adaptation and reducing PN dependency. Full article

Background/Objectives: To report our single-centre experience with the first 100 patients who underwent transcatheter aortic valve replacement (TAVR) with the new balloon-expandable Myval system. We report 3-year outcomes in low- to high-risk TAVR patient populations. Methods: From November 2019 to July 2021, 100 consecutive patients underwent TAVR, and their outcomes were classified according to the Valve Academic Research Consortium 3 definitions. Device performance was assessed using transthoracic echocardiography. Data collection was approved by the local ethical committee. Results: Among the 100 patients, most were male (n = 63), the mean age was 74.7 years, the mean EuroSCORE II score was 4.8 ± 4.9, and the mean Society of Thoracic Surgeons score was 5.6 ± 3.9. All patients were followed up for three years or until death. The rates of all-cause mortality, cardiac mortality and stroke were 28%, 7% and 5%, respectively. After three years, residual moderate aortic regurgitation was detected in eight patients without severe grade, and bioprosthetic valve dysfunction was observed in 17: structural valve deterioration in 10 (only stage 2), non-structural valve deterioration in three (paravalvular leak in one, patient–prosthesis mismatch in two), and endocarditis in four. Definite transcatheter heart valve thrombosis (hypoattenuated leaflet thickening) was not observed. Bioprosthetic valve failure was detected in four patients (stage 1: 1, stage 2: 0, stage 3: 3). After three years of follow-up, survival analysis revealed no significant differences in all-cause mortality, cardiac mortality, or the composite endpoint (including cardiac mortality, stroke and valve-related dysfunction) between patients with bicuspid (BAV) and tricuspid (TAV) aortic valve morphology and across annulus sizes (small, intermediate and large). Conclusions: TAVR resulted in significant and sustained improvements in valve haemodynamics with low rates of valve dysfunction and adverse clinical outcomes over a three-year follow-up period. Valve morphology (BAV vs. TAV) and annulus size did not significantly impact survival, haemodynamic performance, or valve durability. These results support the expanded use of TAVR in diverse patient populations, although extended follow-up is essential to fully establish long-term durability. Full article

The implementation of Euro 7 emission standards demands advanced real-time NO_x monitoring systems for diesel vehicles. Existing unified models inadequately capture phase-dependent emission mechanisms during cold-start, urban, and highway operation. This study develops a novel Mixture of Experts (MoE) architecture with data-driven phase classification based on aftertreatment thermal dynamics. Real-world data from a Euro 6d commercial vehicle (3247 PEMS samples) were classified into three phases, cold (<70 °C coolant temperature), hot low-speed (<90 km/h), and hot high-speed (≥90 km/h), validated through t-SNE analysis (silhouette coefficient = 0.73). The key innovation integrates thermal–kinematic domain knowledge with specialized XGBoost regressors, achieving R² = 0.918 and a 58% RMSE reduction versus unified models (RMSE = 1.825 mg/s). The framework operates within real-time constraints (1.5 ms inference latency), integrating autoencoder-based anomaly detection (95.2% sensitivity) and Model Predictive Control (11–13% NO_x reduction). This represents the first systematic phase-specific NO_x modeling framework with validated Euro 7 OBM compliance capability, providing both methodological advances in expert allocation strategies and practical solutions for next-generation emission control systems. Full article

This article presents the accumulated technical and scientific knowledge from energy performance upgrade work in emblematic and essential municipal and public buildings in Crete and the Greek islands, such as the Venetian historical building Loggia, which is used as the Heraklion City Hall, the Natural History Museum of Crete, Pancretan Stadium, the municipal swimming pool of the municipality of Minoa Pediadas, the indoor sports hall in Leros, primary schools, high schools and a cultural center. Each one of the aforementioned buildings has a distinct use, thus covering almost all different categories of municipal or public buildings and facilities. The applied energy performance upgrade process in general terms is: (1) Mapping of the current situation, regarding the existing infrastructure and final energy consumption. (2) Formulation and sizing of the proposed passive measures and calculation of the new indoor heating and cooling loads. (3) Selection, sizing and siting of the proposed active measures and calculation of the new expecting energy sources consumption. (4) Sizing and siting of power and heat production systems from renewable energy sources (RES). Through the work accomplished and presented in this article, practically all the most technically and economically feasible passive and active measures were studied: insulation of opaque surfaces, opening overhangs, natural ventilation, replacement of openings, daylighting solar tubes, open-loop geo-exchange plants, refrigerant or water distribution networks, air-to-water heat pumps, solar thermal collectors, lighting systems, automation systems, photovoltaics etc. The main results of the research showed energy savings through passive and active systems that can exceed 70%, depending mainly on the existing energy performance of the facility. By introducing photovoltaic plants operating under the net-metering mode, energy performance upgrades up to zero-energy facilities can be achieved. The payback periods range from 12 to 45 years. The setup budgets of the presented projects range from a few hundred thousand euros to 7 million euros. Full article