Copy-back defective viral genomes (cbDVGs) are key inducers of antiviral responses during negative-sense RNA virus infection. Once considered byproducts of in vitro viral replication, cbDVGs have since been detected in clinical specimens and implicated in affecting infection outcomes. The molecular mechanism of cbDVG generation remains unclear, thereby hindering our ability to manipulate cbDVG production during infection for therapeutic gain. Previous work showed that respiratory syncytial virus (RSV) cbDVG re-initiation sites cluster in trailer-end hotspots R1, R2, and R3, and that a poly-U mutation in R1 selectively reduced cbDVG formation at the mutated region. Here, we report that a 10U mutation in R2 drastically reduced cbDVGs in this region in both minigenome and recombinant virus systems. Furthermore, during high-multiplicity of infection passaging of the R2-10U virus, we observed delayed detection of cbDVGs with re-initiation sites in R1-R3 (trailer cbDVGs) compared to WT, while no differences in virus titers were observed. Interestingly, we observed the rapid emergence and accumulation of a viral variant bearing a 2-ribonucleotide deletion (R2-8U) within the R2-10U mutation sequence as early as P0. Compared to R2-10U, the R2-8U virus was stable, displayed faster generation and accumulation of trailer cbDVGs, restored cbDVGs with R2 re-initiation sites, and exhibited enhanced genomic replication. Overall, our data identify a sequence in the RSV trailer whose mutation critically modulates both viral replication and the generation/propagation of trailer cbDVGs. Our data also suggest that cbDVG generation, particularly near the trailer, may be an evolutionary tradeoff for more rapid virus genomic replication.IMPORTANCECopy-back defective viral genomes (cbDVGs) are potent inducers of antiviral responses during negative-sense RNA virus infection. They have also been detected in clinical specimens and implicated in modulating infection outcomes. However, the molecular mechanisms governing cbDVG generation remain poorly understood, limiting efforts to manipulate their production for therapeutic benefit. In this manuscript, we focus on cbDVGs generated near the viral trailer end during respiratory syncytial virus (RSV) infection and identify a sequence within the RSV trailer region that, when mutated, critically alters both viral genomic replication and trailer cbDVG generation and propagation. Our observations support the notion that variables promoting enhanced levels of viral replication promote trailer cbDVG emergence and accumulation. Collectively, this work expands the repertoire of RSV genetic tools to manipulate cbDVG composition and kinetics, providing a unique platform to investigate RSV genomic replication, cbDVG-mediated pathogenesis, and the evolutionary significance of cbDVGs.
Trailers for passenger cars are often used for the transportation of goods. There are various trailer designs. Most trailers are equipped with axles, which include swinging arms and are suspended by rubber segments. Observations have revealed that empty trailers have unfavorable driving properties when they are driven on uneven roads, for example, the wheels could jump off the road. Such a situation is dangerous because it is not possible to transmit any contact forces (longitudinal, lateral, or vertical) between the wheel and the road. The goal of the present research was to measure acceleration generated in a single-axle trailer when driving over a road obstacle. Measurements were conducted in a non-public area to avoid the risk of accidents. Acceleration was recorded using two accelerometers placed on the single-axle trailer frame above the wheels' axle of rotation. Tests were performed using a vehicle-trailer combination at the chosen driving speeds, and the results for driving speeds of 20 and 30 km/h are presented. Wood plates with a height of 25 and 50 mm were used as an artificial road obstacle. The single-axle trailer was loaded with gravel bags weighing 0 to 300 kg. The measurements revealed that heavier trailer loads and lower driving speeds are safer for trailer operation. Furthermore, the measurements also demonstrated that the wheels were significantly more likely to jump off the road with a 0 kg load and low driving speed.
A computational model was developed to evaluate the performance and design parameters of a tractor-semi-trailer combination operating under different soil conditions. The model predicts key operational parameters including draft force, drawbar power, tractive efficiency, and fuel consumption, while also generating geometric and structural design parameters for the semi-trailer such as loading box dimensions, axle load distribution, suspension configuration, and weight transfer to the tractor drawbar. Soil-tire interaction was represented using traction and rolling resistance relationships derived from established agricultural traction equations. The model was implemented in a Python-based graphical user interface that allows users to evaluate tractor-semi-trailer performance for different operating conditions including soil strength, wheel slip, forward speed, loading capacity, tractor drivetrain configuration, and tire type. Soil conditions were represented using cone index values ranging from 450 to 1800 kPa corresponding to soft sandy, tilled, firm, and hard soil. Model validation was conducted using standardized tractor performance data obtained from official tractor test reports for four agricultural tractors: John Deere 7810, John Deere 7930, New Holland G190, and New Holland TS120. Simulations were performed under identical operating conditions (12% slip and 6 km h⁻1 forward speed) to evaluate model scalability across tractors with different power ratings and geometric configurations. Predicted drawbar power requirements ranged from approximately 31 to 105 HP depending on soil strength and tractor characteristics. Comparison with standardized tractor test data showed that predicted power demand represented between approximately 62% and 74% of available drawbar power for most tractors under firm soil conditions. Statistical evaluation indicated stable model performance with a coefficient of variation of approximately 9.7% and a correlation coefficient of R2 ≈ 0.84 between predicted and reference drawbar power values. The results demonstrate that the developed model provides realistic predictions of tractor-semi-trailer performance and can be used as a decision-support tool for evaluating transport operations and assisting in the design and selection of tractor-trailer combinations under varying soil and loading conditions.
In response to new and emerging challenges in animal transport, including more stringent biosecurity and public demand for enhanced animal welfare, an innovative prototype trailer with mechanical ventilation and air filtration systems was developed. The performance of the trailer in maintaining acceptable environmental conditions for the pigs during transport in both cold and warm weather was evaluated through a series of road tests. In these tests, the general welfare of the animals during transport was also assessed. Results showed that temperatures inside the animal compartment during cold ambient conditions were above 10 °C for more than 60 to 90% of the trip despite the frequent occurrence of cold temperatures (below 0 °C) at the inlet. On the other hand, the temperature in the animal compartment ranged from 16 to 19.4 °C most of the time during transport in warm weather. The average moisture levels in the animal compartment ranged from 4.15 to 6.3 g/kg dry air and 5.05 to 78.8 g/kg dry air during cold and warm transport conditions, respectively, which is comparable to the humidity ratios measured in conventional pig transport trailers. Carbon dioxide concentration inside the animal compartment ranged from 912 to 1192 ppm in cold conditions and from 1008 to 1414 ppm in warm weather, indicating good air quality in the trailer during transport. Furthermore, there was no significant change in the levels of blood cortisol and in the rectal and body temperatures of pigs measured at the start and end of each monitoring trip, indicating that the pigs showed reduced or minimal stress during transport. The study demonstrated that the trailer design with a mechanical ventilation system significantly improved the thermal comfort and environmental conditions for pigs, contributing to their welfare during transport.
In this paper, a new method for producing movie trailers is presented. In the proposed method, the problem is divided into two sub-problems: "genre identification" and "genre-based trailer production". To solve the first sub-problem, the poster image and subtitle text processing strategy has been used in which, a convolutional neural network (CNN) model has been used to extract features related to the movie genre from its poster image. In addition to these features, the content features of the movie are described in the form of a TF-IDF vector, which is extracted through the pre-processed text of the subtitle. Using a classification and regression tree, a combination of extracted features is classified to identify the genre of the movie. After determining the genre of the movie, a CNN model is defined for each movie genre, and this model is trained based on the key sequences of movies of a particular genre. For this purpose, at the beginning of the second phase of the proposed method, the film is divided into its constituent scenes, and then two categories of visual and textual features are used to describe the characteristics of the scenes. These features are combined to determine the key scenes based on the CNN model corresponding to the movie genre. Finally, the movie trailer is created based on the time constraint specified by the user. The performance of the proposed method has been investigated from two aspects of genre recognition accuracy and trailer production quality. Based on the results, the proposed method can achieve 83.39% accuracy in detecting movie genres, which is at least 1% higher than compared methods. On the other hand, the 56.69% precision of the proposed method in trailer generation shows an improvement of at least 8% compared to the compared methods.
Automated docking technologies for marine vessels have advanced significantly, yet trailer loading, a critical and routine task for autonomous surface vehicles (ASVs), remains largely underexplored. This paper presents a novel, vision-based framework for autonomous trailer loading that operates without GPS, making it adaptable to dynamic and unstructured environments. The proposed method integrates real-time computer vision with a finite state machine (FSM) control strategy to detect, approach, and align the ASV with the trailer using visual cues such as LED panels and bunk boards. A realistic simulation environment, modeled after real-world conditions and incorporating wave disturbances, was developed to validate the approach and is available. Experimental results using the WAM-V 16 ASV in Gazebo demonstrated a 100% success rate under calm to medium wave disturbances and a 90% success rate under high wave conditions. These findings highlight the robustness and adaptability of the vision-driven system, offering a promising solution for fully autonomous trailer loading in GPS-denied scenarios.
This research article addresses the hypothesis that vehicles used for cattle transport are contaminated with Escherichia coli, a potential foodborne pathogen, despite current regulations on sanitation practices. Dairy cattle and calves are regularly transported to auction markets, calf rearers and slaughterhouses. UK Government guidelines require livestock transport vehicles to be cleaned and disinfected within 24 hours of use or before re-use within that period. It is feasible, however, that if cleaning fails to eradicate bacteria, then transport vehicles can act as a fomite in the spread of antimicrobial resistance (AMR) pathogens. In this study, 13 trailer-loads (TLs) of calves were transported for 40-60 minutes. Trailers were then cleaned and disinfected within 20 minutes of unloading. Five sites within the trailer were swabbed after pressure washing and again 30 minutes after application of disinfectant. A bacterial count for E. coli was performed through growth on selective agar, and species identification was confirmed by MALDI-TOF. A subset of 30 isolates was selected for antibiotic susceptibility screening to a panel of veterinary and human antibiotics. E. coli were recovered from all TLs and sites; however, not all sites were contaminated in each TL. E. coli count was significantly reduced, but not eliminated, following application of disinfectant. Furthermore, high prevalence of resistance to sulphonamides, first-generation cephalosporins, and tetracyclines was observed. Forty percent of screened isolates were also classified as multidrug-resistant (MDR) (i.e. resistant to at least one antibiotic from three or more antibiotic classes). Application of disinfectant did not increase the risk of recovering an MDR isolate. This study demonstrates that livestock trailers can harbour potential zoonotic pathogens with AMR properties. Disinfection in accordance with current guidelines is an important step in reducing, but not eradicating, bacterial populations in these vehicles. Improved cleaning and/or disinfection policies are required to mitigate the potential for AMR transmission.
Operant conditioning that includes primarily positive reinforcement (R+) has been shown to be an effective and welfare-friendly method of training horses. Despite this, operant conditioning and R+ are not fully understood by many horse trainers who claim to advocate for its use. Anecdotal observations suggest that some professional trainers who claim to use R+ do not use R+ primarily, even in publicly offered educational demonstrations. To better understand readily available training materials regarding the use of R+ with horses, we reviewed a sample of 20 online trailer-training demonstrations to evaluate the extent to which R+ was used. Based on the percentage of trainer actions judged to be R+ versus negative reinforcement (R-), positive punishment (P+), or negative punishment (P-), eight of the 20 (40%) demonstrations included R+ exclusively. Three additional demonstrations included primarily R+ (> 90% of trainer actions), with the remainder R-. Seven used mostly R+ (55-80% R+ in combination with R-), and two used little R+ (16-23%), with the remainder mostly R-. The percentage of positive behavioral responses of the horse toward loading progress was strongly positively associated with the percentage of R+ trainer actions (r2 = 0.90, p < 0.0001). The results of this sample confirm that not all online demonstrations of R+ accurately portray primarily R+.
Processing bodies (P-bodies) are dynamic, membraneless organelles that mediate mRNA storage, translational repression, and decay. While the roles of individual P-body proteins in transcript recruitment are well characterized, how the emergent biophysical properties of P-bodies contribute to selective mRNA regulation remains poorly understood. Here, we identify the RNA-binding protein Trailer Hitch (Tral) as a key regulator of P-body composition and physical state during Drosophila melanogaster oogenesis. Loss of Tral disrupts P-body structure, leading to elevated levels of Cup and reduced levels of Me31B. This compositional shift is driven by degradation of twinstar mRNA, which encodes an actin regulator, resulting in reduced nuclear actin levels and altered transcription of P-body components. Using super-resolution microscopy, RNAi-mediated knockdowns, and chemical treatments, we show that Tral is also essential for transcript-specific mRNA partitioning into P-bodies. We find that in Tral-depleted egg chambers, twinstar mRNA exhibits reduced and mislocalized P-body association, bicoid mRNA dissociates from P-bodies and is degraded, and nanos mRNA remains stably localized. This suggests that selective mRNA retention within P-bodies is governed by a network of molecular interactions, including electrostatic forces, hydrophobic contacts, and direct protein:RNA binding, which are tuned by Tral. Together, our findings position Tral as a central coordinator of P-body autoregulation, integrating transcript stability, nuclear actin dynamics, and condensate organization to govern selective mRNA partitioning.
Although substantial disparities in access to Water, Sanitation and Hygiene (WaSH) facilities persist in high-income countries (HICs), few studies have explored the WaSH experiences of marginalized and criminalized communities in HICs. Our study assessed how the Washroom Trailer Program (WTP), a municipal response to large-scale closures of public washrooms during the COVID-19 pandemic, shaped experiences of health (in)equity among unhoused/precariously housed people, sex workers and people who use substances in Vancouver, Canada. Specifically, we examined how WTP interventions shaped access to WaSH services, overdose prevention, risks of gender-based violence (GBV), and connections to health care and social services. We analyzed 47 semi-structured interviews (2023-2024) with WTP users, peer staff and site operators and drew on a structural determinants of health framework and an intersectional feminist lens to delineate how structural inequities intersect and compound to shape access to and engagement with WaSH infrastructure. Our results indicate that unhoused/precariously housed women, sex workers and people who use substances face heightened gender safety concerns in their attempts to carry out regular WaSH activities, with unique gendered vulnerabilities to physical and sexual violence. We found that WTP interventions have the potential to reduce health and drug-related vulnerabilities, including risks of GBV, primarily through the integration of low-barrier gender-responsive anti-violence and harm-reduction supports alongside WaSH infrastructure. The findings of this study highlight the potential benefits of scaling and evaluating similar WaSH interventions in other urban settings in HICs as a pragmatic means of improving overall safety, health and well-being among marginalized and criminalized populations.
Loading docks and trailers present high-risk environments for heat stress during summer months and heatwaves. Literature on heat risks in indoor and semi-indoor spaces such as warehouses is limited. While recognized as a top tier hazard control, there is also limited empirical support of ventilation controls for thermal stress in loading dock and warehouse spaces. This study evaluated whether a simple dual-fan circulation method, leveraging Archimedes, buoyant force, and convection principles, could reduce heat index values inside trailers compared to a conventional single-fan method. Data were collected from 100 trailers during peak summer months in a Midwestern warehouse. Temperature and humidity were recorded, and heat index values were calculated using the National Weather Service chart. Independent-samples t-tests and ANCOVA adjusting for outdoor ambient conditions were conducted. The dual fan method significantly reduced trailer heat index compared to single fans, t(98) = 2.96, p = 0.004, with a medium-to-large effect (Hedges' g = 0.59). ANCOVA indicated that dual fans moderated the effect of outdoor temperature, explaining 43.7% of the variance in heat index (partial η2 = 0.36-.38). Findings demonstrate that dual-fan circulation is a low-cost, scalable engineering control that meaningfully reduces thermal stress in trailers and buffers against rising outdoor temperatures. These results support integrating simple engineering interventions into warehouse heat prevention programs to protect worker health and sustain productivity.
Copy-back viral genomes (cbVGs) are generated during the replication of negative-sense RNA viruses when the polymerase drops off from the genome and reattaches to the nascent strand. cbVGs have strong immunostimulatory properties and impact infection outcomes. Despite their importance, the composition and mechanisms of de novo cbVG generation and accumulation remain unclear due to challenges in obtaining cbVG-free virus stocks (clean stocks). Here, we obtained several clean stocks by independently rescuing recombinant Sendai virus (SeV) six times and verified their cleanliness through PCR, RNA sequencing, and absence of immunostimulatory activity. High multiplicity-of-infection (MOI) passaging of clean stocks produced six high-MOI passaged stocks, each with distinct cbVG populations. Among them, polymerase drop-off (break) positions occurred throughout the genome, while polymerase reattachment (rejoin) positions preferentially occurred near the trailer end. Few common breaks were observed between stocks, while there was a hot rejoin region near the trailer end. In each stock, a few cbVG species dominated and remained stable across passages, all conforming to the "rule of six," regardless of length. Low-abundance cbVGs were variable across passages, indicating the continuous generation of new cbVGs, despite the stabilization of a subset of species. Intriguingly, cbVG species that originated from polymerase drop-off at or close to nucleotide 1 were present in all stocks, suggesting that cbVG species originating at the 3' end of the genome are conserved products of SeV replication.IMPORTANCECopy-back viral genomes (cbVGs) are generated during infection when the polymerase drops off from the template and reattaches to the nascent strand, and they are major drivers of antiviral immunity. However, natural isolates contain pre-existing cbVGs, limiting our ability to understand how cbVGs are generated and accumulated. Here, we used cbVG clean stocks obtained from cDNA to address these questions. Comparative analysis of six parallel cbVG-high stocks showed that polymerase drop-off sites are broadly distributed across the genome, with a recurrent origin near nucleotide 1, while polymerase reattaches near the trailer end. Longitudinal analysis revealed that dominant cbVG species remain stable across passages of the same stock, whereas some cbVGs are dynamic. cbVG accumulation was independent of cbVG length but strictly followed the rule of six. These findings reveal conserved and variable features of cbVG generation from clean stocks and shed light on how cbVGs accumulate during infection.
Renewable natural gas (RNG) is associated with reduced emissions but a comparison of its transport modes is needed. For this study, carbon intensity (CI) values were calculated using the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET-2024 version) life cycle analysis model and its California version, CA-GREET 4.0. RNG transport by pipeline was found to have the lowest CI score over medium to long distances due to the high energy efficiency of the transmission network. Compressed natural gas (CNG) tube trailers had the lowest carbon intensity (3.2 gCO2e/MJ) over shorter distances (up to 250 miles) due to minimal static emissions, but their limited payload capacity leads to higher delivery emissions (1.56 gCO2e/MJ per 100 miles) over distances above 250 miles. As a result, liquid natural gas (LNG) trailer transport, despite having higher static emissions (10.2 gCO2e/MJ), becomes more favorable over longer distances (above 650 miles) due to its superior delivery efficiency. These findings suggest that while CNG transport is advantageous for short hauls, pipeline transmission remains the most efficient option, with LNG trailers only becoming competitive over long distances (over 900 miles). The study provides utilities and RNG producers data to consider transport options with the lowest carbon footprint.
This study analyses NOX emission deterioration in Euro V and Euro VI ABC diesel trucks using remote sensing data from Belgian and Swiss highways. Trucks are classified as rigid trucks or tractor trailers and articulated trucks with three or more axles. Euro VI ABC trucks comprise 80 % of the dataset, with 93 % of records representing tractor trailers or articulated trucks. A slight temperature dependence of NOX emissions is noted, and for deterioration purposes, only data from ambient temperatures between 15 and 25 °C are used. NOX emissions increase linearly with mileage, while the NO2/NOX ratio decreases following a polynomial trend. The NOX deterioration rate for Euro VI ABC tractor trailers ranges from 0.09 to 0.15 ± 0.01 g/kg fuel per 100,000 km, corresponding to an overall increase of about 60-70 % over 700,000 km, with no substantial difference observed between Belgian and Swiss trucks. Most trucks remain within regulatory NOX limits throughout their lifespan. However, a significant subset of high emitters is identified, with Euro V vehicles exceeding 20 g NOX/kg fuel (∼4 g/kWh), and Euro VI vehicles exceeding 7 g NOX/kg fuel (∼1.33 g/kWh). The share of high emitters among Euro VI ABC tractor trailers increases with mileage, averaging about 7-11 % at approximately 325,000 km across both Belgium and Switzerland. These vehicles increase NOX emissions from the clean fleet when driving on highways by 30-50 %. The findings support updated deterioration functions and emission factors in the forthcoming Handbook of Emission Factors for Road Transport v5.1, aiding emission inventorying, regulation, and air quality management under Europe's Zero Pollution Ambition.
Human mitochondrial genome (mtDNA) encodes multiple proteins in the oxidative phosphorylation complexes as well as the ribosomal and transfer RNAs (tRNAs) needed for in situ translation. These genes are transcribed from only three promoters, producing polycistronic transcripts that are co-transcriptionally cleaved by mitochondrial RNase enzymes to release majority of individual gene products. tRNAs separate many of these genes and are thought to serve as "punctuation" marks that enable RNase recognition, binding, and hydrolysis of the 5' "leader" and 3' "trailer" sequences flanking the tRNA. Mutations in the tRNA genes dominate the mtDNA-linked mitochondrial pathologies; yet a systematic study of the impact of tRNA sequence variation on the RNase-catalyzed processing is lacking. Here, we employed human mitochondrial tRNATyr as a model system to dissect the effect of tRNA variants on the in vitro 5' leader and 3' trailer hydrolysis. We found that nucleotide variations located near the catalytic interfaces - particularly within or near the tRNA acceptor stem - showed the strongest defects in 5' processing and prevented release of the downstream tRNA in a tRNA cluster where multiple tRNAs are transcribed in tandem. This work provides mechanistic insight into how mutations disrupt coordinated mitochondrial tRNA processing and establish a framework for predicting variant effects based on their structural position relative to the processing enzymes.
Cull sow transport in hot summer months can cause morbidity and mortality due to heat stress (HS), and there is a need to reduce these risks. Therefore, the study objective was to evaluate whether genomic selection for HS tolerance (TOL) or sensitivity (SEN) in the F1 generation would alter behavioral and physiological indicators of HS in cull sows transported during the summer. We hypothesized that TOL sows would have a reduction in behavioral and physiological stress responses relative to SEN sows during summer transport. One day post-weaning, 14 TOL and 14 SEN primiparous sows (Large White × Landrace) were loaded onto a trailer (0.65 m2/sow) and transported for 4 h 53 min on 50% two-lane and 50% four-lane roads in central Indiana, USA on July 26, 2023. Data loggers were placed within the trailer to record dry bulb temperature and relative humidity in 5 min intervals. Prior to transport, nine TOL and seven SEN sows were fitted with data loggers to record vaginal temperatures (TV) in 5 min intervals. In addition, a thermal imaging camera was used to record temperatures of the periocular area and lacrimal caruncle and salivary cortisol was assessed in all sows pre- and post-transport. Finally, sows were imaged throughout the transport process using mounted cameras to evaluate standing, lying, sitting, and mounting behaviors. All data were analyzed using R software V4.1.1. and the "lmea4," "lmertest," and "nlme" R packages with the sow considered as the experimental unit. Dry bulb temperature, relative humidity, and Enthalpy Comfort Index (ECI) during the trip were 29.7 ± 0.2 °C, 70.33 ± 1.74%, and 76.45 ± 2.76 kJ/kg dry air, respectively. Lacrimal caruncle temperature was greater (P < 0.05) for SEN (34.1 ± 0.40 °C) versus TOL (32.7 ± 0.40 °C) sows. Sitting behavior was positively associated with transport time (β = 0.10; P < 0.01). Likewise, lying behavior was positively associated with transport time (β = 0.03; P < 0.05) and with ECI (β = 1.05; P < 0.01). Salivary cortisol levels were increased overall (P < 0.01) during loading (27.10 ± 2.64 ng/mL) versus post-transport (6.90 ± 3.07 ng/mL), regardless of the genetic line. No other differences were detected with any comparison (P > 0.10). In summary, cull sow transportation during the summer increased behavioral and physiological signs of stress in sows. However, only lachrymal caruncle temperature was influenced by genomic selection in the F1 generation. Cull sows are more vulnerable than younger or market-weight pigs to heat stress during transportation due to their large body size and increased metabolic heat production, which can compromise their welfare. Genomic selection for heat stress tolerance can improve thermoregulation in gilts, but it remains unknown whether this approach benefits cull sows during summer transport conditions. Therefore, the study objective was to evaluate whether genomic selection for heat stress tolerance reduces physiological and behavioral indicators of heat stress in cull sows during a 4 h and 53 min summer transport. All sows exhibited increased salivary cortisol during loading, increased vaginal and skin temperature after transport, and increased lying and sitting behaviors during transport, particularly after microclimate temperatures increased. Furthermore, only lacrimal temperature differed between genetic lines, with heat stress tolerant sows presenting reduced temperatures relative to heat stress sensitive sows. These observations suggest that summer transport represents a welfare risk for cull sows. However, genomic selection for heat stress tolerance did not present advantages to cope with summer transport conditions in the F1 generation, suggesting that multiple generations of selection may be required to fully realize any positive impacts of genomic selection for heat tolerance in transported cull sows.
Dense, individual-level datasets are an important resource for social neuroscience that enable models of brain responses to a wide range of naturalistic features, often investigated with movie fMRI. This data release provides high spatiotemporal resolution 3 Tesla BOLD fMRI data in three healthy participants while viewing four feature-length movies with sound (Grand Budapest Hotel, Forrest Gump, Planet Earth, Jiro Dreams of Sushi; ca. 520 minutes) and a movie trailer composite, together with clip and movie repeats. All movie functional data were acquired with partial brain coverage from an approximately axial slab covering ventral prefrontal and temporal lobes, including the amygdala, with a repetition time of 556 ms and complex-valued image reconstruction. The dataset is released in both unprocessed and minimally preprocessed forms with individual, high quality anatomic templates. Preprocessed fMRI data are provided in both individual template and FreeSurfer average surface spaces. Reference raw data are provided for a conventional face-object functional localizer task. Auxiliary physiological data includes 4-lead ECG waveforms, image-estimated respiratory waveforms and pupillometry. Quality metrics include temporal SNFR maps, high-resolution B0 maps, EPI dropout and head motion parameters for all runs. Physiological noise estimation and cleaning used spatial independent component analysis and custom, per-subject component classification. Annotations for the movies provide automated low-level audiovisual and facial features, as well as emotion ratings from each participant. The presence of presumed BOLD neurovascular responses not associated with physiological or instrumentation noise was confirmed using temporally concatenated spatial independent component analysis (tcsICA).
Processing bodies (P-bodies) are cytoplasmic granules that regulate mRNA storage, repression, and decay, yet how their internal organization supports selective mRNA regulation remains poorly understood. Here, we show that the conserved LSm protein Trailer Hitch (Tral) is a key organizer of P-body architecture and function in Drosophila melanogaster nurse cells. Using quantitative confocal imaging, super-resolution microscopy, and chemical perturbation of intermolecular interactions, we demonstrate that Tral coordinates the incorporation and spatial organization of the core P-body proteins Me31B and Cup. Loss of Tral alters their partitioning into P-bodies, promotes demixing into distinct subdomains, and shifts condensates toward a less dynamic, structurally heterogeneous state. These organizational changes have functional consequences for mRNA storage: Tral depletion selectively releases maternal mRNA bicoid, while nanos mRNA remains P-body associated and stable. We further identify twinstar mRNA, encoding the actin regulator Cofilin, as a Tral-dependent P-body client whose localization and organization within P-bodies requires Tral:RNA interactions and electrostatic forces. Reduced twinstar mRNA levels in the absence of Tral are associated with decreased nuclear G-actin and altered transcription of me31B and cup, revealing a potential feedback mechanism that links cytoplasmic P-body organization to nuclear gene expression. Together, these findings establish Tral as a central regulator of P-body architecture that couples condensate organization to selective mRNA regulation and transcriptional homeostasis in D. melanogaster nurse cells.
The National Beef Quality Audit (NBQA)-2022 systematically evaluated quality characteristics of cattle, carcasses, and by products generated from the fed steer and heifer sectors. This audit was conducted from September 2021 through November 2022 in 22 beef processing facilities across 11 states. Approximately 7800 live animals were evaluated exiting the trailer and in holding pens, and about 23,200 carcasses were evaluated on the harvest floor for multiple characteristics. Cattle were transported on average 245.3 km for a travel time of 2.9 h, averaging 36 animals per load. On average, trailers had 41.3 m2 of floor surface area, and cattle were housed in 3.7 compartments, allotting 1.2 m2 per animal. Cattle received 91.7% mobility score 1 (walks easily, no stiffness). Cattle identification was observed on 93.3% of the those evaluated with the following frequencies: lot visual tags (61.3%), individual visual tags (58.1%), electronic tags (29.4%), low frequency electronic tags (28.9%), and metal clip tags (11.0%). For hide color/apparent breed type, most were black hided (62.3%), followed by Holstein (12.3%), red (11.3%), tan (4.9%), yellow (2.6%), gray (2.0%), brown (2.0%), non-Holstein dairy (1.7%), and white (1.1%). Most cattle were not branded (70.5%), followed by presence of butt brands (22.4%), side brands (7.0%), and shoulder brands (1.1%). For mud/manure on the hide, 49.6% had none that was visible; when observed, the most common areas were on the legs (38.7%) and belly (31.1%). Most cattle had no horns (84.1%); for those with horns, 4.6% were <2.54 cm in length, 7.9% were 2.54 to 12.7 cm in length (7.9%), and 3.3% were > 12.7 cm in length. For bruises, 47.7% of the carcasses had none, and for those with bruises, the loin (30.0%), rib (23.7%), chuck (19.7%), and round (19.3%) were the most common locations. For dentition, 95.4% had 2 or fewer permanent incisors deemed as less than 30 mo of age. Offal/byproducts condemnations occurred for liver (28.5%), lung (20.9%), viscera (12.5%), head (4.5%), and tongue (1.8%). Compared numerically to NBQA (2016), although we observed an increased area allotted per animal, travel time to the harvest facility was longer and mobility scores were lower (less mobile) exiting the trailer. Fewer cattle were identified via ear tagging, however, there was an increase in the use of electronic tags. Numerically, the percentage of black-hided cattle increased, and percentage of Holsteins declined, branding increased, mud/manure amount found on the hide declined, cattle without horns increased, and cattle 30 mo of age or older increased. Carcasses found with 1 or more bruises increased drastically (13.4% increase compared the NBQA-2016). Metrics observed in this study provide industry updates on improvements and deficiencies found in the fed beef cattle system.
The Artificial Bee Colony (ABC) algorithm is a simple and effective population-based optimization method, but it may exhibit unstable convergence and weak exploitation capability in discrete and highly constrained problems. This study proposes an improved ABC framework that integrates a probabilistic Uniform crossover operator and a gene-level lock mechanism to enhance convergence stability and local refinement. The framework is applied to an integrated multi-resource allocation problem in liquid transportation, which has not previously been addressed within the ABC literature. The problem requires the simultaneous assignment of drivers, trucks, trailers, and ISO tanks under operational and regulatory constraints. Comparative analysis of different ABC configurations shows that integrating only Uniform crossover reduced the mean cost to 17.78, adding only the lock mechanism reduced it to 29.78, and combining both further decreased it to 14.94, indicating a complementary effect between the two mechanisms. The proposed configuration consistently achieved the lowest mean costs across small, medium, and large datasets. Compared with established metaheuristic algorithms and expert manual planning (34.72), the method produced lower-cost and feasible solutions, demonstrating both algorithmic robustness and practical relevance.