Axonal Na+ Channels Ensure Fast Spike Activation and Back-Propagation in Cerebellar Granule Cells

In most neurons, Na+ channels in the axon are complemented by others localized in the soma and dendrites to ensure spike back-propagation. However, cerebellar granule cells are neurons with simplified architecture in which the dendrites are short and unbranched and a single thin ascending axon travels toward the molecular layer before bifurcating into parallel fibers. Here we show that in cerebellar granule cells, Na+ channels are enriched in the axon, especially in the hillock, but almost absent from soma and dendrites. The impact of this channel distribution on neuronal electroresponsiveness was investigated by multi-compartmental modeling. Numerical simulations indicated that granule cells have a compact electrotonic structure allowing excitatory postsynaptic potentials to diffuse with little attenuation from dendrites to axon. The spike arose almost simultaneously along the whole axonal ascending branch and invaded the hillock the activation of which promoted spike back-propagation with marginal delay (<200 μs) and attenuation (<20 mV) into the somato-dendritic compartment. These properties allow granule cells to perform sub-millisecond coincidence detection of pre- and postsynaptic activity and to rapidly activate Purkinje cells contacted by the axonal ascending branch.

On the benefits of lower Mach number aircraft cruise

The paper reviews the issue of cruise Mach number and addresses the benefits of operating subsonic commercial aircraft at speeds below the long-range cruise speed. The case considered is the flight of transport aircraft for flight segments up to 1,000nm. It is shown that the fuel burned is decreased by as much as 1·8% on a nominal 1,000nm stage length for operation around the long-range cruise Mach number, or below. This is achieved at a cost of a marginal delay on each flight segment (less than three minutes). The longer flight time is likely not to affect the daily operation of the aircraft. The fuel saving is compounded, because the gross take-off weight (GTOW) is recalculated to take into account the reduced fuel consumption at each flight segment. The analysis into the environmental benefits includes the reduction in,andemissions, and the heat released in the high atmosphere. Sensitivity analyses are carried out on the take-off weight, on the aerodynamic coefficients, on the transonic drag rise and the weight uncertainty. It is predicted that the optimal operation of the example aircraft over a nominal 1,000nm route can reduce the fuel consumption by as much as 150,000kg per year in comparison with an operation at the long-range Mach number. The aircraft model has a maximum take-off weight of 170,000kg and is powered by two GE CF6-80C2 engines.

Marginal Delay: New Measure for Quality of Service at Signalized Intersections

Most existing analytical models determine signal settings at intersections by minimizing total delay. The main problem with these methods is that when green split is based on minimum total intersection delay, low-volume approaches are penalized. Although this may be appropriate, the extent of this penalty has never been theoretically resolved. A new concept and its methodology for determining traffic signal settings were proposed to provide a theoretical basis for this issue. This new concept, marginal delay, has its inception in marginal analysis and is defined as the increase in total delay resulting from a one-vehicle increase in the approach volume. Given the nature of the existing delay equations, marginal delay also represents the measure of the maximum individual vehicle delay for a given cycle. Three marginal delay equations were derived and analyzed over a range of 265 cases. Marginal delay analysis was applied to signal-setting calculations and compared with existing delay models. The work concluded that marginal delay is a significant variable in the calculation of signal settings, especially when large differences exist between the volumes of the different approaches. Furthermore, marginal delay used in conjunction with total delay can improve current signal-timing methods by quantifying the penalty applied to light-volume approaches and by providing a measure of variance between real-time flow and design flow.