Summer picks: what is ‘mirror life' and why are scientists sounding the alarm?
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The Independent
2 hours ago
- The Independent
The key genetic difference ME sufferers have from others – and what it means
People diagnosed with ME/ chronic fatigue syndrome (CFS) have significant differences in their DNA compared to those without the condition, a new study has found. Scientists said the findings offer the first robust evidence that genes contribute to a person's chance of developing the disease. The DecodeME study, said to be the largest of its kind in the world, uncovered eight areas of genetic code in people with ME/CFS (myalgic encephalomyelitis/chronic fatigue syndrome) that are markedly different to the DNA of people without the condition. Researchers hope the findings will boost 'validity and credibility' for patients, and help rebuff some of the stigma and lack of belief that exists around the condition. There is currently no diagnostic test or cure for ME/CFS, which is believed to affect around 67 million people worldwide, and very little is known about what causes it. A key feature of the condition is a disproportionate worsening of symptoms following even minor physical or mental activity, which is known as post-exertional malaise (PEM,) while other symptoms include pain, brain fog and extreme energy limitations that do not improve with rest. For the new study, researchers analysed 15,579 DNA samples from the 27,000 people with ME/CFS participating in DecodeME, described as the world's largest data set of people with the disease. The eight regions of DNA where scientists found genetic differences involve genes linked to the immune and nervous systems. At least two of the genetic signals relate to how the body responds to infection, which researchers said aligns with long-standing patient reports that the onset of symptoms often followed an infectious illness. Professor Chris Ponting, DecodeME investigator from the University of Edinburgh, said: 'This is a wake-up call. These extraordinary DNA results speak the language of ME/CFS, often recounting people's ME/CFS symptoms. 'DecodeME's eight genetic signals reveal much about why infection triggers ME/CFS and why pain is a common symptom. 'ME/CFS is a serious illness and we now know that someone's genetics can tip the balance on whether they are diagnosed with it.' As a person's DNA does not change over time, experts say the genetic signals identified would not have developed because of ME/CFS and are therefore likely to reflect the causes of the disease. Populations used in the initial study were limited to those from European ancestries. DecodeME research studying DNA data from all ancestries is ongoing. ME/CFS, thought to affect around 404,000 people in the UK, affects more females than males, although researchers found nothing to explain why this is the case. The DecodeME team is now calling on researchers from around the world to access its 'rich' dataset and help drive forward targeted studies into ME/CFS. Sonya Chowdhury, chief executive of Action for ME and a DecodeME co-investigator, said: 'These results are groundbreaking. 'With DecodeME, we have gone from knowing next to nothing about the causes of ME/CFS, to giving researchers clear targets.' She also hopes the discoveries will help change the way the condition is viewed. Ms Chowdhury said: 'This really adds validity and credibility for people with ME. 'We know that many people have experienced comments like ME is not real, or they've been to doctors and been disbelieved or told that it's not a real illness. 'Whilst things have changed and continue to change, that is still the case for some people and we hear that repeatedly as a charity. 'Being able to take this study into the treatment room and say there are genetic causes that play a part in ME is going to be really significant for individuals. 'It will rebuff that lack of belief and the stigma that exists.' The findings have been reported in a pre-print publication, or unpublished study. During a media briefing about the study, researchers were asked about similarities between the symptoms of long Covid and ME/CFS. Prof Ponting said: 'It's very clear that the symptomology between long Covid and ME is highly similar. 'Not for everyone but there are substantial similarities but as a geneticist the key question for me is are there overlapping genetic factors, and we haven't found that in DECode ME with the methods that we've employed. 'One of the key things that we're doing is enabling others to use their different approaches to ask and answer the same question.' DecodeME is a collaboration between the University of Edinburgh, the charity Action for ME, the Forward ME alliance of charities, and people with ME/CFS. It is funded by the Medical Research Council and National Institute for Health and Care Research.
BBC News
2 hours ago
- BBC News
Nasa astronaut Butch Wilmore retires after nine months in space
Nasa astronaut Butch Wilmore, who spent nine months in space with fellow crew member Suni Williams after their spacecraft experienced technical problems, has retired after a 25-year US space agency paid tribute to Mr Wilmore's service and praised his commitment as "truly exemplary", Nasa said in a Wilmore is a decorated US Navy captain who has flown in four different spacecrafts and accumulated 464 days in space during his saga captivated the world after what was meant to be an eight-day mission to the International Space Station (ISS) in June 2024 was dramatically extended, with the pair finally returning to Earth in March this year. Stephen Koerner, Acting Director of Nasa's Johnson Space Center, thanked Mr Wilmore for his dedication to space exploration."His lasting legacy of fortitude will continue to impact and inspire the Johnson workforce, future explorers, and the nation for generations," he Wilmore served as a test pilot before being selected by Nasa to become an astronaut in last mission was taking part in the first crewed test flight of the Starliner spacecraft with Ms Williams last year before the capsule suffered technical problems as it approached the ISS."Docking was imperative," Mr Wilmore told BBC News in May. "If we weren't able to dock, would we be able to make it back? We didn't know." They finally managed to dock after Mission Control on the ground helped them restart the craft's the spacecraft was deemed too risky to transport the astronauts home and the pair had to wait for a new ride to take them back to several delays over the next nine months, Mr Wilmore and Ms Williams finally made their homecoming aboard a SpaceX capsule. In his parting remarks, Mr Wilmore cited an "insatiable curiosity" that propelled him into space while always maintaining a connection to his home."Even as I ventured beyond Earth's limits, I remained attuned to the beauty and significance of the world below," he after retirement, astronauts often participate in studies to monitor their physical and mental health for the long-term effects of space travel on their Mr Wilmore and Ms Williams were given an extensive exercise regime after returning home as their bodies re-adapted to living with gravity.
The Guardian
3 hours ago
- The Guardian
Maglev train researchers may have solved ‘tunnel boom' shock waves
Researchers hope they may have solved the 'tunnel boom' problem as they prepare to roll out China's latest prototype magnetic levitation train. The newest version of the maglev train is capable of travelling at 600km/h (about 370mph). However, the train's engineers have wrestled with the problem of the shock waves which occur as the train exits the mouth of a tunnel. When a high-speed train enters an enclosed space such as a tunnel, air in front is compressed, like in a piston. The resulting fluctuations in air pressure coalesce at the tunnel mouth, generating low-frequency shock waves. These are colloquially known as a 'tunnel boom' – a related, albeit different phenomenon to the 'sonic boom' heard as aircraft pass the speed of sound. Tunnel booms pose serious challenges to operational safety, as the shock waves can disturb humans and animals nearby, as well as causing structural damage. Now, however, researchers have discovered that placing innovative soundproofing buffers at tunnel mouths can reduce shock waves by up to 96%. This promises improvements in operational safety, noise pollution and passenger comfort, as well as safeguarding animals in the vicinity of future lines. This was already a well documented problem for conventional high-speed trains, which travel at speeds of up to 350km/h (217mph), but it worsens significantly for trains travelling at even higher speeds because the strength of the shock wave increases rapidly and the critical length which gives rise to a tunnel boom drops off quickly. For example, a train travelling at 600km/h will lead to a boom in a tunnel just 2km (1.2 miles) long, while for conventional high-speed trains this happens only in tunnels which are 6km or longer. The porous structure of the new 100-metre long buffers, combined with porous coatings on the tunnel body, allow the trapped air to escape before the train reaches the tunnel mouth, suppressing the boom in the same way as a silencer fitted to a firearm. Magnetic levitation refers to the use of magnetic force to suspend a train above a guideway or rail, sometimes with a height of only 10mm, by either electromagnetic or electrodynamic suspension. The train is then propelled using other electromagnets. While conventional high-speed trains are ultimately limited in speed due to increased wear and tear of wheels against the track, the separation of track and train means that maglevs rise above such earthly concerns as friction. Electromagnetic suspension (EMS) has the train hugging a single steel rail with a U-shaped underside. When electromagnets connected to the train – positioned in the U-shape underneath the rail – are switched on, the train is levitated by a resultant attractive force between the train and rail. With electrodynamic suspension (EDS), the train sits in a U-shaped guideway, with superconducting coils embedded in guideway and train. When the power supply is switched on, magnetic poles are induced in the coils, leading to a combination of repulsive and attractive forces which enable the train to levitate. High-speed maglev trains made their debut in 2004 in China, running between Pudong airport and the outskirts of Shanghai at 460km/h (286mph), a speed record that still holds for rail vehicles in regular commercial service. Built using German 'Transrapid' technology, this service caters primarily to foreign travellers as local people prefer the much cheaper, albeit slower, metro. However, this initial hype was soon eclipsed, as subsequent development of China's rail network focused entirely on conventional high-speed rail. The national network is now the world's largest in length at 48,000km (30,000 miles), with more lines under construction. But maglev trains are now making a comeback under the state-owned manufacturer CRRC, which launched the new model in 2021. There is no mechanical noise, passengers describing the quiet hum of electromagnets and a ride smoother than a conventional train. Sign up to Down to Earth The planet's most important stories. Get all the week's environment news - the good, the bad and the essential after newsletter promotion Although no lines have yet been formally planned, it is widely expected that a future line will connect the capital, Beijing, with cosmopolitan Shanghai, reducing journey times from 4.5 hours to 2.5 hours, about the duration of a domestic flight between the two cities. In China, the cost of a high-speed rail ticket is cheaper than air travel (¥600 compared with ¥1,200), unlike in many other countries. Flights emit on average seven times more CO2 than high-speed rail by distance travelled, representing a big potential carbon saving. China is not the only place where long-distance high-speed maglevs are on the horizon. Japan also has its hopes pinned on the Chuo Shinkansen, which will link its two biggest cities of Tokyo and Osaka via Nagoya, cutting through the heart of the country. The Tokaido Shinkansen, a conventional high-speed rail line, does this journey in 2.5 hours, but it is hoped that the new maglev line travelling at 505km/h (314mph) will reduce this to just 67 minutes. It was originally scheduled to begin partial service in 2027, but inevitable delays have encumbered the project, with a new opening date uncertain.
