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Based on these data, there does not appear to be a pattern of congenital anomalies following maternal or paternal exposure to abatacept. No cases of vertebral defects, anal atresia, cardiac defects, tracheo-esophageal fistula, renal anomalies, or limb abnormalities (VACTERL) were noted. Spontaneous abortion rates were within expected range. Abatacept should be used during pregnancy only if the potential benefit to the mother justifies the potential risk to the fetus.

The Cool Robot is a four-wheel-drive, solar-powered, autonomous robot designed to support summertime science campaigns in Antarctica and Greenland over distances exceeding 500 km. This paper provides an overview of key features of the robot, including design for good mobility, high efficiency, and long-term deployment under solar power in harsh polar environments. The Cool Robot's solar panel box, comprising panels on four sides and a top panel, encounters insolation variations with a bandwidth of up to 1 Hz due to sastrugi. The paper details a unique photovoltaic control algorithm to accommodate these variations. We deployed the robot at Summit Camp, Greenland to validate its mobility and power budget and to assess the photovoltaic control system. The 61 kg robot drove continuously at 0.78 m/s on soft snow, its 160 W average power demand met by solar power alone under clear skies above 16°sun elevation. The power-control system reliably matched input with demand as insolation varied during testing. A simple GPS waypoint-following algorithm provides low-bandwidth path planning and course correction and demonstrated reliable autonomous navigation during testing over periods of 5-8 h. Field data validate the Cool Robot design models and indicate that it will exceed its design goal of carrying a 15 kg payload 500 km across Antarctica in 2 weeks. A brief description of instrument payloads and scientific studies aided by networks of such autonomous solar robots is provided.

The crevassed firn of the McMurdo shear zone (SZ) within the Ross Ice Shelf may also contain crevasses deep within its meteoric and marine ice, but the surface crevassing prevents ordinary vehicle access to investigate its structure geophysically. We used a lightweight robotic vehicle to tow 200- and 400-MHz ground-penetrating radar antennas simultaneously along 100 parallel transects over a [Formula: see text] grid spanning the SZ width. Transects were generally orthogonal to the ice flow. Total firn and meteoric ice thickness was approximately 160 m. Firn crevasses profiled at 400 MHz were up to 16 m wide, under snow bridges up to 10 m thick, and with strikes near 35°–40° to the transect direction. From the top down, 200-MHz profiles revealed firn diffractions originating to a depth of approximately 40 m, no discernible structure within the meteoric ice, a discontinuous transitional horizon, and at least 20 m of stratified marine ice; 28–31 m of freeboard found more marine ice exists. Based on 10 consecutive transects covering approximately [Formula: see text], we preliminarily interpreted the transitional horizon to be a thin saline layer, and marine ice hyperbolic diffractions and reflections to be responses to localized fractures, and crevasses filled with unstratified marine ice, all at strikes from 27° to 50°. We preliminarily interpreted off-nadir, marine ice horizons to be responses to linear and folded faults, similar to some in firn. The coinciding and synchronously folded areas of fractured firn and marine ice suggested that the visibly unstructured meteoric ice beneath our grid was also fractured, but either never crevassed, crevassed and sutured without marine ice inclusions, or that any ice containing crevasses might have eroded before marine ice accretion. We will test these interpretations with analysis of all transects and by extending our grid and increasing our depth ranges.

This paper provides a methodology for the estimation of resistance, thrust, and resistive torques on each wheel of a rigid-wheeled vehicle generated at the vehicle-terrain interface, and from these forces and moments, a methodology to estimate terrain parameters is presented. Terrain force estimation, which is independent of a terrain model, can infer the ability to accelerate, climb, or tow a load independent of the underlying terrain properties. When a terrain model is available, parameters of that model, such as soil cohesion, friction angle, maximum normal stress, and stress distribution parameters, are determined from estimated vehicle-terrain forces using a multiple-model estimation approach, providing parameters that relate to accepted mobility metrics. The methodology requires a standard proprioceptive sensor suite-accelerometers, rate gyros, wheel speeds, motor torques, and ground speed. Sinkage sensors are not required. Simulation results demonstrate efficacy of the method on three terrains spanning a range of soil cohesions reported in the literature.Index Terms-Mobile robot dynamics, terrain factors.