Abstract

We study the problem of routing traffic through a congested network. We focus on the simplest case of a network consisting of m parallel links. We assume a collection of n network users each user employs a mixed strategy, which is a probability distribution over links, to control the shipping of its own assigned traffic. Given a capacity for each link specifying the rate at which the link processes traffic, the objective is to route traffic so that the maximum (over all links) latency is minimized. We consider both uniform and arbitrary link capacities. How much decrease in global performace is necessary due to the absence of some central authority to regulate network traffic and implement an optimal assignment of traffic to links? We investigate this fundamental question in the context of Nash equilibria for such a system, where each network user selfishly routes its traffic only on those links available to it that minimize its expected latency cost, given the network congestion caused by the other users. We use the Coordination Ratio, originally defined by Koutsoupias and Papadimitriou, as a measure of the cost of lack of coordination among the users roughly speaking, the Coordination Ratio is the ratio of the expectation of the maximum (over all links) latency in the worst possible Nash equilibrium, over the least possible maximum latency had global regulation been available. Our chief instrument is a set of combinatorial Minimum Expected Latency Cost Equations, one per user, that characterize the Nash equilibria of this system. These are linear equations in the minimum expected latency costs, involving the user traffics, the link capacities, and the routing pattern determined by the mixed strategies. In turn, we solve these equations in the case of fully mixed strategies, where each user assigns its traffic with a strictly positive probability to every link, to derive the first existence and uniqueness results for fully mixed Nash equilibria in this setting. Through a thorough analysis and characterization of fully mixed Nash equilibria, we obtain tight upper bounds of no worse than O(ln n/ln ln n) on the Coordination Ratio for (i) the case of uniform capacities and arbitrary traffics and (ii) the case of arbitrary capacities and identical traffics. © Springer 2007. 48 1 91 126 "p"Cited By :41

Abstract

Digital Elevation Models (DEMs) are used to derive information from the morphology of a land. The topographic attributes obtained from the DEM data allow the construction of watershed delineation useful for predicting the behavior of systems and for studying hydrological processes. Imagery acquired from Unmanned Aerial Vehicles (UAVs) and 3D photogrammetry techniques offer cost-effective advantages over other remote sensing methods such as LIDAR or RADAR. In particular, a high spatial resolution for measuring the terrain microtopography. In this work, we propose a Structure from Motion (SfM) pipeline using UAVs for generating high-resolution, high-quality DEMs for developing a rainfall-runoff model to study flood areas. SfM is a computer vision technique that simultaneously estimates the 3D coordinates of a scene and the pose of a camera that moves around it. The result is a 3D point cloud which we process to obtain a georeference model from the GPS information of the camera and ground control points. The pipeline is based on open source software OpenSfM and OpenDroneMap. Encouraging experimental results on a test land show that the produced DEMs meet the metrological requirements for developing a surface-runoff model. © Published under licence by IOP Publishing Ltd. This work has been partly funded by Universidad Tecnológica de Bolívar project (FI2006T2001). The authors thank Direccion de Investigaciones Universidad Tecnologica de Bolivar for their support.

Abstract

Background: The clinical benefit of helicopter transport over ground transportation for interfacility transport is unproven. We sought to determine actual practice patterns, utilization, and outcomes of patients undergoing interfacility transport for neurosurgical conditions. Methodology/Principal Findings: We retrospectively examined all interfacility helicopter transfers to a single trauma center during 2008. We restricted our analysis to those transfers leading either to admission to the neurosurgical service or to formal consultation upon arrival. Major exclusion criteria included transport from the scene, death during transport, and transport to any area of the hospital other than the emergency department. The primary outcome was time interval to invasive intervention. Secondary outcomes were estimated ground transportation times from the referring hospital, admitting disposition, and discharge disposition. Of 526 candidate interfacility helicopter transfers to our emergency department in 2008, we identified 167 meeting study criteria. Seventy-five (45%) of these patients underwent neurosurgical intervention. The median time to neurosurgical intervention ranged from 1.0 to 117.8 hours, varying depending on the diagnosis. For 101 (60%) of the patients, estimated driving time from the referring institution was less than one hour. Four patients (2%) expired in the emergency department, and 34 patients (20%) were admitted to a non-ICU setting. Six patients were discharged home within 24 hours. For those admitted, in-hospital mortality was 28%. Conclusions/Significance: Many patients undergoing interfacility transfer for neurosurgical evaluation are inappropriately triaged to helicopter transport, as evidenced by actual times to intervention at the accepting institution and estimated ground transportation times from the referring institution. In a time when there is growing interest in health care cost containment, practitioners must exercise discretion in the selection of patients for air ambulance transport—particularly when it may not bear influence on clinical outcome. Neurosurgical evaluation via telemedicine may be one strategy for improving air transport triage. Document type: Article