Abstract

In this paper, we characterise tourists most likely to visit a coastal destination by high-speed rail (HSR). Our data came from a survey conducted among HSR passengers during 2014’s high season (July and August) at Spain’s Camp de Tarragona and Alicante Stations, each of which is near a mass tourism destination on the Mediterranean coast: the Costa Daurada and the Costa Blanca, respectively. We used responses to the survey, which presented binary discrete-choice situations, to construct a database necessary for a logistic regression model that allowed us to examine how passenger profile, trip characteristics, and stay conditions influenced the use of HSR services on visits to each coastal destination. Results highlighted significant differences in the profiles of tourists who arrived at each destination by HSR and, in turn, that no specific tourist profile is associated with HSR, even for two stations that serve sunny beach destinations. Among its implications, to analyse travellers that HSR can attract, it is vital to consider the specific characteristics of each destination and its current market. This research was funded by the Spanish Ministry of Science and Innovation (GLOBALTUR–CSO2011–23004/GEOG; MOVETUR-CS02014-51785-R) to AG. Document type: Article

Abstract

fter the emergence of the H1N1 influenza in 2009, some countries responded with travel-related controls during the early stage of the outbreak in an attempt to contain or slow down its international spread. These controls along with self-imposed travel limitations contributed to a decline of about 40% in international air traffic to/from Mexico following the international alert. However, no containment was achieved by such restrictions and the virus was able to reach pandemic proportions in a short time. When gauging the value and efficacy of mobility and travel restrictions it is crucial to rely on epidemic models that integrate the wide range of features characterizing human mobility and the many options available to public health organizations for responding to a pandemic. Here we present a comprehensive computational and theoretical study of the role of travel restrictions in halting and delaying pandemics by using a model that explicitly integrates air travel and short-range mobility data with high-resolution demographic data across the world and that is validated by the accumulation of data from the 2009 H1N1 pandemic. We explore alternative scenarios for the 2009 H1N1 pandemic by assessing the potential impact of mobility restrictions that vary with respect to their magnitude and their position in the pandemic timeline. We provide a quantitative discussion of the delay obtained by different mobility restrictions and the likelihood of containing outbreaks of infectious diseases at their source, confirming the limited value and feasibility of international travel restrictions. These results are rationalized in the theoretical framework characterizing the invasion dynamics of the epidemics at the metapopulation level. This work has been partially funded by the National Institutes of Health R21-DA024259 award, the Lilly Endowment grant 2008 1639-000 and the DTRA-1-0910039 award to AV; the EC-ICT contract no. 231807 (EPIWORK) to AV and VC; the EC-FET contract no. 233847 (DYNANETS) to AV, VC, and JJR; the ERC Ideas contract n.ERC-2007-Stg204863 (EPIFOR) to VC, PB, CP, and MT. The funders had no role in study design, data collection and analysis, decision to publish, or preparation of the manuscript. Peer reviewed Document type: Article

Abstract

Effective symptom management is a critical component of cancer treatment. Computational tools that predict the course and severity of these symptoms have the potential to assist oncology clinicians to personalize the patient’s treatment regimen more efficiently and provide more aggressive and timely interventions. Three common and inter-related symptoms in cancer patients are depression, anxiety, and sleep disturbance. In this paper, we elaborate on the efficiency of Support Vector Regression (SVR) and Non-linear Canonical Correlation Analysis by Neural Networks (n-CCA) to predict the severity of the aforementioned symptoms between two different time points during a cycle of chemotherapy (CTX). Our results demonstrate that these two methods produced equivalent results for all three symptoms. These types of predictive models can be used to identify high risk patients, educate patients about their symptom experience, and improve the timing of pre-emptive and personalized symptom management interventions. Document type: Article

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

Abstract

With the rapidly growing global air traffic, the impacts of the black carbon (BC) in the aviation exhaust on climate, environment and public health are likely rising. The particle number and size distribution are crucial metrics for toxicological analysis and aerosol-cloud interactions. Here, a size-resolved BC particle number emission inventory was developed for the global civil aviation. The BC particle number emission is approximately (10.9 ± 2.1) × 1025 per year with an average emission index of (6.06 ± 1.18) × 1014 per kg of burned fuel, which is about 1.3% of the total ground anthropogenic emissions, and 3.6% of the road transport emission. The global aviation emitted BC particles follow a lognormal distribution with a geometric mean diameter (GMD) of 31.99 ± 0.8 nm and a geometric standard deviation (GSD) of 1.85 ± 0.016. The variabilities of GMDs and GSDs for all flights are about 4.8 and 0.08 nm, respectively. The inventory provides new data for assessing the aviation impacts. Size-resolved Black Carbon (BC) particle number emission inventory is not available for global civil aviation. Here the authors converted BC mass emission inventory into number emission inventory and found that aviation BC number emission contributes to 1.3% of total ground anthropogenic emissions and 3.6% on global average. Document type: Article

Abstract

We show that the European airspace can be represented as a multi-scale traffic network whose nodes are airports, sectors, or navigation points and links are defined and weighted according to the traffic of flights between the nodes. By using a unique database of the air traffic in the European airspace, we investigate the architecture of these networks with a special emphasis on their community structure. We propose that unsupervised network community detection algorithms can be used to monitor the current use of the airspaces and improve it by guiding the design of new ones. Specifically, we compare the performance of three community detection algorithms, also by using a null model which takes into account the spatial distance between nodes, and we discuss their ability to find communities that could be used to define new control units of the airspace. Comment: 22 pages, 14 figure Document type: Article

Abstract

Data on acute lethal inhalation toxicity from animal studies are commonly required for assessing the hazards to human health of volatile, gaseous and dusty chemicals or their mixtures. The International Maritime Organisation (IMO) made the provision of acute inhalation toxicity data a mandatory requirement for the carriage of bulk liquid chemicals transported by sea in tank ships, thereby creating the need for inhalation data on many hundreds of chemicals in bulk maritime transport. Taking note of previously published proposals for estimating acute inhalation toxicity hazards for chemicals, and the paucity of measured experimental data, an extrapolation method has been developed by the Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP) to partly fulfil this need. This method should be seen as a pragmatic approach to the challenge of missing measured experimental test data, with the added benefit of reducing tests in experimental animals. The method is based on a route-to-route (i.e. between-route) extrapolation of information on acute oral and/or dermal toxicity, in combination with data on the potential for irritation and/or corrosion to skin and eyes. The validation of this method was based on the individual evaluation of inhalation toxicity studies for 330 chemicals, including mixtures and many important chemical groups, for which the IMO holds public and industry-confidential data. The authors contend that this extrapolation method offers a reliable basis for hazard evaluation in the context of bulk maritime transport, and the 'GESAMP inhalation toxicity extrapolation method' has become part of the IMO regulatory system for the carriage of bulk liquids (i.e. noxious liquid substances) on board tank ships.

Abstract

Much of our knowledge of the course of animal and plant evolution is based on shape. Recognition, description, arrangement, rearrangement, organization, reorganization, and interpretation of shape are the prime working tools of the paleontologist, the life blood of the systematist, the raw material of the evolutionist, and the dilemma of the developmental biologist. Keith Thomson's book, Morphogenesis and Evolution, deals with how shape changes both in ontogeny and in phylogeny. Morphogenesis is the study of the development of shape over an individual lifetime; evolution includes changes in shape throughout phylogeny. The development of form has been treated as a separate discipline since the German Naturphilosophie of Oken (1779-1851) and His (183 1-1904) and has been linked to phylogeny since von Baer (1792-1876). For Darwin, morphology was the soul of natural history (Darwin, 1910 p. 358), development and embryology, "one of the most important subjects in the whole round of natural history" (Darwin, 1910 p. 363). Mayr (1982 p. 468) believes that "evolutionary morphology" did not arise until the 1950's, with the distinction between function and role and the exploration of preadaptation, multiple functions, and multiple pathways. An integrated treatment of"morphogenesis and evolution" or, better, of morphogenesis as an evolutionary process therefore addresses, or should address, key questions in development, in evolution, and in the consequences of the one for the other. In developmental biology, and certainly in general treatises on animal development (of which the second edition of Scott Gilbert's [19881 Developmental Biology is the best currently available), morphogenesis is normally treated alongside differentiation (specialization of the parts of the embryo). This is not because morphogenesis and differentiation always proceed handin-hand, for even when they occur contemporaneously in space and time, each may be under separate and independent developmental control (see Maclean and Hall, 1987), but because the two, along with growth, constitute the triad of developmental processes. Morphogenesis normally occurs alongside cellular differentiation in growing tissues or organs. Differentiating cells often change shape as they grow (either by

Abstract

The presence of wildlife in airport areas poses substantial hazards to aviation. Wildlife aircraft collisions (hereafter wildlife strikes) cause losses in terms of human lives and direct monetary losses for the aviation industry. In recent years, wildlife strikes have increased in parallel with air traffic increase and species habituation to anthropic areas. In this paper, we used an ecological approach to wildlife strike risk assessment to eight Italian international airports. The main achievement is a site-specific analysis that avoids flattening wildlife strike events on a large scale while maintaining comparable airport risk assessments. This second version of the Birdstrike Risk Index (BRI2) is a sensitive tool that provides different time scale results allowing appropriate management planning. The methodology applied has been developed in accordance with the Italian Civil Aviation Authority, which recognizes it as a national standard implemented in the advisory circular ENAC APT-01B. Document type: Article

Abstract

Video analytics play a critical role in most recent traffic monitoring and driver assistance systems. In this context, the correct detection and classification of surrounding vehicles through image analysis has been the focus of extensive research in the last years. Most of the pieces of work reported for image-based vehicle verification make use of supervised classification approaches and resort to techniques, such as histograms of oriented gradients (HOG), principal component analysis (PCA), and Gabor filters, among others. Unfortunately, existing approaches are lacking in two respects: first, comparison between methods using a common body of work has not been addressed; second, no study of the combination potentiality of popular features for vehicle classification has been reported. In this study the performance of the different techniques is first reviewed and compared using a common public database. Then, the combination capabilities of these techniques are explored and a methodology is presented for the fusion of classifiers built upon them, taking into account also the vehicle pose. The study unveils the limitations of single-feature based classification and makes clear that fusion of classifiers is highly beneficial for vehicle verification. This work was partially supported by the Ministerio de Economía y Competitividad of the Spanish Government under Project TEC2010-20412 (Enhanced 3D TV). Document type: Article