bluuebunny/crossref_metadata_2025 huggingface dataset:
Determinants of the optimal first‐line therapy for follicular lymphoma: A decision analysis
Authors: Olin Rebecca L. , Kanetsky Peter A. , Ten Have Thomas R. , Nasta Sunita D. , Schuster Stephen J. , Andreadis Charalambos
Published: January 2010

Combination immunochemotherapy is the most common approach for initial therapy of patients with advanced‐stage follicular lymphoma, but no consensus exists as to the optimal selection or sequence of available regimens. We undertook this decision analysis to systematically evaluate the parameters affecting the choice of early therapy in patients with this disease. We designed a Markov model incorporating the three most commonly utilized regimens (RCVP, RCHOP, and RFlu) in combinations of first‐ and second‐line therapies, with the endpoint of number of quality‐adjusted life years (QALYs) until disease progression. Data sources included Phase II and Phase III trials and literature estimates of long‐term toxicities and health state utilities. Meta‐analytic methods were used to derive the values and ranges of regimen‐related parameters. Based on our model, the strategy associated with the greatest number of expected quality‐adjusted life years was treatment with RCHOP in first‐line therapy followed by treatment with RFlu in second‐line therapy (9.00 QALYs). Strategies containing RCVP either in first‐ or second‐line therapy resulted in the lowest number of QALYs (range 6.24–7.71). Sensitivity analysis used to determine the relative contribution of each model parameter identified PFS after first‐line therapy and not short‐term QOL as the most important factor in prolonging overall quality‐adjusted life years. Our results suggest that regimens associated with a longer PFS provide a greater number of total QALYs, despite their short‐term toxicities. For patients without contraindications to any of these regimens, use of a more active regimen may maximize overall quality of life. Am. J. Hematol. 2010. © 2010 Wiley‐Liss, Inc.
FDA report: Ferumoxytol for intravenous iron therapy in adult patients with chronic kidney disease
Authors: Lu Min , Cohen Martin H. , Rieves Dwaine , Pazdur Richard
Published: January 2010

On June 30, 2009, the United States Food and Drug Administration (FDA) approved ferumoxytol (Feraheme™ injection, AMAG Pharmaceuticals), an iron‐containing product for intravenous (IV) administration, for the treatment of iron deficiency anemia in adult patients with chronic kidney disease (CKD). The safety and efficacy of ferumoxytol were assessed in three randomized, open‐label, controlled clinical trials. Two trials evaluated patients with nondialysis dependent CKD and a third trial assessed patients undergoing hemodialysis. Randomization was either to ferumoxytol or oral iron. Ferumoxytol was administered as two 510 mg IV injections, separated by 3–8 days. Oral iron, Ferro‐Sequels®, was administered at a dose of 100 mg twice daily for 21 days. In all three clinical trials, ferumoxytol administration increased the mean blood hemoglobin (Hgb) concentrations by ∼1.0 g/dL over the 35 day period, a mean increase that was greater than what was observed in patients receiving oral iron. Patients receiving ferumoxytol also had increases in blood transferrin saturation (TSAT) and ferritin values. For the proposed ferumoxytol dosing regimen, 4.9% of patients had serum ferritin ≥800 ng/mL and TSAT ≥50% post‐treatment. The most important ferumoxytol safety concerns were hypersensitivity reactions and/or hypotension. Anaphylaxis or anaphylactoid reactions were reported in 0.2% of subjects, and other adverse reactions potentially associated with hypersensitivity (e.g., pruritus, rash, urticaria, or wheezing) were reported in 3.7%. Hypotension was observed in 1.9%, including three patients with serious hypotensive reactions. Ferumoxytol administration may transiently affect the diagnostic ability of magnetic resonance imaging and the drug label provides further information regarding this effect. Am. J. Hematol. 2010. Published 2010 Wiley‐Liss, Inc.
A genetic analysis of the Sakishima islanders reveals no relationship with Taiwan aborigines but shared ancestry with Ainu and main‐island Japanese
Authors: Matsukusa Hirotaka , Oota Hiroki , Haneji Kuniaki , Toma Takashi , Kawamura Shoji , Ishida Hajime
Published: January 2010

The Sakishima islands are members of the Ryukyu island chain, stretching from the southwestern tip of the Japanese archipelago to Taiwan in the East China Sea. Archaeological data indicate cultural similarities between inhabitants of prehistoric Sakishima and Neolithic Taiwan. Recent studies based on tooth crown traits show remarkably high inter‐island diversity among Ryukyu islanders, suggesting that the Sakishima islanders might have genetic backgrounds distinct from main‐island Okinawa people. To investigate the genetic diversity of the Ryukyu islanders, we analyzed mtDNA, Y chromosome, and autosomal short tandem repeat loci in a sample of main‐island Okinawa people and Sakishima (Miyako and Ishigaki) islanders whose participated in a previous study of tooth crown morphology. Our phylogenetic analysis of maternal (mtDNA) and paternal (Y chromosome) lineages shows that the Sakishima islanders are more closely related to people from the Japanese archipelago than to Taiwan aborigines. Miyako islanders and the Hokkaido Ainu have the first and second highest frequencies (respectively) of the Y‐chromosomal Alu‐insertion polymorphism, which is a presumable Jomon marker. Genetic diversity statistics show no evidence of demographic reduction or of extreme isolation in each island's population. Thus, we conclude that 1) Neolithic expansion from Taiwan did not contribute to the gene pool of modern Sakishima islanders, 2) male‐lineage of the Ryukyu islanders likely shares a common ancestor with the Hokkaido Ainu who are presumably direct descendants of the Jomon people, and 3) frequent reciprocal gene flow among islands has masked the trace of common ancestry in the Ryukyu island chain. Am J Phys Anthropol, 2010. © 2010 Wiley‐Liss, Inc.
Gait dynamics of Cebus apella during quadrupedalism on different substrates
Authors: Carlson Kristian J. , Demes Brigitte
Published: January 2010

Primates are distinguished from many mammals by emphasizing arboreal lifestyles. Primate arboreal adaptations include specializations for enhancing balance and manipulative skills. Compliant gait and diagonal sequence (DS) footfalls are hypothesized mechanisms for improving balance during arboreal quadrupedalism (AQ), while simultaneously permitting vertical peak force reductions sustained by limbs, particularly forelimbs (FLs). Capuchin monkeys (Cebus apella) are arboreally‐adapted quadrupeds that use both lateral sequence (LS) and DS footfalls. As tool‐users, capuchins experience selective pressures for FL manipulative capabilities, which seemingly conflict with encountering substantial locomotor stresses. We evaluate kinetic and 3‐D kinematic data from 172 limb contacts of two adult males on terrestrial and arboreal substrates to address questions about C. apella gait compliancy, kinematics of LS and DS footfalls during quadrupedalism on different substrates, and whether capuchins reduce FL vertical peak forces relative to hind limb (HL) forces more than other primates that use tools or those that do not. Lower vertical peak forces during AQ are consistent with compliant gait, but mixed kinematic results obscure how the reduction occurs. Forearm adduction angle is one consistent kinematic difference between terrestrial and arboreal quadrupedalism, which may implicate frontal plane movements in gait compliancy. Major differences between DS and LS gaits were not observed in kinetic or kinematic comparisons. Capuchins exhibit low FL/HL vertical peak force ratios like several anthropoids, including tool‐users (e.g., chimpanzees), and species not considered tool‐users in free‐ranging conditions (e.g., spider monkeys). Additional selective pressures besides simply tool use appear responsible for the relative reduction in primate forelimb forces. Am J Phys Anthropol, 2010. © 2010 Wiley‐Liss, Inc.
Vitamin D status is associated with relapse rate in pediatric‐onset multiple sclerosis
Authors: Mowry Ellen M. , Krupp Lauren B. , Milazzo Maria , Chabas Dorothee , Strober Jonathan B. , Belman Anita L. , McDonald Jamie C. , Oksenberg Jorge R. , Bacchetti Peter , Waubant Emmanuelle
Published: January 2010

Objective

We sought to determine if vitamin D status, a risk factor for multiple sclerosis, is associated with the rate of subsequent clinical relapses in pediatric‐onset multiple sclerosis.

Methods

This is a retrospective study of patients with pediatric‐onset multiple sclerosis or clinically isolated syndrome who were consecutively recruited into a prospective cohort at their clinical visit at the pediatric multiple sclerosis center of University of California, San Francisco or State University of New York at Stony Brook. Of 171 eligible patients, 134 (78%) with multiple sclerosis/clinically isolated syndrome were included in the cohort; a further 24 were excluded from this analysis due to lack of available serum (n = 7) or lack of follow‐up (n = 17). Serum 25‐hydroxyvitamin D3 levels were measured and were adjusted to reflect a deseasonalized value. The adjusted serum 25‐hydroxyvitamin D3 level was the primary predictor in a multivariate negative binomial regression model in which the main outcome measure was the number of subsequent relapses.

Results

Among the 110 subjects, the mean unadjusted 25‐hydroxyvitamin D3 level was 22 ± 9ng/ml. After adjustment for age, gender, race, ethnicity, disease duration, disease‐modifying therapy, and length of follow‐up, every 10ng/ml increase in the adjusted 25‐hydroxyvitamin D3 level was associated with a 34% decrease in the rate of subsequent relapses (incidence rate ratio, 0.66; 95% confidence interval, 0.46–0.95; p = 0.024).

Interpretation

Lower serum 25‐hydroxyvitamin D3 levels are associated with a substantially increased subsequent relapse rate in pediatric‐onset multiple sclerosis or clinically isolated syndrome, providing rationale for a randomized controlled trial of vitamin D supplementation. ANN NEUROL 2010;67:618–624
Acyclovir resistance in herpes simplex encephalitis
Authors: Schulte Eva C. , Sauerbrei Andreas , Hoffmann Dieter , Zimmer Claus , Hemmer Bernhard , Mühlau Mark
Published: January 2010

Herpes simplex virus type 1 is a common cause of severe sporadic encephalitis. Treatment with acyclovir is highly effective in this disease. We report the case of a 27‐year‐old, immunocompetent woman with acyclovir‐resistant herpes simplex encephalitis. Although she had not been treated before, herpes simplex virus type 1 DNA from the cerebrospinal fluid showed a non‐synonymous mutation in the thymidine kinase gene, which is likely to have caused resistance to acyclovir. Herpes simplex encephalitis resolved after treatment with foscarnet. To our knowledge, this is the first report of acyclovir‐resistant herpes simplex virus encephalitis in an immunocompetent, previously therapy‐naive adult. ANN NEUROL 2010;67:830–833
Pediatric moyamoya disease: An analysis of 410 consecutive cases
Authors: Kim Seung‐Ki , Cho Byung‐Kyu , Phi Ji Hoon , Lee Ji Yeoun , Chae Jong Hee , Kim Ki Joong , Hwang Yong‐Seung , Kim In‐One , Lee Dong Soo , Lee Joongyub , Wang Kyu‐Chang
Published: January 2010

Objective

Moyamoya disease (MMD) is a cerebrovascular occlusive disease of the bilateral internal carotid arteries that causes a compensatory abnormal vascular network at the base of brain. The rare incidence and various surgical techniques applied have limited the clinical research on MMD.

Methods

We conducted a retrospective analysis of the surgical outcome of 410 pediatric MMD patients. All patients were treated in a relatively uniform scheme at a single institution. The surgical procedures consisted of bilateral encephaloduroarteriosynangiosis augmented by bifrontal encephalogaleo‐/periosteal synangiosis. Logistic regression analyses were applied to reveal the prognostic factors for surgical outcome.

Results

The overall clinical outcome was excellent in 66%, good in 15%, fair in 15%, and poor in 4% of the patients. Therefore, 81% of the patients had a favorable clinical outcome (excellent and good). Multivariate analyses revealed that infarction on presentation was associated with unfavorable clinical outcome (odds ratio [OR], 2.85; 95% confidence interval [CI], 1.49–5.46; p < 0.01) and decreased vascular reserve only on single‐photon emission computerized tomography (OR, 0.07; 95% CI, 0.01–0.52; p < 0.01), with favorable clinical outcome.

Interpretation

Our results indicate that an early diagnosis and active intervention before establishment of irreversible hemodynamic change are essential to achieve a favorable clinical outcome in children with MMD. ANN NEUROL 2010;68:92–101
The effect of anionic clay particles on the structure and thermomechanical behavior of sodium partially‐neutralized EMAA ionomer
Authors: Ardanuy M. , Velasco J. I. , Rodriguez‐Perez M. A. , de Saja J. A.
Published: January 2010

Nanocomposites based on a sodium partially‐neutralized ionomer of poly(ethylene‐co‐methacrylic acid) (EMAA) and MgAl layered double hydroxide (LDH) particles with and without organic modification were prepared from a melt mixing process. The structure was characterized using X‐ray diffraction analysis (XRD) and transmission electron microscopy (TEM). Although TEM micrographies revealed the presence of agglomerates of LDH sheets, the achievement of an exfoliated structure was observed when dodecyl sulphate‐modified LDH particles were used. The effects of the LDH particles on the thermomechanical properties of EMAA were analyzed using differential scanning calorimetry (DSC) and dynamic mechanical thermal analysis (DMTA). The thermal transition of the ionic aggregates and dynamic mechanical response of EMAA were found strongly modified by these particles, resulting in an increase on the storage modulus and a decrease on the loss factor values. Moreover, the alpha relaxation of the composites was visibly shifted to higher temperatures. © 2010 Wiley Periodicals, Inc. J Appl Polym Sci, 2010
Synthesis of thermosensitive copolymer beads containing pyridinium groups and their antibacterial activity
Authors: Nagasako Tadashi , Ogata Tomonari , Kurihara Seiji , Nonaka Takamasa
Published: January 2010

Thermosensitive 4VP‐NIPAAm‐4G copolymer beads containing pyridyl groups were first prepared by suspension copolymerization of 4‐vinylpyridine (4VP), N‐isopropylacrylamide(NIPAAm), and tetraethylene glycol dimethacrylate (4G; crosslinking reagent) in a saturated Na2SO4 aqueous solution in the presence of surfactant and MgCO3 as dispersants. Then the copolymer beads containing pyridinium groups were obtained by the quaternization of the copolymer beads with various alkyl iodides (CH3I, C4H9I, C8H17I) in N,N‐dimethylformamide. The 4VP‐NIPAAm‐4G (15 : 97 : 3) copolymer bead and the 4VP‐NIPAAm‐4G copolymer beads quaternized with butyl iodide exhibited high thermosensitivity in water, although the 4VP‐NIPAAm‐4G copolymer beads quaternized with methyl iodide or octyl iodide hardly exhibited thermosensitivity. All the quaternized copolymer beads exhibited antibacterial activity against Escherichia coli (E. coli), although the 4VP‐NIPAAm‐4G copolymer bead did not. In particular, the copolymer bead quaternized with butyl iodide exhibited the highest antibacterial activity against E. coli at 30°C. It was also found that the antibacterial activity of the quaternized 4VP‐NIPAAm‐4G copolymer beads was greatly affected by not only chain length of alkyl groups in alkyl iodides, with which the 4VP‐NIPAAm‐4G copolymer beads were quaternized, but also by temperature of the solutions. © 2010 Wiley Periodicals, Inc. J Appl Polym Sci, 2010
A study of the mechanisms of divalent copper binding to a modified cellulose adsorbent
Authors: O'Connell David William , Aszalos Balazs , Birkinshaw Colin , O'Dwyer Thomas Francis
Published: January 2010

A modified cellulose material was prepared by grafting glycidyl methacrylate to cellulose (Cell‐g‐GMA) with subsequent functionalization with imidazole (Cell‐g‐GMA‐imidazole). This latter compound was used in the adsorption of copper from aqueous solution. The mechanism of Cu(II) binding onto the cell‐g‐GMA‐imidazole was investigated at the molecular level using scanning electron microscopy (SEM), Fourier transform infrared (FTIR), x‐ray photoelectron spectroscopy (XPS), energy dispersive x‐ray analysis (EDX) and X‐ray diffraction (XRD). FTIR and Raman spectroscopy provided an insight into the extent to which perturbation of the imidazole ring occurred following adsorption of the metal while XPS spectra indicated the binding of Cu(II) ions to nitrogen atoms by the appearance of additional binding energy peaks for nitrogen on the cellulose‐g‐GMA‐imidazole sample post adsorption. The EDX technique provided clear evidence of the physical presence of both the copper and sulfate on the cellulose‐g‐GMA‐imidazole material post adsorption. XRD analysis further confirmed the presence of a copper species in the adsorbent material as copper sulfate hydroxide (Cu3(OH)4SO4 ‐ antlerite). The XRD studies further suggest that the overall extent of Cu(II) adsorption is not alone a combination of true metal chelation as suggested by FTIR, Raman and XPS, but also a function of surface precipitation of the polynuclear copper species. © 2010 Wiley Periodicals, Inc. J Appl Polym Sci, 2010
Postnatal Development of the Central Nervous System: Anomalies in the Formation of Cerebellum Fissures
Authors: Cerri Silvia , Piccolini Valeria Maria , Bernocchi Graziella
Published: January 2010

A natural defect in rat cerebellum postnatal development has been found in the fissura prima, consisting in various complex configurations of the cerebellar layers. We investigated the genesis of fissure malformations through immunoreactions for PCNA, GFAP, GABAA α6, and calbindin to label proliferating cells of the external granular layer (egl), radial glial fibers, mature granule cells, and Purkinje cells, respectively. Results on critical stages of rat postnatal development provided interesting evidences on how the malformation develops in fissures prima and secunda. Early (postnatal day 10) at the site of malformation, the Bergmann radial glia was often retracted and showed distortions and irregular running. The interruption of GFAP‐positive radial glial fibers could fit in with the presence of clusters of PCNA‐unlabeled cells in the sites of fusion of the egl; the clusters of cells are granule cells since their soma is labeled by GABAA α6. Moreover, an altered migration of granule cell precursors to the internal granular layer was evident which, in turn, affected Purkinje cell differentiation and the growth of their dendrites. In summary, the changed relationship among glial fiber morphology, granule cell migration, and Purkinje cell differentiation suggests how the Bergmann glial fibers have a basic role in the foliation process, being the driving physical force in directing migration of the granule cells at the base of fissure. Anat Rec, 2010. © 2010 Wiley‐Liss, Inc.
The role of accident exposure in transport system safety evaluations I: Intersection and link site exposure
Authors: Hodge G. A. , Richardson Anthony J.
Published: January 2010

Realistic predictions of the likely safety performance of advanced transport systems will need to draw on the knowledge accumulated from a large number of safety evaluations which have already been undertaken for existing transport systems. In particular, safety evaluations of future technologies must avoid the methodological pitfalls experienced in extensively researched areas, such as road safety, if such evaluations are to be meaningful. This paper reviews the use of exposure for a broad range of road safety studies, and concludes that unsatisfactory treatment of exposure is a common failing in past evaluations of the effectiveness of road accident countermeasures. Whilst a broad range of safety analyses is discussed, the use of exposure in site safety studies is emphasized. A follow‐up paper will extend the discussion to other aspects of accident exposure including exposure measures for large groups of transport system users.
Highway expenditures and non‐metropolitan employment
Authors: Stephanedes Yorgos J. , Eagle David M.
Published: January 2010

Using data on state highway expenditures and employment from 30 Minnesota non‐metropolitan counties over a 25‐year period, possible interactions between transportation and employment are investigated. While crosssectional analysis suggests no significant interactions, causality tests and time‐series analyses indicate that highway expenditures affect manufacturing and retail employment, and employment influences expenditures. Although expenditure increases cause employment improvements in the short‐term, long‐term effects are less favorable. Highway expenditures respond quickly to increased needs caused by retail improvements.
Automated transit vehicle size considerations
Authors: Anderson J. Edward
Published: January 2010

Synthesis of cost‐effective transit alternatives using automated vehicles requires consideration of a wide range of factors that are moot in determination of the optimum size of manually driven vehicles where the need to amortize driver wages dominates the economics. Discussions of many of these factors have appeared in previous papers. This article brings them together into consideration of one specific system characteristic: the optimum automated‐transit‐vehicle size.
Economies in U.S. demand responsive transit
Authors: Obeng Kofi
Published: January 2010

This paper develops a neoclassical cost function for demand responsive transit (DRT) system and uses it to test the economies of scale hypothesis. The results show economies of scale and further show that the economies can be explained by speed, local and state subsidies, utilization of seating capacity, fleet utilization and an increase in the number of professionals. Comparison of DRT and bus transit results identifies patterns in policy variables whose effects on cost are the same across modes.
Choosing the wrong technology: Or how to spend billions and reduce transit use
Authors: Kain John F.
Published: January 2010

In spite of a broad consensus among transportation analysts that bus rapid transit, whether operating on exclusive rights‐of‐way or on uncongested high occupancy vehicle lanes or general purpose limited access facilities, provides higher performance and has significantly lower costs per passenger trip than rail transit in medium and low density cities, nearly all Sunbelt cities are building or planning heavy or light rail systems. This paper reviews previous studies of the cost‐effectiveness of heavy and light rail transit with bus‐rapid transit and the growing experience with busways and transitways and concludes, once again, that some form of bus rapid transit would be a far more effective way of providing improved transit in these cities than heavy or light rail transit. Not only would bus rapid transit be substantially cheaper, but it would provide a higher quality of service than light or heavy rail transit for virtually all users. Finally, the paper speculates on the reasons for the continued, “blind” commitment to rail transit by policymakers in Sunbelt cities and on the refusal of policymakers in all but a few of these cities to even consider bus rapid transit.
What determines transit energy use?
Authors: Anderson J. Edward
Published: January 2010

A comparison of the energy use per passenger‐mile of eight modes of urban transportation is made in terms of eleven variables, resulting in conclusions about the direction transit system design should take to provide adequate transportation with minimum energy use. The method can easily be programmed on a personal computer to be used to study the effects of parameter variations on energy use.
The S.K. people mover
Authors: Bibal Philippe
Published: January 2010

The S.K. people mover has presently been operated for more than six years during each exhibition at Paris ‐ Nord exhibition lot at Villepinte. During two major exhibitions ‐ EXPO'86 at Vancouver, Canada and YEs'90 at Yokohama, Japan ‐ it was operated twelve hours daily during six months in each case with very short night maintenance shifts.

The small cable‐driven cars carried ten million people quite trouble‐free with an availability better than 99.5%.

After those installations on exhibition or entertainment sites, a new S.K. system is under construction in Marne‐la‐Vallée (near Paris, France) to link a newly‐built urban development area and a regional railroad station. A S.K. is also to be installed in Roissy‐Charles de Gaulle Airport. Other projects are being studied too.

Presently entering a new class of systems, the S.K. people mover features a number of newly‐designed components intended to further improve comfort and reliability.
Influence of travel attributes on modal choice in an Indian city
Authors: Ponnuswamy S. , Anantharajan T.
Published: January 2010

Modal split models tried for Indian cities have not gone in depth in studying the impact of the attitude of users towards various travel attributes. The main difficulty with this has been non‐availability of data. The study presented here tried two methodologies, attitude measurement and trade‐off game approach, using data collected through household surveys conducted for the purpose on limited stratified samples in some locations in Madras. The results indicate how commuters value time and comfort factors more than the cost, given a choice. Due to prevailing economic conditions, cost plays a vital role, but analysis shows that users are prepared to incur additional cost, if they are assured of quicker and more comfortable services. Relative quantification between the influence of different attributes is also possible.
Reconstruction of air terminals
Authors: Komsky M. V.
Published: January 2010

The purpose of this paper is to examine the effectiveness of terminal reconstruction methods to meet the increasing need for airport facilities. There are many advantages in terminal development by stages as well as in having an adequate methodology to reconstruct terminals. There are three steps in the predesign work of terminal reconstruction. The first step is to estimate the degree of capacity increase for a terminal being built, the second step is the estimation of the limits of planned enlargement of the terminal complex, and subsequently, the third step is the estimation of the significance of the building within the whole complex. The balance between centralization and decentralization in terminal planning is also studied in this paper. Methods of expanding terminal premises include the Spatial‐Persistent method of single‐terminal complex reconstruction. Three other methods of reconstruction can also provide solutions to some limitations of the spatial method (i.e. linear development, similarity of form and inner reserves). With the advantages of the Spatial‐Persistent Method and the reconstruction of terminals by stages, capital costs can be significantly reduced.
Profile of the accident prone older driver
Authors: Taylor William C. , Ahmad Zubair , Stamatiadis Polychronis
Published: January 2010

Accident histories and other related records of elderly drivers were used to develop a profile of the accident prone older driver in Michigan. Elderly drivers were defined as drivers with age greater than or equal to 65 years. The variables used in the study were developed by stratifying drivers age, sex, and residency; type of accident and violation; and number of traffic infraction points received. Comparisons were made between these strata, and the statistical significance of observed patterns in cross tabulated data was tested by performing the chi‐square test. The results of the study indicate that, by and large, the elderly drivers from urban areas as compared to those from rural areas, and male drivers as compared to females are more likely to be cited for traffic violations. The statistical analysis showed some recognizable traits of the “young” elderly drivers that suggest prioritized safety countermeasures oriented toward them.
A new algorithm for optimal signal control in congested networks
Authors: Eddelbüttel J. , Cremer M.
Published: January 2010

Optimization of traffic lights in a congested network is formulated as a linear programming problem. The formulation adapted here takes into account particular capacity constraints for road links and for intersections. A necessary prerequisite for the determination of optimal green times is that representative a‐priori information about the origin‐destination and route choice pattern inside the network is available. Because any particular control strategy temporarily alters the effective turning rates at intersections, an iterative procedure is proposed here which accomplishes convergence of optimal signal control and resulting O‐D flows. The efficiency of this optimization procedure is demonstrated in a case study for a network with fifteen intersections.
Alterations to the transyt‐7F model to represent near‐side transit stops
Authors: Jacques Maria Alica Prudencio , Yagar Sam
Published: January 2010

Transit vehicles stopping to load/unload passengers on‐line at a signalized intersection can obstruct the flow of other vehicles. The TRANSYT model ignores the delay to other traffic caused by this loading/unloading process. This can cause TRANSYT to use incorrect flow profiles, resulting in signal timings that cater to these profiles rather than the actual ones. This paper describes a new model for representing near‐side transit stops in lanes shared by public transit and private vehicles, and its implementation into the TRANSYT‐7F program. The results of an initial application of the proposed model are also described. The proposed model, which is a deterministic simulation model, is able to represent the effect of near‐side transit stops on the other traffic; this representation covers both total and partial blockage of the approaches during the transit loading. The procedure has been incorporated into the TRANSYT‐7F program. This allows appropriate representation of the adverse effects of transit loading on‐line during a green phase. It thus encourages the TRANSYT optimizer to push transit loading to the red phases.
Priority for public transit in Germany
Authors: Brilon Werner , Laubert Wolf
Published: January 2010

Priority for public transit includes a large variety of measures, including improvements to infrastructure and vehicles. For vehicles, the low floor concept is of particular importance. The central points of priority measures, however, are improvements of traffic control by traffic signals. Here, an improved sensitivity regarding public transit vehicles is the key to a remarkable reduction of factors causing delay. Different techniques for a traffic actuated signal control and different strategies regarding the degree of priority are applied. Thus, especially the reliability of public transit operations is increased. The priority efforts must be embedded in an integrated plan covering the whole urban or metropolitan transportation system.
Multiple criteria evaluation of transportation system improvement projects: The case of korea
Authors: Tabucanon Mario T. , Lee Harng‐Mo
Published: January 2010

As a newly industrialized country, Korea has shown remarkable economic progress in the last three decades. This phenomenal growth has rapidly increased demands for better quality of life. This includes, among others, increasing demand for high quality transportation system services. In this paper, the method of Analytic Hierarchy Process (AHP) is utilized to evaluate rural highway improvement projects in Korea. The appropriate rural highway improvement projects for widening and paving were selected and studied on the basis of some selection criteria. The results have shown that there are some significant differences in prioritizing projects using the traditional economic evaluation method as compared to those resulting from the use of AHP. As demonstrated, the AHP proves to be an effective tool in evaluating transportation system projects.
Locating rapid transit lines
Authors: Gendreau Michel , Laporte Gilbert , Mesa Juan A.
Published: January 2010

This paper describes the main criteria used to design rapid transit alignments. It also shows how Operational Research tools can assist the design process.
Evaluating security of rail transit systems: A metric system approach
Authors: Ghobrial Atef , Poister Theodore H.
Published: January 2010

Crime and fear of crime is a major problem plaguing U.S. transit systems, particularly those serving large urban areas. This paper presents a normative framework for assessing rail transit security following a system‐wide metric approach. The security metric can also be used to assess the marginal improvement in security as a result of improving or adopting alternative policing and monitoring strategies. The model consists of five tasks: surveying rail transit security systems, developing a rail transit security metric, assigning efficiency ratings to rail security functions, developing a composite index for the efficiency of the overall security system, and applying a probability matrix to temper the results. Efficiency ratings can be translated into probability of occurrence figures that can be used in a decision tree context to improve rail transit security.
Integrating geographic information systems into transit ridership forecast models
Authors: Azar Kamal T. , Ferreira Joseph
Published: January 2010

Researchers have produced sophisticated modal split and transit demand models, including forecasts that are sensitive to the level of service. However, little effort has been made to integrate these models into corridor studies and route alignment analyses since (a) re‐routing is itself an extremely complex modeling task, and (b) the results of the demand models are presented in tabular form with no facility to visualize spatial patterns and relationships that, if recognized, would aid in the routing tasks.

GIS tools can be used, together with the demand models, to identify both clusters of city blocks that house families with certain socioeconomic characteristics and potential trip destinations conducive to transit use. In other words, GIS tools can be used to better measure some of the factors that are needed by transit demand models. The results of these models can be displayed graphically, enabling analysts to target places needing improved service, evaluate route re‐alignment alternatives, and operate more efficient and effective bus lines.

This paper examines how a particular class of model used by transit agencies for estimating ridership can be integrated with GIS tools in order to facilitate such analyses. It also explores the effects of visualization of routes, demographics, and employment data on the process of designing route alignments with better targeting of high transit ridership areas. This paper is part of a research project sponsored by the Region One University Transportation Center, at MIT.
A comparison of accuracy and cost of attribute data in analysis of transit service areas using GIS
Authors: O'Neill Wende A.
Published: January 2010

User oriented transit service is designed to meet the particular needs of a selected group of travelers. Transit Routes are located to provide convenient linkages between user's origin and destination in such a way that out‐of‐vehicle time, such as access and transfer time, is minimized. Planning transit routes requires understanding demographics, land use and travel patterns in an area. The dynamic nature of these systems necessitates regular review and analysis to insure that the transit system continues to meet the needs of the area it serves.

Geographic Information Systems (GIS) provide a flexible framework for planning and analyzing transit routes and stops. Socioeconomic, demographic, housing, land use, and traffic data may be modeled in a GIS to identify efficient and effective corridors to locate routes.

Part of the route location and analysis problem requires estimating population within the service area of a route. A route's service area is defined using walking distance or travel time. The problem of identifying service areas for park and ride or auto/bus users is not considered here, but assumed analogous to walk/bus trips.

This paper investigates the accuracy and costs associated with the use of different attribute data bases to perform service area analysis for transit routes using GIS. A case study is performed for Logan, Utah, where a new fixed route service is operated. The case study illustrates the use of census data, postal data, data collected from aerial photographs, and data collected during a field survey using the network area analysis technique for transit service area analysis. This comparison allows us to describe the amount of error introduced by various spatial modeling techniques of data bases representing a variety of aggregation levels.
A container terminal simulation model with animation capabilities
Authors: Ballis A. , Abacoumkin C.
Published: January 2010

The objective of this paper is to introduce a computer simulation model with on‐screen animation graphics, which can simulate the operations of a container terminal equipped with straddle carriers. The movements of the equipment are simulated as realistically as possible, to include time losses due to the mismatch in the sequence of equipment movements and to traffic congestion. Trucks are normally served in a specified area, but in some cases, straddle carrier drivers can call the truck to be served directly in the container storage areas. The experience of operators is incorporated in the model, in the form of a knowledge base, that is used to simulate the above process and determine the service discipline. The model was designed to evaluate different configurations (changes in yard layout, equipment number and productivity, truck arrival pattern and service discipline) of the simulated system. The proposed model was used to examine the differences between “the observed” operations strategy and the strategy dictated by the operational rules of the port of Piraeus. The results indicate that “the observed” strategy leads to shorter truck service time but increase the traffic conflicts in the terminal's internal transport networks.
Rail line length in a crosstown corridor with many‐to‐many demand
Authors: Liu G. , Quain G. , Wirasinghe S. C.
Published: January 2010

An analytical model that determines the optimal location and length of rail line along a crosstown transportation corridor with the objective of minimizing the total transportation cost is presented. A general, many‐to‐many passenger demand pattern is considered. The objective function, which includes the rail and bus riding costs, rail and bus operating costs, rail fleet costs and rail line costs, is minimized by using the classical optimization method with the aid of a computer program developed for the model. The model is applied to the Northwest‐South transportation corridor in Calgary, Alberta, and the sensitivity of the optimal rail line location and length to the unit cost and demand parameters at their reasonable ranges is tested. It is found that although the total passenger demand, unit rail line cost, and unit bus operating cost have greater influence than the unit bus and rail riding costs, and unit rail fleet and operating costs, the optimal line length is generally insensitive to all these parameters. It is also found that the length of the existing LRT line in the corridor is comparable to the optimal line length obtained from the model, but the existing line should be extended further south in order to meet the heavier demand in that direction optimally.
Provision of accessible transportation alternatives for the transportation handicapped in Taiwan
Authors: Lan Lawrence W.
Published: January 2010

Four transportation handicapped groups are identified in Taiwan (impaired ambulation, visually impaired, aged, and others) and nine accessible transportation alternatives are proposed. The costs and potential ridership for these nine alternatives in the Taipei area are estimated. Using analytic hierarchy process (AHP) and multicriteria evaluation with qualitative and quantitative data (MEQQD) methods, the most appropriate accessible transportation alternatives for each of the four handicap groups are selected. It is found that the best accessible transportation alternative for the impaired ambulation, the aged, and others would be a demand‐responsive lift‐equipped specialized van, while half‐fare subsidized taxi would be the second‐best option. By contrast, the best alternative for the visually impaired would be half‐fare subsidized taxi, while conventional bus with broadcast equipment would be the second‐best choice.
Public transport demand estimation by calibrating a trip distribution‐mode choice (TDMC) model from passenger counts: A case study in Bandung, Indonesia
Authors: Tamin Ofyar Z.
Published: January 2010

A problem always found in developing countries is the lack of information required for short, medium and long term planning purposes due to money and time constraints. This becomes even more valuable for problems which require ‘quick‐response’ treatment. A flexible model approach allows monitoring a long term plan in order to check its short term performance at regular intervals using easily‐available data. If found necessary, changes to the plan may be evaluated and eventually implemented. For this reason, the approach is deemed appropriate for long term planning and project evaluation even in the case of rapid changes in land‐use, socio‐economic and population parameters usually occurs in most of developing countries.

A key element of the approach is a system to update the forecasting model (in particular its trip distribution and mode choice elements) using low‐cost and/or easily‐available information. Traffic counts are particularly attractive to be used in developing countries for planning purposes. The estimation of public transport demand, particularly important for planning purposes, is an expensive and time consuming undertaking. The need for a low‐cost method to estimate the public transport demand is therefore obvious.

The objective of this paper is the development of methods and techniques for modelling the public transport demand using traffic (passenger) count information and other simple zonal‐planning data. We will report on a family of aggregate model combined with a family of mode choice logit models which can be calibrated from traffic (passenger) counts and other low‐cost data. The model examined was the Gravity (GR) model combined with the Multi‐Nominal‐Logit (MNL) model. Non‐Linear‐Least‐Squares (NLLS) estimation method was used to calibrate the parameter of the combined model. The combined TDMC model and the calibration method have been implemented into a micro‐computer package capable of dealing with the study area consisting of up to 300 zones, 3000 links and 6000 nodes.

The approach has been tested using the 1988 Public Transport Data Survey in Bandung (Indonesia). The model was found to provide a reasonably good fit and the calibrated parameter can then be used for forecasting purposes. General conclusion regarding the advantageous and the applicability of the approach to other environments are given.
Application of multiple criteria decision making for network improvement
Authors: Tzeng Gwo‐Hshiung , Tsaur Sheng‐Hshiung
Published: January 2010

In this paper we propose application of multiple criteria decision making to problems of a metropolitan network improvement plan. Initially, a bilevel multiple objective network design model is considered in two objectives which are minimal government budget and minimal total travel time of road users. We seek feasible improvement alternatives among those bottleneck links in an existing road network structure and travel demand. We present an effective heuristic algorithm to obtain noninferior solutions; then ELECTRE III multiple criteria decision making and group decision making are used to evaluate and to select a compromise solution among those noninferior solutions. From the design phase in multiple criteria decision making, multiple objective mathematical programming is used to formulate a continuous network design model. However, from the phase of evaluation, multiple criteria decision making to solve the discrete network design problem. The network of metropolitan Taipei is taken as an example to illustrate the operation of this model.
Public participation in the Helsinki crosstown artery project
Authors: Talvitie Antti , Pearson Tuija
Published: January 2010

The paper reports on citizen participation in the planning of Helsinki Crosstown Artery in the early 1990s. The project had difficult beginnings: there was disagreement on benefits and costs, a broad‐based mistrust, and an externally prepared work program which sought to resolve these emotional disagreements using technical information. The citizen participation program consisted of Open Houses preceded by a newsletter, newspaper advertisements, a 1–800 Number hotline, and a responsiveness summary. Additional techniques were used as necessary. The design of the citizen participation program was sound and inexpensive, provided for continuous evaluation, and drove the planning work. Substantial informed consent was created in the project. The main conclusion from the present case study is this: in planning and in public participation emotional issues dominate and can rarely be solved by “rational” studies. The citizen participation technique evolved during the study is transferable and has broad planning implications.
Successful community participation in local traffic proposals
Authors: Hathway Tony
Published: January 2010

This paper examines the successes and failures of intensive community involvement in redesigning city streets. It examines the progress of an ongoing study of traffic and parking in the architecturally sensitive conservation area of Clifton, Bristol. It illustrates how all sections of the community can work together with the local authority to recognise issues, examine options and reach an agreed action plan.

The process was not trouble free. Difficulties arose as the implications of the detailed proposals became clear to the wider public and the realisation that work would shortly commence in their street. The paper explains how different types of people become involved in the project as work progresses from the strategic level to detailed design and implementation.
Testing and evaluation of a multi‐commodity multi‐modal network flow model for disaster relief management
Authors: Haghani Sei‐Chang Oh Ali
Published: January 2010

The results of the testing of an optimization model in disaster relief management are presented. The problem is a large‐scale multi‐commodity, multi‐modal network flow problem with time windows. Due to the nature of this problem, the size of the optimization model grows extremely rapidly as the number of modes and/or commodities increase.

The formulation is based on the concept of a time‐space network. Two heuristic algorithms are developed. One exploits an inherent network structure of the problem with a set of side constraints and the other is an interactive fix‐and‐run heuristic. The findings of the model‐testing and a wide range of sensitivity analyses using an artificially generated data set are presented. Both solution procedures prove to be efficient and effective in providing close to optimal solutions.