What hurts the dominant airlines at hub airports?

This paper estimates a frequency equation to explain the determinants of network airline service levels at their hub airports. Drawing on European data for 2002 - 2013, we find that network airlines reduce frequencies when the share of low - cost airlines increases both on the route and at the hub airport. On the contrary, frequency choices of network airlines are not affected by competition from low - cost airlines operating in nearby secondary airports. We also find some evidence that mergers in Europe may result in a re - organization of the route structure in favor of the hubs of the larger airline.

What hurts the dominant airlines at hub airports?

This paper estimates a frequency equation to explain the determinants of network airline service levels at their hub airports. Drawing on European data for 2002 - 2013, we find that network airlines reduce frequencies when the share of low - cost airlines increases both on the route and at the hub airport. On the contrary, frequency choices of network airlines are not affected by competition from low - cost airlines operating in nearby secondary airports. We also find some evidence that mergers in Europe may result in a re - organization of the route structure in favor of the hubs of the larger airline.

Intercontinental fligths from European Airports: Towards hub concentration or not?

This paper empirically analyzes changes in the supply of non-stop intercontinental flights from European airports. We take advantage of OAG data for air services from a rich sample of European airports to intercontinental destinations in the period 2004-2008. Results of the empirical analysis indicate a tendency towards a more balanced distribution of intercontinental flights across European airports. We also find that the demographic size of a region, its sector specialization, the political role of its central city and the proportion of connecting traffic explain the amount of and changes in long-haul air services supplied from European airports.

Airline competition and network structure

This paper characterizes the equilibria in airline networks and their welfare implications in an unregulated environment. Competing airlines may adopt either fully-connected (FC) or hub-and-spoke (HS) network structures; and passengers exhibiting low brand loyalty to their preferred carrier choose an outside option to travel so that markets are partially served by airlines. In this context, carriers adopt hubbing strategies when costs are sufficiently low, and asymmetric equilibria where one carrier chooses a FC strategy and the other chooses a HS strategy may arise. Quite interestingly, flight frequency can become excessive under HS network configurations.

Congested hubs

Hub congestion is a major problem and a relevant policy issue because it causes delays and many organizational problems at airports that end up implying unpleasant consequences both for air travelers and airlines. In a competitive framework in which carriers choose aircraft size, this paper suggests that airlines schedule too many flights using overly small aircraft, which constitutes a major contributor to congestion. Two- part congestion tolls, accounting for the congestion imposed on other carriers and the congestion imposed on all passengers, are needed to recover e¢ ciency. Finally, we analyze the validity of the results by studying the effects of network size, airport capacity, competition in layover time, and the formation of airline alliances. Keywords: congestion; hub-and-spoke networks; overprovision of frequency; con- gestion internalization; congestion tolls JEL Classiffication Numbers: L13; L2; L93

Technology, business models and network structure in the airline industry

Network airlines have been increasingly focusing their operations on hub airports through the exploitation of connecting traffic, allowing them to take advantage of economies of traffic density, which are unequivocal in the airline industry. Less attention has been devoted to airlines? decisions on point-to-point thin routes, which could be served using different aircraft technologies and different business models. This paper examines, both theoretically and empirically, the impact on airlines ?networks of the two major innovations in the airline industry in the last two decades: the regional jet technology and the low-cost business model. We show that, under certain circumstances, direct services on point-to-point thin routes can be viable and thus airlines may be interested in deviating passengers out of the hub.

Technology, business models and network structure in the airline industry

Network airlines have been increasingly focusing their operations on hub airports through the exploitation of connecting traffic, allowing them to take advantage of economies of traffic density, which are unequivocal in the airline industry. Less attention has been devoted to airlines' decisions on point-to-point thin routes, which could be served using different aircraft technologies and different business models. This paper examines, both theoretically and empirically, the impact on airlines' networks of the two major innovations in the airline industry in the last two decades: the regional jet technology and the low-cost business model. We show that, under certain circumstances, direct services on point-to-point thin routes can be viable and thus airlines may be interested in deviating passengers out of the hub. Keywords: regional jet technology; low-cost business model; point-to-point network; hub-and-spoke network JEL Classi…fication Numbers: L13; L2; L93

Differential time to positivity of blood cultures: a valid method for diagnosing catheter-related bloodstream infections in the intensive care unit

iii. Catheter-related bloodstream infection (CR-BSI) diagnosis usually involves catheter withdrawal. An alternative method for CR-BSI diagnosis is the differential time to positivity (DTP) between peripheral and catheter hub blood cultures. This study aims to validate the DTP method in short-term catheters. The results show a low prevalence of CR-BSI in the sample (8.4%). The DTP method is a valid alternative for CR-BSI diagnosis in those cases with monomicrobial cultures (80% sensitivity, 99% specificity, 92% positive predictive value, and 98% negative predictive value) and a cut-off point of 17.7 hours for positivity of hub blood culture may assess in CR-BSI diagnosis.

Perfil clínico y factores asociados a mortalidad del paciente que ingresa por edema agudo de pulmón en el servicio de urgencias de un hospital de referencia

La ventilació mecánica no invasiva(VMNI) associada al tractament farmacològic de l’edema agut de pulmó(EAP) ha demostrat millorar de forma precoç els paràmetres clínics i gasomètrics, reduïr el nombre d’IOT, ingressos a UCI i mortalitat quan es compara amb el tractament convencional. Evaluàrem el perfil clínic, factors associats a mortalitat, comparàrem la mortalitat, temps mig d’estància hospitalària e incidència de complicacions(IAM) pels dos tipus de tractaments realizats(VMNI vs teràpia convencional) en pacients admesos a l’Hospital per EAP entre 2006-2008. El tabaquisme, pressió arterial sistòlica, xifra d’urea i radiografia de tórax amb cardiomegàlia i redistribució són predictors independents de mortalitat.

Aplicación de CPAP vs. BIPAP en pacientes con edema agudo de pulmón

Estudi clínic, prospectiu, randomizat, on d'un total de 59 pacients foren asignats a dos grups de soport ventilatori (CPAP (30) o BIPAP (29)). L' objectiu primari analizat fou la necessitat de IOT. Com objetius secundaris s'estudiaren la milloria de parámetres clínics, gasomètrics, el temps de soport ventilatori i d' estància en UCI, la supervivència a l' alta d' UCI i als 28 dies. No vam trobar diferències en cap dels paràmetres excepte en la pO2/FiO2 després de la primera hora (146,94CPAP vs 198,49BIPAP p=0.037).

Open Educational Resources : Experiences of use in a Latin-American context

This paper presents practical experiences using Open educational Resources (OER) for basic and elementary education (K12), educational research and research training on two inter-institutional projects with the collaboration of thirteen higher education institutions and with the support of the Corporación de Universidades para el Desarrollo del Internet (CUDI) and by the Consejo Nacional de Ciencia y Tecnología (CONACYT) of Mexico and hosted by the Tecnológico de Monterrey. The first initiative is titled "Knowledge Hub for K-12 Education" with the main goal of enrich a catalog of Open Educational Resources for basic and elementary education (K-12) for Mexico and Spanish speaking countries in Latin-America. The main goal of the second initiative is to build a collection of Open Educational Resources for Mobile Learning to address the issue of educational research and research training.

China’s Strategy in North Africa: New economic challenges for the Mediterranean region

El WP té com a objectiu examinar per què els països del nord d'Àfrica estan augmentant les seves importacions de Xina i per què la Xina està augmentant les seves inversions estrangeres directes a la zona. la avantatges per als països del nord d'Àfrica es troben en els actuals acords de lliure comerç, el absència de barreres aranzelàries i la seva ubicació geogràfica summament beneficiosa com Hub de la Mediterrània. El paper de la Unió per la Mediterrània és clau per identificar aspectes de la política regional, tenint en compte la participació xinesa a la zona. com conseqüència, concloem que els actors polítics han de trobar un equilibri entre sostenible desenvolupament i els interessos econòmics de la regió.

Unitat funcional d’atenció oncològica: anàlisi d’un recurs per a la presa de decisió multidisciplinària en càncer.

Es tracta d’un treball que vol contribuir a l’actualització i difusió d’un recurs assistencial denominat Unitat Funcional d’Atenció Oncològica (UFAO) creat entre l’Institut Català d’Oncologia (ICO) i l’Hospital de Bellvitge (HUB). L’objectiu d’una UFAO, és aconseguir la màxima supervivència amb la menor morbiditat possible en pacients diagnosticats de càncer. El model d’atenció d’una UFAO s’inicia davant de la sospita d’un càncer, passant per la confirmació diagnòstica del mateix i incidint en la presa de decisions més adequada de cara al tractament a seguir. Per aquest motiu, es realitza un estudi del recurs des d’un punt de vista de l’eficiència, des d’un análisi de cost, des de la defincició d’un mapa de procés i des de la identificació de propostes d’evolució de futur. Les conclusions serien: - Està científicament demostrat que el treball multidisciplinari en càncer millora els resultats. - La UFAO seria un recurs eficient des de la sospita fins al diagnòstic compert de la malaltia. - L’adherencia a les guies de pràctica clínica demostren també l’eficiència d’una UFAO. - Més del 80% del cost d’una UFAO són la suma de despeses de personal i proves complementàries. - La definició del primer mapa de procés básic d’una UFAO ha de permetre disminuir les diferències entre UFAO. - Segons un grup focal de pacients, consideren que la UFAO els hauria de realitzar seguiment després d’haver realitzat tots els tractaments. - Es considera que la UFAO és un recurs per la presa de decisions en càncer.

Airline Consolidation and the Distribution of Traffic between Primary and Secondary Hubs

Several airline consolidation events have recently been completed both in Europe and in the United States. The model we develop considers two airlines operating hub-and-spoke networks, using different hubs to connect the same spoke airports. We assume the airlines to be vertically differentiated, which allows us to distinguish between primary and secondary hubs. We conclude that this differentiation in air services becomes more accentuated after consolidation, with an increased number of flights being channeled through the primary hub. However, congestion can act as a brake on the concentration of flight frequency in the primary hub following consolidation. Our empirical application involves an analysis of Delta s network following its merger with Northwest. We find evidence consistent with an increase in the importance of Delta s primary hubs at the expense of its secondary airports. We also find some evidence suggesting that the carrier chooses to divert traffic away from those hub airports that were more prone to delays prior to the merger, in particular New York s JFK airport. Keywords: primary hub; secondary hub; airport congestion; airline consolidation; airline networks JEL Classi fication Numbers: D43; L13; L40; L93; R4

Airport Congestion and Airline Network Structure

This paper provides a theoretical and empirical analysis of the relationship between airport congestion and airline network structure. We find that the development of hub-and-spoke (HS) networks may have detrimental effects on social welfare in presence of airport congestion. The theoretical analysis shows that, although airline pro ts are typically higher under HS networks, congestion could create incentives for airlines to adopt fully-connected (FC) networks. However, the welfare analysis leads to the conclusion that airlines may have an inefficient bias towards HS networks. In line with the theoretical analysis, our empirical results show that network airlines are weakly infl uenced by congestion in their choice of frequencies from/to their hub airports. Consistently with this result, we con firm that delays are higher in hub airports controlling for concentration and airport size. Keywords: airlines; airport congestion; fully-connected networks, hub-and-spoke net- works; network efficiency JEL Classifi cation Numbers: L13; L2; L93