The impact of the Spanish economic crisis on the duration of sickness absence

Directors: Jordi Delclós Clanchet, Mònica Ubalde López, Eva Calvo Bonacho

Heterogeneity and event dependence in the analysis of sickness absence

Sickness absence (SA) is an important social, economic and public health issue. Identifying and understanding the determinants, whether biological, regulatory or, health services-related, of variability in SA duration is essential for better management of SA. The conditional frailty model (CFM) is useful when repeated SA events occur within the same individual, as it allows simultaneous analysis of event dependence and heterogeneity due to unknown, unmeasured, or unmeasurable factors. However, its use may encounter computational limitations when applied to very large data sets, as may frequently occur in the analysis of SA duration. To overcome the computational issue, we propose a Poisson-based conditional frailty model (CFPM) for repeated SA events that accounts for both event dependence and heterogeneity. To demonstrate the usefulness of the model proposed in the SA duration context, we used data from all non-work-related SA episodes that occurred in Catalonia (Spain) in 2007, initiated by either a diagnosis of neoplasm or mental and behavioral disorders. As expected, the CFPM results were very similar to those of the CFM for both diagnosis groups. The CPU time for the CFPM was substantially shorter than the CFM. The CFPM is an suitable alternative to the CFM in survival analysis with recurrent events,especially with large databases.

Assessing inter-rater reliability when the raters are fixed: two concepts and two estimates.

Intraclass correlation (ICC) is an established tool to assess inter-rater reliability. In a seminal paper published in 1979, Shrout and Fleiss considered three statistical models for inter-rater reliability data with a balanced design. In their first two models, an infinite population of raters was considered, whereas in their third model, the raters in the sample were considered to be the whole population of raters. In the present paper, we show that the two distinct estimates of ICC developed for the first two models can both be applied to the third model and we discuss their different interpretations in this context.

A simple score for estimating ischemic heart disease in patients with non-traumatic chest pain in primary care

Background: Modelling epidemiological knowledge in validated clinical scores is a practical mean of integrating EBM to usual care. Existing scores about cardiovascular disease have been largely developed in emergency settings, but few in primary care. Such a toll is needed for general practitioners (GP) to evaluate the probability of ischemic heart disease (IHD) in patients with non-traumatic chest pain. Objective: To develop a predictive model to use as a clinical score for detecting IHD in patients with non-traumatic chest-pain in primary care. Methods: A post-hoc secondary analysis on data from an observational study including 672 patients with chest pain of which 85 had IHD diagnosed by their GP during the year following their inclusion. Best subset method was used to select 8 predictive variables from univariate analysis and fitted in a multivariate logistic regression model to define the score. Reliability of the model was assessed using split-group method. Results: Significant predictors were: age (0-3 points), gender (1 point), having at least one cardiovascular risks factor (hypertension, dyslipidemia, diabetes, smoking, family history of CVD; 3 points), personal history of cardiovascular disease (1 point), duration of chest pain from 1 to 60 minutes (2 points), substernal chest pain (1 point), pain increasing with exertion (1 point) and absence of tenderness at palpation (1 point). Area under the ROC curve for the score was of 0.95 (IC95% 0.93; 0.97). Patients were categorised in three groups, low risk of IHD (score under 6; n = 360), moderate risk of IHD (score from 6 to 8; n = 187) and high risk of IHD (score from 9-13; n = 125). Prevalence of IHD in each group was respectively of 0%, 6.7%, 58.5%. Reliability of the model seems satisfactory as the model developed from the derivation set predicted perfectly (p = 0.948) the number of patients in each group in the validation set. Conclusion: This clinical score based only on history and physical exams can be an important tool in the practice of the general physician for the prediction of ischemic heart disease in patients complaining of chest pain. The score below 6 points (in more than half of our population) can avoid demanding complementary exams for selected patients (ECG, laboratory tests) because of the very low risk of IHD. Score above 6 points needs investigation to detect or rule out IHD. Further external validation is required in ambulatory settings.

Absence of p53 gene mutations in a tumor panel representative of pilocytic astrocytoma diversity using a p53 functional assay.

Although p53-gene mutations occur with significant frequency in diffuse low-grade and high-grade astrocytomas, and are postulated to play an important role in tumorigenesis in these cases, the role of the p53 gene in pilocytic astrocytomas remains unclear. Published data using DNA-based assays for p53-gene analysis in these tumors have shown contradictory results in mutation frequency (0-14%). It is not known whether these heterogeneous results stem from the biological diversity of this tumor group or from technical problems. To re-evaluate p53-gene status in pilocytic tumors, we analyzed 18 tumors chosen to represent the clinical and biological heterogeneity of this tumor type with respect to anatomical location, patient age, gender, ethnic origin (Caucasian or Japanese) and the concomitant occurrence of neurofibromatosis type 1 (NF1). All primary tumors were histologically diagnosed as pilocytic astrocytoma (WHO grade I), except for one anaplastic pilocytic astrocytoma (WHO grade III) which developed in an NF1 patient and recurred as glioblastoma multiforme (WHO grade IV). p53 mutations were detected using an assay in yeast which tests the transcriptional activity of p53 proteins synthesized from tumor mRNA-derived p53-cDNA templates. None of 18 tumors, including 3 NF1-related tumors, showed p53-gene mutations between and including exons 4 and 11. We conclude that p53-gene mutations are extremely rare findings in pilocytic astrocytomas, and are absent even in those exceptional cases in which malignant progression of such tumors has occurred.

Absence of association between specific common variants of the obesity-related FTO gene and psychological and behavioral eating disorder phenotypes.

Extensive population-based genome-wide association studies have identified an association between the FTO gene and BMI; however, the mechanism of action is still unknown. To determine whether FTO may influence weight regulation through psychological and behavioral factors, seven single-nucleotide polymorphisms (SNPs) of the FTO gene were genotyped in 1,085 individuals with anorexia nervosa (AN) and 677 healthy weight controls from the international Price Foundation Genetic Studies of Eating Disorders. Each SNP was tested in association with eating disorder phenotypes and measures that have previously been associated with eating behavior pathology: trait anxiety, harm-avoidance, novelty seeking, impulsivity, obsessionality, compulsivity, and concern over mistakes. After appropriate correction for multiple comparisons, no significant associations between individual FTO gene SNPs and eating disorder phenotypes or related eating behavior pathology were identified in cases or controls. Thus, this study found no evidence that FTO gene variants associated with weight regulation in the general population are associated with eating disorder phenotypes in AN participants or matched controls. © 2011 Wiley-Liss, Inc.

Th2 activities induced during virgin T cell priming in the absence of IL-4, IL-13, and B cells.

Virgin T cells being primed to Th2-inducing or Th1-inducing Ags, respectively, start to synthesize IL-4 or IFN-gamma as they begin to proliferate. Parallel respective induction of B cells to produce gamma1 or gamma2a switch transcripts provides additional evidence of early divergent Th activity. This report concerns the roles of IL-4, IL-13, and B cells in these early events in vivo. Th2 responses were induced in lymph nodes against hapten-protein given s.c. with killed Bordetella pertussis adjuvant. In T cell proliferation in wild-type mice, IL-4 message up-regulation and gamma1 and epsilon switch transcript production were underway 48-72 h after immunization. The absence of IL-4, IL-13, or B cells did not alter the early T cell proliferative response. The gamma1 and epsilon switch transcript production was still induced in the absence of IL-4, IL-13, or both, but at a reduced level, while the dominance of switching to IgG1 in the extrafollicular hapten-specific plasma cell response was retained. The up-regulation of IL-4 message was not reduced or delayed in the absence of B cells and was only marginally reduced by the absence of IL-13. It is concluded that signals delivered by dendritic cells, which are not dependent on the presence of IL-4, IL-13, or B cells, can prime virgin T cells and induce the early Th2 activities studied. These early events that direct virgin T cells toward Th2 differentiation contrast with the critical later role of Th2 cytokines in selectively expanding Th2 clones and driving further IL-4 synthesis.

MOS-SF-36 in evaluating health-related quality of life in alcohol-dependent patients.

Health-related quality of life (HRQoL) was evaluated in a sample of alcohol-dependent patients with the 36-item Medical Outcome Study Short-Form Health Survey (MOS-SF-36). The instrument was administered to 147 patients (77% males), aged 26-78, with a DSM-III-R diagnosis of alcohol dependence. The Hamilton Depression Scale (HDS), the Severity of Alcohol Dependence Questionnaire (SADQ), and the Addiction Severity Index (ASI) were also administered to the first 100 patients included in the study. The reliability and validity of the MOS-SF-36 were evaluated. Test-retest intraclass coefficients for a 10-day interval were in the range .65 to .79, whereas the Cronbach alpha coefficient indicated good internal consistency (range .70 to .89). Compared to scores observed in the general population, MOS-SF-36 scores for alcohol-dependent patients were relatively low (indicating worse perception of HRQoL), especially in the psychological and role dimensions (range 52/100 to 55/100), but were closer to populational values in the physical and functional dimensions (range 61/100 to 75/100)). The highest correlation between MOS-SF-36 dimensions and HDS was found in the MOS-SF-36 "mental health" dimension (r=-.56, p < .001); this dimension was also correlated highly with the psychiatric dimension of the ASI (r=-.73, p < .001). The eight dimensions of the MOS-SF-36 were 21% to 127% lower in patients with HDS greater than or equal to 16 (major depression) compared to those with HDS less than or equal to 7 (absence of depression). The MOS-SF-36 dimensions were 10% to 141% lower in patients with high "ASI alcohol" scores, indicating worse HRQoL profiles with a higher severity of alcohol dependence. The MOS-SF-36 presents good criteria for reliability and validity in alcohol-dependent patients. The results suggested that alcohol-dependent patients perceived their problems more as psychological than physical. The severity of alcohol dependence and depression seemed to influence the perception of HRQoL negatively.

Calibration and Reliability of a Nuclear Asphalt Content Gauge, MLR-87-02, 1987

Based on results of an evaluation performed during the winter of 1985-86, six Troxler 3241-B Asphalt Content Gauges were purchased for District use in monitoring project asphalt contents. Use of these gauges will help reduce the need for chemical based extractions. Effective use of the gauges depends on the accurate preparation and transfer of project mix calibrations from the Central Lab to the Districts. The objective of this project was to evaluate the precision and accuracy of a gauge in determining asphalt contents and to develop a mix calibration transfer procedure for implementation during the 1987 construction. The first part of the study was accomplished by preparing mix calibrations in the Central Lab gauge and taking multiple measurements of a sample with known asphalt content. The second part was accomplished by preparing transfer pans, obtaining count data on the pans using each gauge, and transferring calibrations from one gauge to another through the use of calibration transfer equations. The transferred calibrations were tested by measuring samples with a known asphalt content. The study established that the Troxler 3241-B Asphalt Content Gauge yields results of acceptable accuracy and precision as evidenced by a standard deviation of 0.04% asphalt content on multiple measurements of the same sample. The calibration transfer procedure proved feasible and resulted in the calibration transfer portion of Materials I.M. 335 - Method of Test For Determining the Asphalt Content of Bituminous Mixtures by the Nuclear Method.

An improved approach for predicting the distribution of rare and endangered species from occurrence and pseudo-absence data

1. Few examples of habitat-modelling studies of rare and endangered species exist in the literature, although from a conservation perspective predicting their distribution would prove particularly useful. Paucity of data and lack of valid absences are the probable reasons for this shortcoming. Analytic solutions to accommodate the lack of absence include the ecological niche factor analysis (ENFA) and the use of generalized linear models (GLM) with simulated pseudo-absences. 2. In this study we tested a new approach to generating pseudo-absences, based on a preliminary ENFA habitat suitability (HS) map, for the endangered species Eryngium alpinum. This method of generating pseudo-absences was compared with two others: (i) use of a GLM with pseudo-absences generated totally at random, and (ii) use of an ENFA only. 3. The influence of two different spatial resolutions (i.e. grain) was also assessed for tackling the dilemma of quality (grain) vs. quantity (number of occurrences). Each combination of the three above-mentioned methods with the two grains generated a distinct HS map. 4. Four evaluation measures were used for comparing these HS maps: total deviance explained, best kappa, Gini coefficient and minimal predicted area (MPA). The last is a new evaluation criterion proposed in this study. 5. Results showed that (i) GLM models using ENFA-weighted pseudo-absence provide better results, except for the MPA value, and that (ii) quality (spatial resolution and locational accuracy) of the data appears to be more important than quantity (number of occurrences). Furthermore, the proposed MPA value is suggested as a useful measure of model evaluation when used to complement classical statistical measures. 6. Synthesis and applications. We suggest that the use of ENFA-weighted pseudo-absence is a possible way to enhance the quality of GLM-based potential distribution maps and that data quality (i.e. spatial resolution) prevails over quantity (i.e. number of data). Increased accuracy of potential distribution maps could help to define better suitable areas for species protection and reintroduction.

Lignes ferroviaires régionales : ouvrir, fermer ou moderniser? : obstacles juridiques, techniques, géopolitiques ou absence de volonté politique? : études de quatre lignes ferroviaires franco-belges et franco-suisses

L'objectif de la présente étude est de cerner les facteurs de succès et d'échec des réouvertures et modernisations de lignes ferroviaires transfrontalières dans les zones limitrophes. L'enquête prend pour base deux lignes franco-belges (Mons-Valenciennes et Namur- Charleville-Mézières) et deux lignes franco-suisses (Delémont-Belfort et Neuchâtel- Besançon). Le problème public réside dans l'absence de moyens de transports publics exploitant le potentiel existant dans le bassin de vie concerné (sous-exploitation du marché des transports). Les obstacles à franchir dans le domaine des transports ferroviaires peuvent être de nature juridique. Ainsi, des prescriptions légales telles que certains standards d'interopérabilité, l'absence d'une définition de l'expression «train régional» au niveau européen, la sécurité (passages à niveau) ou des mesures en faveur des personnes à mobilité réduite, peuvent entraver, voire empêcher des réouvertures ou modernisations de lignes régionales, car ces standards ne sont pas adaptés à la réalité des lignes dont le potentiel est faible en termes de voyageurs et de fret. À un autre niveau, il est rare que les aspects techniques constituent des obstacles. C'est cependant le cas lorsque deux réseaux ferroviaires nourrissent des philosophies antagonistes (réseau cadencé et non cadencé). Pour la réouverture des lignes, on constate l'absence de définitions claires, au niveau politique, de la desserte de base et des seuils de fréquentation minimale. Il y a parfois un contraste marqué entre une infrastructure dégradée et un matériel roulant très moderne, signe d'absence de sensibilisation à l'entretien des infrastructures ferroviaires. Pourtant, ces infrastructures jouent un rôle important à l'échelon géopolitique. Correctement aménagées (offre, temps de parcours, correspondances), elles permettent le désenclavement de toute une région. La réouverture d'un chaînon manquant peut changer la position géopolitique d'une région, comme dans le cas de Mons-Valenciennes; mais en même temps, l'argument de l'impact géopolitique peut entraver une réouverture, même lorsqu'il n'est pas fondé, comme le montre le cas de Dinant-Givet qui semble concurrencer une autre ligne existante. L'impact des lignes à grande vitesse sur les régions limitrophes est souvent surestimé. En revanche, la praticabilité du concept des quatre capitaux (capital manufacturé, social, naturel et humain) est sous-estimée dans le domaine des transports publics. Les grilles d'analyse des quatre capitaux nous ont en effet permis de prouver l'applicabilité du concept aux lignes ferroviaires transfrontalières, en dépit du manque de me- surabilité de certains indicateurs. L'évaluation des lignes retenues à l'aide de notre grille d'analyse montre que les lignes régionales françaises accusent un lourd retard en termes de performance. Ce fait est confirmé dans les quatre capitaux. En appliquant notre méthode de planification à des lignes ferroviaires (transfrontalières), on observe que les lignes actuelles n'exploitent pas suffisamment leur potentiel. L'approche proposée se base sur le triangle «offre - infrastructure - matériel roulant» et s'articule autour des usagers. Avant toute planification, il faut développer une vision pour la région et la ligne concernée, dans laquelle la voie ferrée servira d'axe structurant. La vision se manifeste par un horaire qui traduit l'offre sou-haitée à long terme avec des temps de parcours idéaux, et des noeuds de correspondance avec d'autres moyens de transport. Alors, les lignes régionales peuvent contribuer à un changement de paradigme qui favorise un mode de vie axé davantage sur les services des transports publics que sur le transport individuel, également dans les régions limitrophes. - Het doel van deze Studie is het onderzocken von de redenen van het succès en van het falen van de heropening of modernisering van al of niet grensoverschrijdende spoorlijnen. Het on- derzoek is gebaseerd op twee Frans-Belgische lijnen (Bergen-Yalenciennes en Namen- Charleville-Mezières) en twee Frans-Zwitserse lijnen (Delémont-Belfort en Neuchâtel- Besançon). Het probleem is de afwezigheid van openbare transportmogelijkheden in de uitbating van de betrokken woongebieden (onderbenutting van de transportmarkt). De te overschrijden hindernissen op het gebied van spoorwegvervoer kunnen van juridische oorsprong zijn. Dat wil zeggen dat wettelijke vereisten zoals bepaalde standaarden voor inte- roperabiliteit, het ontbreken van een definitie van «regionale trein» op Europees niveau, de beveiliging (spoorwegovergangen) of maatregelen voor mensen met verminderde mobiliteit de heropening of modernisering van de regionale lijnen kunnen verhinderen, aangezien deze normen niet zijn aangepast aan de realiteit op aan de lijnen waarvan het potenti eel laag is, zowel voor reizigers als voor goederen. Op een ander niveau is het zeldzaam dat de technische as-pecten voor obstakels zorgen. Het is nochtans het geval wanneer twee spoorwegnetten zorgen voor tegenstrijdige ideeën (regelmatig of onregelmatig bezet net). Om de lijnen te he- ropenen, is er een gebrek aan duidelijke afspraken op politiek niveau, voor een minimale be- diening en een minimale opkomst. Soms is er een groot contrast tussen een verouderde infras- tructuur en een zeer modem rollend materieel, een teken van gebrek aan gezond verstand bij het onderhoud van de spoorweginfrastructuur. Deze infrastructuur speelt echter een belan- grijke roi in het geopolitieke niveau. Goed beheerd (aanbod, reistijd, verbindingen) zorgen ze voor een heropening van een hele regio. De heropening van een ontbrekende schakel kan de geopolitieke positie van een regio veranderen, zoals in het geval van Bergen-Valenciennes, maar terzelfder tijd kan het argument van de geopolitieke impact een heropening verhinderen, zelfs als het ongegrond is, zoals in het geval van Dinant-Givet dat blijkt te concurreren met een andere bestaande lijn. De impact van hogesnelheidslijnen op grensoverschrijdende regio's wordt vaak overschat. Daartegenover wordt de haalbaarheid van het concept van de vier kapi- taalvlakken (opbouwend, sociaal, natuurlijk en menselijk kapitaal) onderschat op het gebied van openbaar vervoer. De analyse van de vier kapitaalvlakken heeft ons toegelaten de toepas- baar-heid van het concept van de grensoverschrijdende spoorlijnen aan te tonen, ondanks het ge-brek aan meetbaarheid van bepaalde indicatoren. Evaluatie van de lijnen, geselecteerd met behulp van ons analysekader, heeft aangetoond dat Franse regionale lijnen achterblijven op het gebied van prestaties. Dit wordt bevestigd op de vier kapitaalvlakken. Door het toepassen van onze planningsmethode op spoorlijnen (in grenszones), zien we dat de huidige lijnen hun potentieel onvoldoende benutten. De voorgestelde aanpak is gebaseerd op de driehoek «aan- bieding - infrastructuur - rollend materieel» en rieht zieh op de gebruikers. Vooraleer een planning opgesteld kan worden, moeten we een visie ontwikkelen voor de betrokken lijn en de regio waarin de spoorweg zal dienen als structurele as. De visie baseert zieh op een diens- tregeling die uitgaat van een aanbod op lange termijn met ideale rijtijden en knooppunten met an-dere transportmiddelen. Zodoende kunnen regionale lijnen bijdragen aan een paradigma- vers-chuiving die een levensstijl promoot die meer gericht is op het openbaar vervoer dan op het individueel vervoer, ook in naburige regio's. - Das Ziel der Studie ist die Identifizierung von Erfolgs- und Misserfolgsfaktoren bei Wiedereröffnungen und Modernisierungen von (grenzüberschreitenden) Regionalverkehrslinien in Randregionen. Die Untersuchung stützt sich auf zwei belgisch-französische (Mons- Valenciennes und Namur-Charleville-Mézières) sowie zwei schweizerisch-französische Linien (Delémont-Belfort und Neuchâtel-Besançon). Das öffentliche Problem besteht im Fehlen eines öffentlichen Verkehrsmittels, welches das vorhandene Potential im Einzugsbereich der betrachteten Linien vollständig ausnützt (unvollständige Ausnützung des vorhandenen Transportmarktes). Die zu überwindenden Hindernisse auf dem Gebiet des Eisenbahnwesens können juristischer Natur sein. Es handelt sich dabei um gewisse juristische Vorschriften w. z. B. Interoperabili- tätsstandards, die Abwesenheit einer klaren Definition des Begriffes «Regionalverkehr» auf europäischer Ebene, Sicherheitsstandards (Bahnübergänge) oder Massnahmen zu Gunsten von Behinderten, die Wiedereröffnungen behindern können, weil diese Standards keine Rücksicht auf die Gegebenheiten von Regionallinien mit einem geringen Nachfragepotential nehmen. Technische Vorgaben stellen nur selten ein Hindernis bei Wiedereröffnungen dar. Dies kann dann der Fall sein, wenn zwei Eisenbahnnetze mit unterschiedlichen Betriebsphilosophien aufeinander treffen (Netz mit Taktverkehr und unvertaktete Netze). Bei Wiedereröffnung von Eisenbahnlinie ist festzustellen, dass auf politischer Ebene keine Definitionen in Bezug auf Basisangebot und der minimalen Nachfrage bestehen. Bisweilen ist ein starker Kontrast zwischen einem schlechten Infrastrukturzustand und einem darauf verkehrenden modernem Rollmaterial festzustellen. Gerade diese Infrastruktur spielt auf geopolitischer Ebene eine wichtige Rolle. Wird diese korrekt betrieben (attraktives Angebot, Fahrzeit, Umsteigeverbindungen), erlaubt sie einer ganzen Region eine Lösung aus der Isolation. Die Wiedereröffnung eines fehlenden Teilstücks kann die geopolitische Situation einer Region positiv verändern, wie das Beispiel der Linie Mons-Valenciennes zeigt. Gleichzeitig kann das Argument der geopolitischen Position eine Wiedereröffnung behindern, auch wenn die vorgebrachten Argumente nicht stichhaltig sind, wie das Beispiel der Linie Dinant-Givet beweist, die angeblich einen bestehenden Eisenbahgüterverkehrskorridor konkurrenzieren soll. Der Einfluss von Hochgeschwindigkeitsstrecken auf Randregionen wird oft überschätzt. Im Gegensatz dazu wird die Anwendbarkeit des Konzeptes der vier Kapitalien (konstruiertes, soziales, natürliches und Human-Kapital) bei der Anwendbarkeit im öffentlichen Verkehr unters-chätzt. Der verwendete Analyseraster der vier Kapitalien erlaubt die Anwendbarkeit dieses Ansatzes auf grenzüberschreitende Eisenbahnlinien, trotz des Fehlens von Daten für zahlreiche Indikatoren, zu untermauern. Die Evaluation der betrachteten Linien hat gezeigt, dass die französischen Schienenregionalverkehrslinien einen bedeutenden Rückstand in Bezug auf die Leistungsfähigkeit vorweisen. Dies wird durch die Anwendung des Analyseraster der vier Kapitalien bestätigt. Der Einsatz, der in dieser Arbeit entwickelten Planungsmethode auf die vier grenzüberschreitenden Regionalverkehrslinien hat gezeigt, dass die heutige Betriebsweise von Regionalverkehrslinien das vorhandene Potential nicht ausschöpft. Der vorgeschlagene Ansatz basiert auf dem Dreieck «Angebot - Infrastruktur - Rollmaterial» in dem die Benützerlnnen im Zentrum stehen. Jedoch steht die Entwicklung einer Vision für die betroffene Region und Linie vor dem Beginn jeder Planung im Zentrum, bei der die Eisenbahnlinie als strukturierende Achse benützt wird. Diese manifestiert sich in einer Fahrplanstruktur, die das langfristig gewünschte Angebot mit idealen Fahrzeiten und Umsteigeknoten mit anderen Verkehrsmitteln beinhaltet. In dieser Weise können die Regionalverkehrslinien einen Beitrag zu einem Paradigmawechsel beitragen, der auch in Randregionen einen Lebensstil fördert, der vermehrt auf den öffentlichen Verkehr als auf den motorisierten Individualverkehr setzt. - L'obiettivo di questo studio è quello di identificare i fattori di successo e di fallimento relativi alla riapertura e modernizzazione di linee ferroviarie transfrontaliere e non in aree limitrofe. L'indagine si basa su due linee franco-belghe (Mons-Valenciennes e Namur-Charleville- Mézières) e due linee franco-svizzere (Delémont-Belfort e Neuchâtel-Besançon). Il problema pubblico è la mancanza di mezzi di trasporto pubblico che sfruttino il potenziale esistente nel bacino d'utenza interessato (sottoutilizzazione del mercato dei trasporti). Gli ostacoli da superare nel settore del trasporto ferroviario possono essere di natura giuridica - vale a dire, requisiti legali come alcuni standard d'interoperabilità, l'assenza di una definizione del termine «treno regionale» a livello europeo, la sicurezza (passaggi a livello) o misure a favore di persone a mobilità ridotta, che possono ostacolare o impedire la riapertura o modernizzazione di linee regionali poiché queste norme non vengono adattate alla realtà delle linee il cui potenziale è basso in termini di viaggiatori e merci. A un altro livello è raro che aspetti tecnici costituiscano degli ostacoli. Tuttavia è il caso quando due reti ferroviarie perseguono filosofie antagoniste (rete cadenzata e non cadenzata). Per riaprire le linee si rileva una mancanza di definizioni chiare, a livello politico, del collegamento di base e delle soglie minime di frequentazione. A volte vi è un netto contrasto tra un'infrastruttura degradata e un modernissimo materiale rotabile, segno della mancanza di sensibilizzazione per la manutenzione delle infrastrutture ferroviarie. Eppure queste strutture svolgono un ruolo importante a livello geopolitico. Correttamente gestite (offerta, tempi di percorrenza, coincidenze), permettono l'apertura verso l'esterno di un'intera regione. La riapertura di un tassello mancante può cambiare la posizione geopolitica di una regione, come nel caso di Mons-Valenciennes. Allo stesso tempo, tuttavia, l'argomento dell'impatto geopolitico, anche se infondato, può ostacolare una riapertura - come nel caso di Dinant-Givet che sembra fare concorrenza a un'altra linea esistente. L'impatto delle linee ad alta velocità sulle regioni limitrofe è spesso sovrastimato. In compenso, l'attuabilità del concetto dei quattro capitali (capitale fabbricato, sociale, naturale e umano) è sottovalutata nel settore dei trasporti pubblici. Le griglie d'analisi dei quattro capitali ci hanno effettivamente permesso di dimostrare l'applicabilità del concetto alle linee ferroviarie transfrontaliere, nonostante la mancanza di misurabilità di alcuni indicatori. La valutazione delle linee selezionate in supporto alla nostra griglia d'analisi mostra che le linee regionali francesi accusano un pesante ritardo in termini di prestazioni. Questo dato di fatto è confermato nei quattro capitali. Applicando il nostro metodo di pianificazione alle linee ferroviarie (transfrontaliere), si osserva che le attuali linee non sfruttano a sufficienza il loro potenziale. L'approccio proposto è basato sul triangolo «offerta / infrastrutture / materiale rotabile» e si articola attorno agli utenti. Prima di qualsiasi pianificazione, è necessario sviluppare una visione per la regione e la linea coinvolta, in cui la ferrovia servirà come asse strutturale. La visione si manifesta attraverso un orario che rifletta l'offerta desiderata a lungo termine, con tempi di percorrenza ideali e nodi di coincidenza con altri mezzi di trasporto. In questo modo, le linee regionali possono contribuire a un cambiamento di paradigma che favorisca uno stile di vita più focalizzato sui servizi di trasporto pubblico che sul trasporto individuale - anche nelle regioni limitrofe.

Caspase-2 activation in the absence of PIDDosome formation.

PIDD (p53-induced protein with a death domain [DD]), together with the bipartite adapter protein RAIDD (receptor-interacting protein-associated ICH-1/CED-3 homologous protein with a DD), is implicated in the activation of pro-caspase-2 in a high molecular weight complex called the PIDDosome during apoptosis induction after DNA damage. To investigate the role of PIDD in cell death initiation, we generated PIDD-deficient mice. Processing of caspase-2 is readily detected in the absence of PIDDosome formation in primary lymphocytes. Although caspase-2 processing is delayed in simian virus 40-immortalized pidd(-/-) mouse embryonic fibroblasts, it still depends on loss of mitochondrial integrity and effector caspase activation. Consistently, apoptosis occurs normally in all cell types analyzed, suggesting alternative biological roles for caspase-2 after DNA damage. Because loss of either PIDD or its adapter molecule RAIDD did not affect subcellular localization, nuclear translocation, or caspase-2 activation in high molecular weight complexes, we suggest that at least one alternative PIDDosome-independent mechanism of caspase-2 activation exists in mammals in response to DNA damage.

The Alcohol Use Disorders Identification Test (AUDIT) as a screening tool for excessive drinking in primary care: reliability and validity of a French version.

BACKGROUND: Excessive drinking is a major problem in Western countries. AUDIT (Alcohol Use Disorders Identification Test) is a 10-item questionnaire developed as a transcultural screening tool to detect excessive alcohol consumption and dependence in primary health care settings. OBJECTIVES: The aim of the study is to validate a French version of the Alcohol Use Disorders Identification Test (AUDIT). METHODS: We conducted a validation cross-sectional study in three French-speaking areas (Paris, Geneva and Lausanne). We examined psychometric properties of AUDIT as its internal consistency, and its capacity to correctly diagnose alcohol abuse or dependence as defined by DSM-IV and to detect hazardous drinking (defined as alcohol intake >30 g pure ethanol per day for men and >20 g of pure ethanol per day for women). We calculated sensitivity, specificity, positive and negative predictive values and Receiver Operator Characteristic curves. Finally, we compared the ability of AUDIT to accurately detect "alcohol abuse/dependence" with that of CAGE and MAST. RESULTS: 1207 patients presenting to outpatient clinics (Switzerland, n = 580) or general practitioners' (France, n = 627) successively completed CAGE, MAST and AUDIT self-administered questionnaires, and were independently interviewed by a trained addiction specialist. AUDIT showed a good capacity to discriminate dependent patients (with AUDIT > or =13 for males, sensitivity 70.1%, specificity 95.2%, PPV 85.7%, NPV 94.7% and for females sensitivity 94.7%, specificity 98.2%, PPV 100%, NPV 99.8%); and hazardous drinkers (with AUDIT > or =7, for males sensitivity 83.5%, specificity 79.9%, PPV 55.0%, NPV 82.7% and with AUDIT > or =6 for females, sensitivity 81.2%, specificity 93.7%, PPV 64.0%, NPV 72.0%). AUDIT gives better results than MAST and CAGE for detecting "Alcohol abuse/dependence" as showed on the comparative ROC curves. CONCLUSIONS: The AUDIT questionnaire remains a good screening instrument for French-speaking primary care.