Análisis de la demanda turística en vuelos de bajo coste: Turista de negocios vs turista de ocio

L’estudi pretén establir si el turista de negocis es pot considerar un segment de mercat diferenciat del turista d’oci, ara que els vols de baix cost augmenten. Per això s’analitza una mostra de turistes estrangers en vols de baix cost a l’aeroport de Girona al 2005. Els resultats apunten a unes característiques diferencials en la demanada del turista de negocis, com són la durada de l’estança,i el tipus d’allotjament, però no s’aprecien diferències en la valoració del preu i de l’hora del vol, ni en la tipologia del bitllet

Antiplasmodial activity of iron(II) and ruthenium(II) organometallic complexes against Plasmodium falciparum blood parasites

This work reports the in vitro activity against Plasmodium falciparumblood forms (W2 clone, chloroquine-resistant) of tamoxifen-based compounds and their ferrocenyl (ferrocifens) and ruthenocenyl (ruthenocifens) derivatives, as well as their cytotoxicity against HepG2 human hepatoma cells. Surprisingly with these series, results indicate that the biological activity of ruthenocifens is better than that of ferrocifens and other tamoxifen-like compounds. The synthesis of a new metal-based compound is also described. It was shown, for the first time, that ruthenocifens are good antiplasmodial prototypes. Further studies will be conducted aiming at a better understanding of their mechanism of action and at obtaining new compounds with better therapeutic profile.

Desarrollo y validación de ensayos rápidos para la detección de aeroalérgenos ocupacionales/ambientales: soja i proteinas séricas de paloma

Tanto el asma ocupacional como la neumonitis por hipersensibilidad, como es el pulmón del cuidador de aves, son patologías respiratorias que se pueden prevenir o disminuir su aparición mediante la evitación de la fuente antigénica. Para poder actuar de forma preventiva es de utilidad el disponer de ensayos rápidos que sean capaces de estimar la presencia de alérgeno de forma inmediata. En el marco de este proyecto de dos años de duración tenemos por objeto el desarrollar y estandarizar dos métodos rápidos, inmunocromatográficos, para la determinación de alérgenos de soja y de proteínas séricas de paloma. Alérgenos que han sido seleccionados por su importancia en el medio como agentes causales de asma y neumonitis por hipersensibilidad, respectivamente. También tenemos por objeto determinar la carga de alérgeno de soja en la fracción de partículas menores de 10 micrómetros (PM10) en los alrededores del puerto de Barcelona y comprarla con los niveles en los filtros de partículas suspendidas totales (TSP). Como pasos previos al desarrollo de los ensayos rápidos se han producido anticuerpos específicos frente al extracto de cáscara de soja de bajo peso molecular y frente al suero de paloma, se ha desarrollado un ELISA tipo sándwich para cada alérgeno y parte de los anticuerpos se ha conjugado con oro coloidal. El ensayo inmunocromatográfico para la soja presenta un límite de detección de 6.25ng/ml y ha sido validado mediante el análisis de 119 muestras ambientales, presentando una elevada especificidad y sensibilidad. El ensayo inmunocromatográfico para la determinación de antígenos séricos de paloma requiere ser validado. Mediante un métodos de ELISA de inhibición se han determinado los niveles de alérgeno de soja en filtros PM10 y TSP. A pesar de la buena correlación entre los niveles de alérgeno en ambos filtros, se observó una amplia variación en la proporción PM10/TSP entre días.

Evaluation of Different Methods to Calculate Heavy-Truck VMT, Final Report, December 2004

Reliable estimates of heavy-truck volumes are important in a number of transportation applications. Estimates of truck volumes are necessary for pavement design and pavement management. Truck volumes are important in traffic safety. The number of trucks on the road also influences roadway capacity and traffic operations. Additionally, heavy vehicles pollute at higher rates than passenger vehicles. Consequently, reliable estimates of heavy-truck vehicle miles traveled (VMT) are important in creating accurate inventories of on-road emissions. This research evaluated three different methods to calculate heavy-truck annual average daily traffic (AADT) which can subsequently be used to estimate vehicle miles traveled (VMT). Traffic data from continuous count stations provided by the Iowa DOT were used to estimate AADT for two different truck groups (single-unit and multi-unit) using the three methods. The first method developed monthly and daily expansion factors for each truck group. The second and third methods created general expansion factors for all vehicles. Accuracy of the three methods was compared using n-fold cross-validation. In n-fold cross-validation, data are split into n partitions, and data from the nth partition are used to validate the remaining data. A comparison of the accuracy of the three methods was made using the estimates of prediction error obtained from cross-validation. The prediction error was determined by averaging the squared error between the estimated AADT and the actual AADT. Overall, the prediction error was the lowest for the method that developed expansion factors separately for the different truck groups for both single- and multi-unit trucks. This indicates that use of expansion factors specific to heavy trucks results in better estimates of AADT, and, subsequently, VMT, than using aggregate expansion factors and applying a percentage of trucks. Monthly, daily, and weekly traffic patterns were also evaluated. Significant variation exists in the temporal and seasonal patterns of heavy trucks as compared to passenger vehicles. This suggests that the use of aggregate expansion factors fails to adequately describe truck travel patterns.

Avaliação da Qualidade do Transporte Colectivo Urbano, na Cidade da Praia, e a Satisfação dos Utentes

A qualidade nas organizações de serviço tem-se tornado num tópico de muita importância, sendo reconhecida como uma variável estratégica para aumentar a sua eficácia e eficiência, ganhar vantagem competitiva e conduzir à satisfação dos seus clientes. Promover uma escala apropriada, que reflicta convenientemente as percepções e as expectativas dos clientes, deve ser uma preocupação tanto dos gestores de empresas como das agências governativas. O presente estudo empírico desenvolve e analisa uma escala de medição da qualidade de serviço, através da aplicação do modelo SERVQUAL, desenvolvido por Parasuraman et al. (1985, 1988, 1991), e adaptado para o serviço de transporte colectivo urbano de passageiros (TCUP). O procedimento levado a efeito na presente investigação apresenta 4 fases e 9 etapas, com a combinação do paradigma de Churchill (1979) e entrevistas focus group. A escala final SERVQUAL adaptada, com 23 itens, e as dimensões obtidas indicam que a mesma é altamente fiável (0,891) e válida, demonstrando assim que o procedimento seguido é aplicável e que os seus itens foram desenhados de acordo com as condições do sector. A pesquisa exploratória foi conduzida em Cabo Verde, na cidade da Praia, em Setembro de 2008, com 230 utentes regulares do serviço de TCUP. Os dados confirmam a existência de gaps, encontrando-se a maioria dos inquiridos (67%) insatisfeita com esse serviço. A análise factorial confirmou a existência de cinco dimensões, que determinam a qualidade de serviço no TCUP, na Praia, pela seguinte ordem de importância: “aparência física dos veículos/conforto”, “atenção personalizada/desempenho dos colaboradores”, “empatia”, “conveniência do serviço”, e, por último, “equipamento tangível”. Service quality has become a topic of great importance and it is recognized as a strategic variable to increase its efficiency and effectiveness in getting competitive advantage and leading to customer satisfaction. To seek a proper scale that can reflect perceptions and customers’ expectations accurately should be a concern for business managers as well as government agencies. Present empirical study develops and analyzes a measurement scale of quality service, through the application of SERVQUAL model developed by Parasuraman et al. (1985, 1988, 1991) and adapted for the urban passenger transportation. The procedure followed in present research indicates four phases and nine steps in connection to Churchill paradigm (1979) and focus group interview. The adapted final SERVQUAL scale, with 23 items, and the dimensions obtained indicated that it is highly reliable (0.891) and valid, showing this way that the procedure followed is applicable and their items were drawn according to the sector conditions. This exploratory research was performed in Cape Verde, at Praia in September 2008 with 230 regular’s users of bus service. The data confirms the existence of gaps and that the majority of the inquired are not pleased (67%) with their bus service. The factorial analysis confirms the existence of five dimensions, which determines the service quality in the bus service at Praia according to the following order of importance : “physical appearance of the bus/confort”, “personalized attention/results from the collaborators”, “empathy”, “service convenience” and lastly “tangible equipment”.

Pancreatic Trauma in Children

Objectives and Study: To document the demographics, mechanisms and outcome of traumatic pancreatitis in children at a single large tertiary referral centre in Australia. Methods: We undertook a 10-year retrospective audit of children admitted to the Royal Children's Hospital [RCH], Melbourne, Australia with a hospital coded diagnosis which included pancreatic injury between 1993 and 2002. Data included patient demographics, source of admission, mechanism of injury, pancreatic complications, associated injuries, Intensive Care Unit [ICU] admission, results of any operative findings, results of any acute computed tomography (CT) and/or ultrasound (US) imaging of pancreas, selected laboratory findings and length of stay. Results: We identified two distinct groups of patients in the 91 documented cases of pancreatic trauma (median age 8.0 yr, range 0.6-15.8 yr; M:F 2.5:1.0). Fifty-nine had a history of abdominal trauma and elevated serum lipase but no CT or ultrasound evidence of pancreatic injury (Group A). Thirty-two had a history of abdominal trauma, elevated serum lipase but also had CT scan and/or ultrasound evidence of pancreatic injury[Group B]. Patients with ''less severe'' injury based on normal imaging had a lower initial lipase level [Group A, median 651 U/L (interquartile range 520 - 1324) vs, Group B, 1608 U/L (interquartile range 680-3526); P = 0.005] and shorter admission time [Group A, 9.0 days (interquartile range 5.5-15.5) vs Group B, 13.4 days (interquartile range 6.8 - 23.8), P = 0.04]. There were no differences with respect to mortality [Group A, 13.5 % vs Group B, 12.5 %] but patients with evidence of injury on imaging were more likely to have surgical intervention [P = 0.0001]. The single most important overall cause of pancreatic trauma was involvement in a motor vehicle accident as a passenger or pedestrian. However, in children with high-grade ductal injury, bicycle handlebar injuries were most common. Associated injuries were common in both groups. Conclusion: Significant pancreatic injury can occur in the absence of abnormality on medical imaging. Pancreatic trauma commonly occurs in the context of multiple injuries after motor vehicle accidents in children and bicycle handlebar injuries, especially in boys. Most children can be treated conservatively, with surgical intervention being limited to high-grade ductal injury.

Location of hubs in a competitive environment

We offer a formulation that locates hubs on a network in a competitiveenvironment; that is, customer capture is sought, which happenswhenever the location of a new hub results in a reduction of thecurrent cost (time, distance) needed by the traffic that goes from thespecified origin to the specified destination.The formulation presented here reduces the number of variables andconstraints as compared to existing covering models. This model issuited for both air passenger and cargo transportation.In this model, each origin-destination flow can go through either oneor two hubs, and each demand point can be assigned to more than a hub,depending on the different destinations of its traffic. Links(``spokes'' have no capacity limit. Computational experience is provided.

Flex Fueled Vehicles Registered in Iowa

House File 2754 requires the Iowa Department of Transportation to deliver a report to the Governor and legislative service agency regarding flexible fueled vehicles registered in Iowa. The report shall include: 1. The number of flexible fuel vehicles according to year of manufacture; 2. the number of passenger vehicles according to year of manufacture; and 3. the number of light pickup trucks according to year of manufacture.

Driver scheduling problem modelling

The Drivers Scheduling Problem (DSP) consists of selecting a set of duties for vehicle drivers, for example buses, trains, plane or boat drivers or pilots, for the transportation of passengers or goods. This is a complex problem because it involves several constraints related to labour and company rules and can also present different evaluation criteria and objectives. Being able to develop an adequate model for this problem that can represent the real problem as close as possible is an important research area.The main objective of this research work is to present new mathematical models to the DSP problem that represent all the complexity of the drivers scheduling problem, and also demonstrate that the solutions of these models can be easily implemented in real situations. This issue has been recognized by several authors and as important problem in Public Transportation. The most well-known and general formulation for the DSP is a Set Partition/Set Covering Model (SPP/SCP). However, to a large extend these models simplify some of the specific business aspects and issues of real problems. This makes it difficult to use these models as automatic planning systems because the schedules obtained must be modified manually to be implemented in real situations. Based on extensive passenger transportation experience in bus companies in Portugal, we propose new alternative models to formulate the DSP problem. These models are also based on Set Partitioning/Covering Models; however, they take into account the bus operator issues and the perspective opinions and environment of the user.We follow the steps of the Operations Research Methodology which consist of: Identify the Problem; Understand the System; Formulate a Mathematical Model; Verify the Model; Select the Best Alternative; Present the Results of theAnalysis and Implement and Evaluate. All the processes are done with close participation and involvement of the final users from different transportation companies. The planner s opinion and main criticisms are used to improve the proposed model in a continuous enrichment process. The final objective is to have a model that can be incorporated into an information system to be used as an automatic tool to produce driver schedules. Therefore, the criteria for evaluating the models is the capacity to generate real and useful schedules that can be implemented without many manual adjustments or modifications. We have considered the following as measures of the quality of the model: simplicity, solution quality and applicability. We tested the alternative models with a set of real data obtained from several different transportation companies and analyzed the optimal schedules obtained with respect to the applicability of the solution to the real situation. To do this, the schedules were analyzed by the planners to determine their quality and applicability. The main result of this work is the proposition of new mathematical models for the DSP that better represent the realities of the passenger transportation operators and lead to better schedules that can be implemented directly in real situations.

Evaluation of Remediation Recommendations: Stakeholder Workshop 3 Ribeira Seca - Cape Verde

In Cape Verde, the low soil cover and inadequate practices on rain fed agricultural lands constitute major problems related to desertification. To the fragility of the land associates severe water erosion, causing tons of land to be washed away from the fields every year during the rainy season. Therefore, the aim in the scope of combating desertification is to provide a certain degree of permanent soil cover to serve as shield for the impact of rain. During the selection workshop several technologies, all related to vegetative cover either as strips or surface cover were discussed. Only two technologies were selected: vegetation strip with pigeon pea and afforestation with fruit trees.  Technology 1: Pigeon pea (cajanus cajan) barriers/strips. It consists in planting seeds of pigeon pea, a leguminous perennial shrub that has dual purpose of protecting the soil and feed people. It is planted in association with maize crop. After the maize is harvested, the soil remains with some degree of cover. Though the objective was to plant as strip barriers, six meters apart, most farmers planted it as surface cover.  Technology 2: Afforestation with fruit trees. It consists in the plantation of different fruit tree species in humid areas to provide both soil cover and feed for farmers. Since fruit trees require several years to provide effective cover, and though it was implemented in some areas, it was not evaluated during the project’s period.

Evaluation of Remediation Recommendations: Stakeholder Workshop 3 Ribeira Seca - Cape Verde

In Cape Verde, the low soil cover and inadequate practices on rain fed agricultural lands constitute major problems related to desertification. To the fragility of the land associates severe water erosion, causing tons of land to be washed away from the fields every year during the rainy season. Therefore, the aim in the scope of combating desertification is to provide a certain degree of permanent soil cover to serve as shield for the impact of rain. During the selection workshop several technologies, all related to vegetative cover either as strips or surface cover were discussed. Only two technologies were selected: vegetation strip with pigeon pea and afforestation with fruit trees.  Technology 1: Pigeon pea (cajanus cajan) barriers/strips. It consists in planting seeds of pigeon pea, a leguminous perennial shrub that has dual purpose of protecting the soil and feed people. It is planted in association with maize crop. After the maize is harvested, the soil remains with some degree of cover. Though the objective was to plant as strip barriers, six meters apart, most farmers planted it as surface cover.  Technology 2: Afforestation with fruit trees. It consists in the plantation of different fruit tree species in humid areas to provide both soil cover and feed for farmers. Since fruit trees require several years to provide effective cover, and though it was implemented in some areas, it was not evaluated during the project’s period.

Improving rainwater-use in Cabo Verde drylands by reducing runoff

Dryland agriculture in Cabo Verde copes with steep slopes, inadequate practices, irregular intense rain, recurrent droughts, high runoff rates, severe soil erosion and declining fertility, leading to the inefficient use of rainwater. Maize and beans occupy N80% of the arable land in low-input, low-yielding subsistence farming. Three collaborative field trialswere conducted in different agroecological zones to evaluate the effects ofwater-conservation techniques (mulching of crop residue, a soil surfactant and pigeon-pea hedges) combinedwith organic amendments (compost and animal or green manure) on runoff and soil loss. During the 2011 and 2012 rainy seasons, three treatments and one control (traditional practice) were applied to 44- and 24-m2 field plots. A local maize variety and two types of beanswere planted. Runoff and suspended sedimentswere collected and quantified after each daily erosive rainfall. Runoff occurred for rainfalls≥50mm(slope b10%, loamy Kastanozem),≥60mm(slope≤23%, silt–clay–loam Regosol) and≥40mm(slope≤37%, sandy loam Cambisol). Runoffwas significantly reduced only with themulch treatment on the slope N10% and in the treatment of surfactant with organic amendment on the slope b10%. Soil loss reached 16.6, 5.1, 6.6 and 0.4 Mg ha−1 on the Regosol (≤23% slope) for the control, surfactant, pigeon-pea and mulch/pigeon-pea (with organic amendment) treatments, respectively; 3.2, 0.9, 1.3 and 0.1 Mg ha−1 on the Cambisol (≤37% slope) and b0. 2Mg ha−1 for all treatments and control on the Kastanozem(b10% slope). Erosion was highly positively correlated with runoff. Mulch with pigeon-pea combinedwith an organic amendment significantly reduced runoff and erosion fromagricultural fields on steep slopes, contributing to improved use of rainwater at the plot level. Sustainable land management techniques, such as mulching with pigeon-pea hedges and an organic amendment, should be advocated and promoted for the semiarid hillsides of Cabo Verde prone to erosion to increase rainwater-use and to prevent further soil degradation.