Air quality impact of a decision support system for reducing pollutant emissions: CARBOTRAF

Traffic congestion with frequent “stop & go” situations causes substantial pollutant emissions. Black carbon (BC) is a good indicator of combustion-related air pollution and results in negative health effects. Both BC and CO2 emissions are also known to contribute significantly to global warming. Current traffic control systems are designed to improve traffic flow and reduce congestion. The CARBOTRAF system combines real-time monitoring of traffic and air pollution with simulation models for emission and local air quality prediction in order to deliver on-line recommendations for alternative adaptive traffic management. The aim of introducing a CARBOTRAF system is to reduce BC and CO2 emissions and improve air quality by optimizing the traffic flows. The system is implemented and evaluated in two pilot cities, Graz and Glasgow. Model simulations link traffic states to emission and air quality levels. A chain of models combines micro-scale traffic simulations, traffic volumes, emission models and air quality simulations. This process is completed for several ITS scenarios and a range of traffic boundary conditions. The real-time DSS system uses these off-line model simulations to select optimal traffic and air quality scenarios. Traffic and BC concentrations are simultaneously monitored. In this paper the effects of ITS measures on air quality are analysed with a focus on BC

LOGISTICS PERFORMANCE AND EXPORT COMPETITIVENESS: EUROPEAN EXPERIENCE

This article aims to analyse the importance of logistics performance in European Union (EU) exports over a sample period in order to detect possible advances on behalf of Member States. We will estimate several gravity equations using the Logistics Performance Index (LPI) and its components as characteristic proxy variables of trade facilitation. In order to avoid the possible heterogeneity caused by sample bias, we will employ the two-stage model proposed by Heckman. The estimations of the gravity models using the two-stage Heckman model for 26 EU countries lead to the conclusion that logistics were more important for exporting nations than importing nations in both 2005 and 2010, reinforcing the interest in the exporter side of the paper. In reference to the components of the LPI, Competence and Tracking have acquired greater importance in recent years, in keeping with the weak domestic demand in European countries and their search for new international markets.Puertas Medina, RM.; Martí Selva, ML.; Garcia Menendez, L. (2013). LOGISTICS PERFORMANCE AND EXPORT COMPETITIVENESS: EUROPEAN EXPERIENCE. Empirica. 1-14. doi:10.1007/s10663-013-9241-zS114Anderson JE (1979) A theorical foundation to the gravity equation. Am Econ Rev 69: 106–116 http://www.jstor.org/stable/1802501Anderson J, Van Wincoop E (2003) Gravity with gravitas: a solution to the border puzzle. Am Econ Rev 93:170–192. doi: 10.1257/000282803321455214Arvis JF, Mustra M, Ojala L, Shepherd B, Saslavsky D (2007) Connecting to compete: trade logistics in the global economy. World Bank, WashingtonArvis JF, Mustra M, Panzer J, Ojala L, Naula T (2010) Connecting to compete: trade logistics in the global economy. World Bank, WashingtonArvis JF, Mustra M, Ojala L, Shepherd B, Saslavsky D (2012) Connecting to compete: trade logistics in the global economy. World Bank, WashingtonBehar A, Manner P (2008) Logistics and exports. African economics working paper series 293. CSAE WPS/2008-13. University of Oxford, OxfordBehar A, Venables AJ (2010) Transport costs and international trade. In: Palma A, Lindsey R, Quinet E, Vickerman R (eds) Handbook of transport economics. Edward Elgar, pp 97–115Behar A, Manners P, Nelson B (2009) Exports and logistics. Oxford Department of Economics Discussion Paper 439Bergstrand JH (1985) The gravity equation in international trade: some microeconomic foundations and empirical evidence. Rev Econ Stat 71: 143–153. http://www.jstor.org/stable/1925975Bergstrand JH (1989) The generalized gravity equation, monopolistic competition, and the factor-proportions theory in international trade. Rev Econ Stat 67: 474–481. http://www.jstor.org/stable/1928061Breuss F, Egger P (1999) How reliable are estimations of east-west trade potencials based on cross-section gravity analysis? Empirica 26:86–89. doi: 10.1023/A:1007011329676CILT (2012) Available at http://www.ciltuk.org.uk/pages/royalcharter . Accessed 02 Aug 2012Felipe J, Kumar U (2012) The role of trade facilitation in Central Asia: a gravity model. East Eur Econ 50:5–20. doi: 10.2753/EEE0012-875500401Heckman J (1979) Sample selection bias as a specification error. Econometrica 47: 153–161. http://www.jstor.org/stable/1912352Helpman E, Krugman P (1985) Market structure and foreign trade. Increasing returns, imperfect competition and the international economy. The MIT Press, Cambridge, MA/LondonHertel T, Mirza T (2009) The role of trade facilitation in South Asian economic integration. Study on intraregional trade and investment in South Asia. ADB, Mandaluyong CityHollweg C, Wong M-H (2009) Measuring regulatory restrictions in logistics services. ERIA Discussion Paper Series, no. 14Jane C–C (2011) Performance evaluation of logistic systems under cost and reliability considerations. Transp Res E-Log 47:130–137. doi: 10.1016/j.tre.2010.09.012Keskin MH (2012) The exigencies of the common logistics policy for European community and the deconstruction of the common transportation policy. Afr J Bus Manage 6:10697–10707. doi: 10.5897/AJBM11.1523Korinek J, Sourdin P (2011) To what extent are high-quality logistics services trade facilitating? Oecd trade policy working papers 108. OECD PublishingLangley C, Coyle J, Gibson B, Novak R, Bardi E (2008) Managing supply chain: a logistics approach. South–Western College Publishing, LondonMangan J, Lalwani C, Butcher C (2008) Global logistics and supply chain management. Wiley John & Sons, Inc., Hoboken, NJMartí ML, Puertas R, García L (2012) Relevance of trade facilitation in emerging countries′s export. J Int Trade Eco Dev. http://www.tandfonline.com/doi/abs/10.1080/09638199.2012.698639Requena F, Llano C (2010) The border effects in Spain: an industrial-level analysis. Empirica 37:455–476. doi: 10.1007/s10663-010-9123-6Rushton A, Oxley J, Croucher P (2009) The handbook of logistics and distribution management. Kogan Page, LondonVilko J, Karandassov B, Myller E (2011) Logistic infrastructure and its effects on economic development. China–USA Bus Rev 10:1152–1167World Bank (2010) Trade and transport facilitation assessment: a practical toolkit for country implementation. World Bank, Washingto

αv integrins: key regulators of tissue fibrosis

Chronic tissue injury with fibrosis results in the disruption of tissue architecture, organ dysfunction and eventual organ failure. Therefore, the development of effective anti-fibrotic therapies is urgently required. During fibrogenesis, complex interplay occurs between cellular and extracellular matrix components of the wound healing response. Integrins, a family of transmembrane cell adhesion molecules, play a key role in mediating intercellular and cell-matrix interactions. Thus, integrins provide a major node of communication between the extracellular matrix, inflammatory cells, fibroblasts and parenchymal cells and, as such, are intimately involved in the initiation, maintenance and resolution of tissue fibrosis. Modulation of members of the αv integrin family has exhibited profound effects on fibrosis in multiple organs and disease states. In this review, we discuss the current knowledge of the mechanisms of αv-integrin-mediated regulation of fibrogenesis and show that the therapeutic targeting of specific αv integrins represents a promising avenue to treat patients with a broad range of fibrotic diseases

Expression of αvβ6integrin in oral leukoplakia

The distribution of αvβ6integrin was examined in oral leukoplakia, lichen planus and squamous cell carcinomas using immunohistochemistry. Controls included oral mucosal wounds, chronically inflamed and normal oral mucosa. Integrins β1, β3, β4, β5, fibronectin and tenascin were also studied. The integrin αvβ6was highly expressed throughout the whole lesion of 90% of the squamous cell carcinomas but was not present in any of the normal specimens. αvβ6integrin was also expressed in 41% of the leukoplakia specimens, and 85% of the lichen planus samples, but in none of the tissues with inflammatory hyperplasia or chronic inflammation. The expression of β1 integrins was localized in the basal layer, and that of the β4at the cell surface facing the basement membrane of all specimens. The integrins β3and β5were absent from all normal and leukoplakia specimens. Fibronectin and tenascin were present in the connective tissue underneath the epithelium of all the sections, and their expression was similar in both αvβ6-positive and αvβ6-negative tissues. A group of 28 leukoplakia patients were followed 1–4 years after first diagnosis. In this group, initially αvβ6integrin-positive leukoplakia specimens had high tendency for disease progression while αvβ6-negative specimens did not progress. These results suggest that the expression of αvβ6integrin could be associated in the malignant transformation of oral leukoplakias. © 2000 Cancer Research Campaig

Identification of road user related risk factors, deliverable 4.1 of the H2020 project SafetyCube.

Safety CaUsation, Benefits and Efficiency (SafetyCube) is a European Commission supported Horizon 2020 project with the objective of developing an innovative road safety Decision Support System (DSS). The DSS will enable policy-makers and stakeholders to select and implement the most appropriate strategies, measures, and cost-effective approaches to reduce casualties of all road user types and all severities. This document is the first deliverable (4.1) of work package 4 which is dedicated to identifying and assessing human related risk factors and corresponding countermeasures as well as their effect on road safety. The focus of deliverable 4.1 is on identification and assessment of risk factors and describes the corresponding operational procedure and corresponding outcomes. The following steps have been carried out: Identification of human related risk factors – creation of a taxonomy Consultation of relevant stakeholders and policy papers for identification of topic with high priority (‘hot topics’) Systematic literature search and selection of relevant studies on identified risk factors •Coding of studies •Analysis of risk factors on basis of coded studies •Synopses of risk factors, including accident scenarios The core output of this task are synopses of risk factors which will be available through the DSS. Within the synopses, each risk factor was analysed systematically on basis of scientific studies and is further assigned to one of four levels of risk (marked with a colour code). Essential information of the more than 180 included studies were coded and will also be available in the database of the DSS. Furthermore, the synopses contain theoretical background on the risk factor and are prepared in different sections with different levels of detail for an academic as well as a non-academic audience. These sections are readable independently. It is important to note that the relationship between road safety and road user related risk factors is a difficult task. For some risk factors the available studies focused more on conditions of the behaviour (in which situations the behaviour is shown or which groups are more likely to show this behaviour) rather than the risk factor itself. Therefore, it cannot be concluded that those risk factors that have not often been studied or have to rely more indirect and arguably weaker methodologies, e.g. self-reports , do not increase the chance of a crash occurring. The following analysed risk factors were assessed as ‘risky’, ‘probably risky’ or ‘unclear’. No risk factors were identified as ‘probably not risky’. Risky Probably risky Unclear • Influenced driving – alcohol • Influenced Driving – drugs (legal & illegal) • Speeding and inappropriate speed • Traffic rule violations – red light running • Distraction – cell phone use (hand held) • Distraction – cell phone use (hands free) • Distraction – cell phone use (texting) • Fatigue – sleep disorders – sleep apnea • Risk taking – overtaking • Risk taking – close following behaviour • Insufficient knowledge and skills • Functional impairment – cognitive impairment • Functional impairment – vision loss • Diseases and disorders – diabetes • Personal factors – sensation seeking • Personal factors – ADHD • Emotions – anger, aggression • Fatigue – Not enough sleep/driving while tired • Distraction – conversation with passengers • Distraction – outside of vehicle • Distraction – cognitive overload and inattention • Functional impairment – hearing loss (few studies) • Observation errors (few studies) • Distraction – music – entertainment systems (many studies, mixed results) • Distraction – operating devices (many studies, mixed results) The next step in SafetyCube’s WP4 is to identify and assess the effectiveness of measures and to establish a link to the identified risk factors. The work of this first task indicates a set of risk factors that should be centre of attention when identifying corresponding road safety measures (category ‘risky’)