Predicting Cerebral Amyloid Angiopathy-Related Intracerebral Hemorrhages and Other Cerebrovascular Disorders in Alzheimer’s Disease

Cerebral amyloid angiopathy (CAA) of amyloid β-protein (Aβ) type is common in Alzheimer’s disease (AD). Aβ immunotherapies have been reported to induce CAA-related intracerebral hemorrhages (ICH) or vasogenic edema. For the purpose of developing a method to predict CAA-related ICH and other cerebrovascular disorders in AD, the biomarkers, and risk factors are reviewed. The biomarkers include (1) greater occipital uptake on amyloid positron emission tomography imaging and a decrease of cerebrospinal fluid Aβ40 levels as markers suggestive of CAA, and (2) symptomatic lobar ICH, lobar microhemorrhages, focal subarachnoidal hemorrhages/superficial siderosis, cortical microinfarcts, and subacute encephalopathy (caused by CAA-related inflammation or angiitis) as imaging findings of CAA-related ICH and other disorders. The risk factors include (1) old age and AD, (2) CAA-related gene mutations and apolipoprotein E genotype as genetic factors, (3) thrombolytic, anti-coagulation, and anti-platelet therapies, hypertension, and minor head trauma as hemorrhage-inducing factors, and (4) anti-amyloid therapies. Positive findings for one or more biomarkers plus one or more risk factors would be associated with a significant risk of CAA-related ICH and other cerebrovascular disorders. To establish a method to predict future occurrence of CAA-related ICH and other cerebrovascular disorders in AD, prospective studies with a large number of AD patients are necessary, which will allow us to statistically evaluate to what extent each biomarker or risk factor would increase the risk. In addition, further studies with progress of technologies are necessary to more precisely detect CAA and CAA-related cerebrovascular disorders

Urban Expressway Pricing under Constraint

Four radials-single ring urban expressway network is priced and, simultaneously, optimized in its spatial formation under the constraint that a balance must be kept of revenue and expenditure. The model consists of three sub-models: road system, car trip generation-attraction and traffic diversion. Network performance is assessed on two criteria; trip number criterion on which the aggregate number of car trips diverted onto expressway is maximized and travel hour criterion on which the travel hours of car trips integrated over the road system; surface and expressway, is minimized. Optimization is tried by numerical calculation for some sets of parameters in the model. The results are summarized as follows; (1) simultaneous optimization of price and spatial formation of the expressway network is possible on each of criteria, (2) trip number criterion produces lower pricing and smaller network while travel hour criterion does higher pricing and larger network, (3) optimum solution lies in a delicate relation of price and spatial network formation that comes from the balance constraint

An Applicability of Aggregate and Disaggregate Estimations to Mode Choice by Inter-regional Occupational Person Trips

Diversion model and disaggregate behavioral model of logit type are adopted as aggregate and disaggregate estimates, respectively. Diversion model is assumed as a binary choice process including diversion ratio function at each step in the process. Diversion ratio is assumed as a function of generalized-travel-time ratio. The function is identified with each of the two steps of diversion; diverson from rail and bus to car at first and from the rest undiverted to bus at second. The data used are those on inter-regional occupational person trips. Each function are found enough and/or critically significant in the statistical sense. At the begginning, sixteen characteristics variables are enrolled in disaggregate model, which are identified by use of the above data. Six variables are reached finally and are all reasonable. A brief comparison of goodness of fit to the data are made between two models

Optimal Pricing and Planning of Urban Expressway System

A transportation planning way of approach is applied to optimal pricing and planning of urban expressway network. Two kinds of network are investigated ; four radials with one ring system and four radials with two rings system. The model is composed of three submodels ; road systell, trip generation-attraction and traffic diversion. Some iaplicative aspects are shown of the optimal solutions that maximize the aggregate number of the trips diverted to expressway under constraints ; equilibrium of revenue and expenditure and traffic capacity constraint. (1) traffic flow has the peaks at junctions on radial expressway that are adjusted to be equal to the traffic capacity. (2) two rings system realizes the larger aggregate number of diverted trips by lower toll rate than one ring system does. (3) well-located second ring has a remarkable effect on improvement in accessibility to expressway and (4) some parameters in the model have curious effects on the optimal system

Mode Choice In Interregional Occupational Person Trips

The paper is a case study mode choice in interregional occupational person trips. Disagregate behavioral model of logit type is applied to the occupational person trips from Tsuyama area in Okayama Prefecture to Osaka area. The model turned out to give asignificant explanation of the interregional mode choice characteristics. Travel time, travelling expenses and " with or wi thout heavy baggage " were found to be significant

An Applicability of Aggregate and Disaggregate Estimations to Mode Choice by Inter-regional Occupational Person Trips

Diversion model and disaggregate behavioral model of logit type are adopted as aggregate and disaggregate estimates, respectively. Diversion model is assumed as a binary choice process including diversion ratio function at each step in the process. Diversion ratio is assumed as a function of generalized-travel-time ratio. The function is identified with each of the two steps of diversion; diverson from rail and bus to car at first and from the rest undiverted to bus at second. The data used are those on inter-regional occupational person trips. Each function are found enough and/or critically significant in the statistical sense. At the begginning, sixteen characteristics variables are enrolled in disaggregate model, which are identified by use of the above data. Six variables are reached finally and are all reasonable. A brief comparison of goodness of fit to the data are made between two models

Fundamental Forces and Scalar Field Dynamics in the Early Universe

Scalar weak gravity conjectures (SWGCs) attempt to pinpoint the ranges of couplings consistent with a fundamental theory of all interactions. We identify a generic dynamical consequence of these conjectures for cosmology and show that SWGCs imply a particular behavior of the scalar fields in the early universe. A scalar field that develops a large expectation value during inflation must relax to the minimum of effective potential at a later time. SWGCs imply that a homogeneous distribution of the field is unstable with respect to fragmentation into localized lumps, which could potentially lead to significant consequences for cosmology.Comment: 6 pages, 1 figure; v2: publication versio