Reducing multipath error in an angle-measuring navigation satellite system Interim technical report

Reducing multipath error in angle-measuring navigation satellite syste

A Time-Dependent Fuzzy Programming Approach for the Green Multimodal Routing Problem with Rail Service Capacity Uncertainty and Road Traffic Congestion

This study explores an operational-level container routing problem in the road-rail multimodal service network. In response to the demand for an environmentally friendly transportation, we extend the problem into a green version by using both emission charging method and bi-objective optimization to optimize the CO2 emissions in the routing. Two uncertain factors, including capacity uncertainty of rail services and travel time uncertainty of road services, are formulated in order to improve the reliability of the routes. By using the triangular fuzzy numbers and time-dependent travel time to separately model the capacity uncertainty and travel time uncertainty, we establish a fuzzy chance-constrained mixed integer nonlinear programming model. A linearization-based exact solution strategy is designed, so that the problem can be effectively solved by any exact solution algorithm on any mathematical programming software. An empirical case is presented to demonstrate the feasibility of the proposed methods. In the case discussion, sensitivity analysis and bi-objective optimization analysis are used to find that the bi-objective optimization method is more effective than the emission charging method in lowering the CO2 emissions for the given case. Then, we combine sensitivity analysis and fuzzy simulation to identify the best confidence value in the fuzzy chance constraint. All the discussion will help decision makers to better organize the green multimodal transportation

Green intermodal freight transportation: bi-objective modeling and analysis

Efficient planning of freight transportation requires a comprehensive look at wide range of factors in the operation and management of any transportation mode to achieve safe, fast, and environmentally suitable movement of goods. In this regard, a combination of transportation modes offers flexible and environmentally friendly alternatives to transport high volumes of goods over long distances. In order to reflect the advantages of each transportation mode, it is the challenge to develop models and algorithms in Transport Management System software packages. This paper discusses the principles of green logistics required in designing such models and algorithms which truly represent multiple modes and their characteristics. Thus, this research provides a unique practical contribution to green logistics literature by advancing our understanding of the multi-objective planning in intermodal freight transportation. Analysis based on a case study from hinterland intermodal transportation in Europe is therefore intended to make contributions to the literature about the potential benefits from combining economic and environmental criteria in transportation planning. An insight derived from the experiments conducted shows that there is no need to greatly compromise on transportation costs in order to achieve a significant reduction in carbon-related emissions

Hybrid simulation and optimization approach for green intermodal transportation problem with travel time uncertainty

The increasing volumes of road transportation contribute to congestion on road, which leads to delays and other negative impacts on the reliability of transportation. Moreover, transportation is one of the main contributors to the growth of carbon dioxide equivalent emissions, where the impact of road transportation is significant. Therefore, governmental organizations and private commercial companies are looking for greener transportation solutions to eliminate the negative externalities of road transportation. In this paper, we present a novel solution framework to support the operational-level decisions for intermodal transportation networks using a combination of an optimization model and simulation. The simulation model includes stochastic elements in form of uncertain travel times, whereas the optimization model represents a deterministic and linear multi-commodity service network design formulation. The intermodal transportation plan can be optimized according to different objectives, including costs, time and CO2e emissions. The proposed approach is successfully implemented to real-life scenarios where differences in transportation plans for alternative objectives are presented. The solutions for transportation networks with up to 250 services and 20 orders show that the approach is capable of delivering reliable solutions and identifying possible disruptions and alternatives for adapting the unreliable transportation plans

Real-time disruption management approach for intermodal freight transportation

The share of intermodal transportation, which is often considered as a sustainable transportation alternative, is rather low compared to road transportation. There are several reasons for this situation, including the increased need for coordination of scheduled transport services and the reduced reliability of intermodal transport chains in case of disruptions. In this regard, developing an advanced algorithmic approach can help to handle real-time data during the execution of transportation and react adequately to detected unexpected events. In this way the reliability of intermodal transport can be increased, which might help to increase its usage and to minimize the negative externalities of freight transportation. This paper proposes a novel real-time decision support system based on a hybrid simulation-optimization approach for intermodal transportation which combines offline planning with online re-planning based on real-time data about unexpected events in the transportation network. For each detected disruption, the affected services and orders are identified and the best re-planning policy is applied. The proposed decision support system is successfully tested on real-life scenarios and is capable of delivering fast and reasonably good solutions in an online environment. This research might be of particular benefit to the transport industry for using advanced solution methodologies and give advice to transportation planners about the optimal policies that can be used in case of disruptions

Admission Levels of Total Tau and β-Amyloid Isoforms 1–40 and 1–42 in Predicting the Outcome of Mild Traumatic Brain Injury

Background: The purpose of this study was to investigate if admission levels of total tau (T-tau) and β-amyloid isoforms 1-40 (Aβ40) and 1-42 (Aβ42) could predict clinical outcome in patients with mild traumatic brain injury (mTBI). Methods: A total of 105 patients with mTBI [Glasgow Coma Scale (GCS) ≥ 13] recruited in Turku University Hospital, Turku, Finland were included in this study. Blood samples were drawn within 24 h of admission for analysis of plasma T-tau, Aβ40, and Aβ42. Patients were divided into computed tomography (CT)-positive and CT-negative groups. The outcome was assessed 6–12 months after the injury using the Extended Glasgow Outcome Scale (GOSE). Outcomes were defined as complete (GOSE 8) or incomplete (GOSE < 8) recovery. The Rivermead Post Concussion Symptoms Questionnaire (RPCSQ) was also used to assess mTBI-related symptoms. Predictive values of the biomarkers were analyzed independently, in panels and together with clinical parameters. Results: The admission levels of plasma T-tau, Aβ40, and Aβ42 were not significantly different between patients with complete and incomplete recovery. The levels of T-tau, Aβ40, and Aβ42 could poorly predict complete recovery, with areas under the receiver operating characteristic curve 0.56, 0.52, and 0.54, respectively. For the whole cohort, there was a significant negative correlation between the levels of T-tau and ordinal GOSE score (Spearman ρ = −0.231, p = 0.018). In a multivariate logistic regression model including age, GCS, duration of posttraumatic amnesia, Injury Severity Score (ISS), time from injury to sampling, and CT findings, none of the biomarkers could predict complete recovery independently or together with the other two biomarkers. Plasma levels of T-tau, Aβ40, and Aβ42 did not significantly differ between the outcome groups either within the CT-positive or CT-negative subgroups. Levels of Aβ40 and Aβ42 did not significantly correlate with outcome, but in the CT-positive subgroup, the levels of T-tau significantly correlated with ordinal GOSE score (Spearman ρ = −0.288, p = 0.035). The levels of T-tau, Aβ40, and Aβ42 were not correlated with the RPCSQ scores. Conclusions: The early levels of T-tau are correlated with the outcome in patients with mTBI, but none of the biomarkers either alone or in any combinations could predict complete recovery in patients with mTBI

Serum neurofilament light chain for individual prognostication of disease activity in people with multiple sclerosis: a retrospective modelling and validation study

Background: Serum neurofilament light chain (sNfL) is a biomarker of neuronal damage that is used not only to monitor disease activity and response to drugs and to prognosticate disease course in people with multiple sclerosis on the group level. The absence of representative reference values to correct for physiological age-dependent increases in sNfL has limited the diagnostic use of this biomarker at an individual level. We aimed to assess the applicability of sNfL for identification of people at risk for future disease activity by establishing a reference database to derive reference values corrected for age and body-mass index (BMI). Furthermore, we used the reference database to test the suitability of sNfL as an endpoint for group-level comparison of effectiveness across disease-modifying therapies. Methods: For derivation of a reference database of sNfL values, a control group was created, comprising participants with no evidence of CNS disease taking part in four cohort studies in Europe and North America. We modelled the distribution of sNfL concentrations in function of physiological age-related increase and BMI-dependent modulation, to derive percentile and Z score values from this reference database, via a generalised additive model for location, scale, and shape. We tested the reference database in participants with multiple sclerosis in the Swiss Multiple Sclerosis Cohort (SMSC). We compared the association of sNfL Z scores with clinical and MRI characteristics recorded longitudinally to ascertain their respective disease prognostic capacity. We validated these findings in an independent sample of individuals with multiple sclerosis who were followed up in the Swedish Multiple Sclerosis registry. Findings: We obtained 10 133 blood samples from 5390 people (median samples per patient 1 [IQR 1–2] in the control group). In the control group, sNfL concentrations rose exponentially with age and at a steeper increased rate after approximately 50 years of age. We obtained 7769 samples from 1313 people (median samples per person 6·0 [IQR 3·0–8·0]). In people with multiple sclerosis from the SMSC, sNfL percentiles and Z scores indicated a gradually increased risk for future acute (eg, relapse and lesion formation) and chronic (disability worsening) disease activity. A sNfL Z score above 1·5 was associated with an increased risk of future clinical or MRI disease activity in all people with multiple sclerosis (odds ratio 3·15, 95% CI 2·35–4·23; p<0·0001) and in people considered stable with no evidence of disease activity (2·66, 1·08–6·55; p=0·034). Increased Z scores outperformed absolute raw sNfL cutoff values for diagnostic accuracy. At the group level, the longitudinal course of sNfL Z score values in people with multiple sclerosis from the SMSC decreased to those seen in the control group with use of monoclonal antibodies (ie, alemtuzumab, natalizumab, ocrelizumab, and rituximab) and, to a lesser extent, oral therapies (ie, dimethyl fumarate, fingolimod, siponimod, and teriflunomide). However, longitudinal sNfL Z scores remained elevated with platform compounds (interferons and glatiramer acetate; p<0·0001 for the interaction term between treatment category and treatment duration). Results were fully supported in the validation cohort (n=4341) from the Swedish Multiple Sclerosis registry. Interpretation: The use of sNfL percentiles and Z scores allows for identification of individual people with multiple sclerosis at risk for a detrimental disease course and suboptimal therapy response beyond clinical and MRI measures, specifically in people with disease activity-free status. Additionally, sNfL might be used as an endpoint for comparing effectiveness across drug classes in pragmatic trials. Funding: Swiss National Science Foundation, Progressive Multiple Sclerosis Alliance, Biogen, Celgene, Novartis, Roche

Early Levels of Glial Fibrillary Acidic Protein and Neurofilament Light Protein in Predicting the Outcome of Mild Traumatic Brain Injury

The purpose of this study was to correlate the early levels of glial fibrillary acidic protein (GFAP) and neurofilament light protein (NF-L) with outcome in patients with mild traumatic brain injury (mTBI). A total of 107 patients with mTBI (Glasgow Coma Scale ≥13) who had blood samples for GFAP and NF-L available within 24 h of arrival were included. Patients with mTBI were divided into computed tomography (CT)–positive and CT-negative groups. Glasgow Outcome Scale-Extended (GOSE) was used to assess the outcome. Outcomes were defined as complete (GOSE 8) versus incomplete (GOSE p = 0.005). The levels of GFAP and NF-L were significantly higher in patients with unfavorable outcome than in patients with favorable outcome (p = 0.002 for GFAP and p </p

Admission Levels of Total Tau and β-Amyloid Isoforms 1–40 and 1–42 in Predicting the Outcome of Mild Traumatic Brain Injury

Background: The purpose of this study was to investigate if admission levels of total tau (T-tau) and beta-amyloid isoforms 1-40 (A beta 40) and 1-42 (A beta 42) could predict clinical outcome in patients with mild traumatic brain injury (mTBI).Methods: A total of 105 patients with mTBI [Glasgow Coma Scale (GCS) >= 13] recruited in Turku University Hospital, Turku, Finland were included in this study. Blood samples were drawn within 24 h of admission for analysis of plasma T-tau, A beta 40, and A beta 42. Patients were divided into computed tomography (CT)-positive and CT-negative groups. The outcome was assessed 6-12 months after the injury using the Extended Glasgow Outcome Scale (GOSE). Outcomes were defined as complete (GOSE 8) or incomplete (GOSE Results: The admission levels of plasma T-tau, A beta 40, and A beta 42 were not significantly different between patients with complete and incomplete recovery. The levels of T-tau, A beta 40, and A beta 42 could poorly predict complete recovery, with areas under the receiver operating characteristic curve 0.56, 0.52, and 0.54, respectively. For the whole cohort, there was a significant negative correlation between the levels of T-tau and ordinal GOSE score (Spearman rho = -0.231, p = 0.018). In a multivariate logistic regression model including age, GCS, duration of posttraumatic amnesia, Injury Severity Score (ISS), time from injury to sampling, and CT findings, none of the biomarkers could predict complete recovery independently or together with the other two biomarkers. Plasma levels of T-tau, A beta 40, and A beta 42 did not significantly differ between the outcome groups either within the CT-positive or CT-negative subgroups. Levels of A beta 40 and A beta 42 did not significantly correlate with outcome, but in the CT-positive subgroup, the levels of T-tau significantly correlated with ordinal GOSE score (Spearman rho = -0.288, p = 0.035). The levels of T-tau, A beta 40, and A beta 42 were not correlated with the RPCSQ scores.Conclusions: The early levels of T-tau are correlated with the outcome in patients with mTBI, but none of the biomarkers either alone or in any combinations could predict complete recovery in patients with mTBI.</div