Radiofrequency electromagnetic radiation exposure inside the metro tube infrastructure in Warszawa

Abstract

Antennas from various wireless communications systems [e.g. mobile phones base transceiver stations (BTS) and handsets used by passengers, public Internet access, staff radiophone transmitters used between engine-drivers and traffic operators] emitting radiofrequency electromagnetic radiation (RF-EMR) are used inside underground metro public transportation. Frequency-selective exposimetric investigations of RF-EMR exposure inside the metro infrastructure in Warsaw (inside metro cars passing between stations and on platforms) were performed. The statistical parameters of exposure to the E-field were analyzed for each frequency range and for a total value (representing the wide-band result of measurements of complex exposure). The recorded exposimetric profiles showed the dominant RF-EMR sources: handsets and BTS of mobile communication systems (GSM 900 and UMTS 2100) and local wireless Internet access (WiFi 2G). Investigations showed that the GSM 900 system is the dominant source of exposure – BTS (incessantly active) on platforms, and handsets – used by passengers present nearby during the tube drive. The recorded E-field varies between sources (for BTS were: medians – 0.22?V/m and 75th percentile – 0.37?V/m; and for handsets: medians – 0.28?V/m and 75th percentile – 0.47?V/m). Maximum levels (peaks) of exposure recorded from mobile handsets exceeded 10?V/m (upper limit of used exposimeters). Broadband measurements of E-field, including the dominant signal emitted by staff radiophones (151?MHz), showed that the level of this exposure of engine-drivers does not exceed 2.5?V/m.     

Network centrality of metro systems

Whilst being hailed as the remedy to the world's ills, cities will need to adapt in the 21(st) century. In particular, the role of public transport is likely to increase significantly, and new methods and technics to better plan transit systems are in dire need. This paper examines one fundamental aspect of transit: network centrality. By applying the notion of betweenness centrality to 28 worldwide metro systems, the main goal of this paper is to study the emergence of global trends in the evolution of centrality with network size and examine several individual systems in more detail. Betweenness was notably found to consistently become more evenly distributed with size (i.e. no "winner takes all") unlike other complex network properties. Two distinct regimes were also observed that are representative of their structure. Moreover, the share of betweenness was found to decrease in a power law with size (with exponent 1 for the average node), but the share of most central nodes decreases much slower than least central nodes (0.87 vs. 2.48). Finally the betweenness of individual stations in several systems were examined, which can be useful to locate stations where passengers can be redistributed to relieve pressure from overcrowded stations. Overall, this study offers significant insights that can help planners in their task to design the systems of tomorrow, and similar undertakings can easily be imagined to other urban infrastructure systems (e.g., electricity grid, water/wastewater system, etc.) to develop more sustainable cities.     

Part feeding at high-variant mixed-model assembly lines

The part feeding problem at automotive assembly plants deals with the timely supply of parts to the designated stations at the assembly line. According to the just-in-time principle, buffer storages at the line are frequently refilled with parts retrieved from a central storage area. In the industrial application at hand, this is accomplished by means of an internal shuttle system which supplies the various stations with the needed parts based on a given assembly sequence. The main objective is to minimize the required number of shuttle drivers. To solve this in-house transportation problem, a heuristic solution procedure is developed which is based on the decomposition of the entire planning problem into two stages. First, transportation orders are derived from the given assembly sequence. In the second stage, these orders are assigned to tours of the shuttle system taking transportation capacity restrictions, due dates and tour scheduling constraints into account. Numerical results show that the proposed heuristic solves even large-sized problem instances in short computational time. Benchmark comparisons with Kanban systems reveal the superiority of the proposed predictive part feeding approach.     

Fuzzy rule-based Fine–Kinney risk assessment approach for rail transportation systems

Rail transportation is one of the most crucial public transportation types for big and crowded cities. In rail transportation systems, stakeholders face serious issues involved in workshops, stations, lines and their environments, and general office buildings. In order to reach an increased awareness and better occupational health and safety (OHS) management, a new risk assessment approach is proposed in this study. This approach includes a combination of Fine–Kinney method and a fuzzy rule-based expert system. It captures nonlinear causal relationships between Fine–Kinney parameters. Since there is a high level of vagueness involved in the OHS risk assessment data, the rule-based expert system is developed for probability (P), exposure (E), and consequence (C) for evaluating risk score. A case study is carried out in a rail transportation system in Istanbul/Turkey, and a comparison with the classical Fine–Kinney method is discussed. Results of the case study reveal risk clusters and corresponding control measures that should be taken into consideration. The study methodologically contributes to risk assessment in the knowledge, while case study in a real rail transportation system offers an insight into public transport industry in safety improvement.     

Medical aspects of commercial jet air travel

Jet aircraft will further enhance the medically safe and comfortable transportation of persons with disease. Experience in military medicine, substantiated by civilian commercial air travel experience, has already proved that transportation of sick or disabled persons in propeller-driven planes is essentially benign. Certain restrictions are necessary regarding carriage of sick passengers on commercial aircraft whether jet-propelled or of propeller type. These restrictions are primarily related to the comfort of fellow passengers and to the nonmedical environment of commercial airliners rather than to any risk of air travel per se.     

Passenger thermal perceptions, thermal comfort requirements, and adaptations in short- and long-haul vehicles

While thermal comfort in mass transportation vehicles is relevant to service quality and energy consumption, benchmarks for such comfort that reflect the thermal adaptations of passengers are currently lacking. This study reports a field experiment involving simultaneous physical measurements and a questionnaire survey, collecting data from 2,129 respondents, that evaluated thermal comfort in short- and long-haul buses and trains. Experimental results indicate that high air temperature, strong solar radiation, and low air movement explain why passengers feel thermally uncomfortable. The overall insulation of clothing worn by passengers and thermal adaptive behaviour in vehicles differ from those in their living and working spaces. Passengers in short-haul vehicles habitually adjust the air outlets to increase thermal comfort, while passengers in long-haul vehicles prefer to draw the drapes to reduce discomfort from extended exposure to solar radiation. The neutral temperatures for short- and long-haul vehicles are 26.2°C and 27.4°C, while the comfort zones are 22.4–28.9°C and 22.4–30.1°C, respectively. The results of this study provide a valuable reference for practitioners involved in determining the adequate control and management of in-vehicle thermal environments, as well as facilitating design of buses and trains, ultimately contributing to efforts to achieve a balance between the thermal comfort satisfaction of passengers and energy conserving measures for air-conditioning in mass transportation vehicles.     

Multi-cellular logistics of collective cell migration

During development, the formation of biological networks (such as organs and neuronal networks) is controlled by multicellular transportation phenomena based on cell migration. In multi-cellular systems, cellular locomotion is restricted by physical interactions with other cells in a crowded space, similar to passengers pushing others out of their way on a packed train. The motion of individual cells is intrinsically stochastic and may be viewed as a type of random walk. However, this walk takes place in a noisy environment because the cell interacts with its randomly moving neighbors. Despite this randomness and complexity, development is highly orchestrated and precisely regulated, following genetic (and even epigenetic) blueprints. Although individual cell migration has long been studied, the manner in which stochasticity affects multi-cellular transportation within the precisely controlled process of development remains largely unknown. To explore the general principles underlying multicellular migration, we focus on the migration of neural crest cells, which migrate collectively and form streams. We introduce a mechanical model of multi-cellular migration. Simulations based on the model show that the migration mode depends on the relative strengths of the noise from migratory and non-migratory cells. Strong noise from migratory cells and weak noise from surrounding cells causes "collective migration," whereas strong noise from non-migratory cells causes "dispersive migration." Moreover, our theoretical analyses reveal that migratory cells attract each other over long distances, even without direct mechanical contacts. This effective interaction depends on the stochasticity of the migratory and non-migratory cells. On the basis of these findings, we propose that stochastic behavior at the single-cell level works effectively and precisely to achieve collective migration in multi-cellular systems.     

Assessment of border control measures and community containment measures used in Japan during the early stages of Pandemic (H1N1) 2009

Background

In the early stages of Pandemic (H1N1) 2009, border control measures were taken by quarantine stations to block the entry of infected individuals into Japan and community containment measures were implemented to prevent the spreading. The objectives of this study were to describe these measures and the characteristics of infected individuals, and to assess the measures'' effectiveness.

Methodology/Principal Findings

Border control and community containment measures implemented from April to June (Period I: April 28–May 21, Period II: May 22–June 18) 2009 were described. Number of individuals identified and disease characteristics were analyzed. For entry screening, a health declaration form and an infrared thermoscanner were used to detect symptomatic passengers. Passengers indicated for the rapid influenza test underwent the test followed by RT-PCR. Patients positive for H1N1 were isolated, and close contacts were quarantined. Entry cards were handed out to all asymptomatic passengers informing them about how to contact a health center in case they developed symptoms. Nine individuals were identified by entry screening and 1 during quarantine to have Pandemic (H1N1) 2009. Health monitoring by health centers was performed in period I for passengers arriving from affected countries and in period II for those who had come into contact with the individuals identified by entry screening. Health monitoring identified 3 infected individuals among 129,546 in Period I and 5 among 746 in Period II. Enhanced surveillance, which included mandatory reporting of details of the infected individuals, identified 812 individuals, 141 (18%) of whom had a history of international travel. Twenty-four of these 141 passengers picked up by enhanced surveillance had been developing symptoms on entry and were missed at screening.

Conclusion/Significance

Symptomatic passengers were detected by the various entry screening measures put in place. Enhanced surveillance provided data for the improvement of public health measures in future pandemics.     

Temporal Variability of the Bioaerosol Background at a Subway Station: Concentration Level,Size Distribution,and Diversity of Airborne Bacteria

Naturally occurring bioaerosol environments may present a challenge to biological detection-identification-monitoring (BIODIM) systems aiming at rapid and reliable warning of bioterrorism incidents. One way to improve the operational performance of BIODIM systems is to increase our understanding of relevant bioaerosol backgrounds. Subway stations are enclosed public environments which may be regarded as potential bioterrorism targets. This study provides novel information concerning the temporal variability of the concentration level, size distribution, and diversity of airborne bacteria in a Norwegian subway station. Three different air samplers were used during a 72-h sampling campaign in February 2011. The results suggested that the airborne bacterial environment was stable between days and seasons, while the intraday variability was found to be substantial, although often following a consistent diurnal pattern. The bacterial levels ranged from not detected to 10³ CFU m⁻³ and generally showed increased levels during the daytime compared to the nighttime levels, as well as during rush hours compared to non-rush hours. The airborne bacterial levels showed rapid temporal variation (up to 270-fold) on some occasions, both consistent and inconsistent with the diurnal profile. Airborne bacterium-containing particles were distributed between different sizes for particles of >1.1 μm, although ∼50% were between 1.1 and 3.3 μm. Anthropogenic activities (mainly passengers) were demonstrated as major sources of airborne bacteria and predominantly contributed 1.1- to 3.3-μm bacterium-containing particles. Our findings contribute to the development of realistic testing and evaluation schemes for BIODIM equipment by providing information that may be used to simulate operational bioaerosol backgrounds during controlled aerosol chamber-based challenge tests with biological threat agents.     

Characterization of airborne bacteria at an underground subway station

The reliable detection of airborne biological threat agents depends on several factors, including the performance criteria of the detector and its operational environment. One step in improving the detector's performance is to increase our knowledge of the biological aerosol background in potential operational environments. Subway stations are enclosed public environments, which may be regarded as potential targets for incidents involving biological threat agents. In this study, the airborne bacterial community at a subway station in Norway was characterized (concentration level, diversity, and virulence- and survival-associated properties). In addition, a SASS 3100 high-volume air sampler and a matrix-assisted laser desorption ionization-time of flight mass spectrometry-based isolate screening procedure was used for these studies. The daytime level of airborne bacteria at the station was higher than the nighttime and outdoor levels, and the relative bacterial spore number was higher in outdoor air than at the station. The bacterial content, particle concentration, and size distribution were stable within each environment throughout the study (May to September 2010). The majority of the airborne bacteria belonged to the genera Bacillus, Micrococcus, and Staphylococcus, but a total of 37 different genera were identified in the air. These results suggest that anthropogenic sources are major contributors to airborne bacteria at subway stations and that such airborne communities could harbor virulence- and survival-associated properties of potential relevance for biological detection and surveillance, as well as for public health. Our findings also contribute to the development of realistic testing and evaluation schemes for biological detection/surveillance systems by providing information that can be used to mimic real-life operational airborne environments in controlled aerosol test chambers.     

Contamination of Public Buses with MRSA in Lisbon,Portugal: A Possible Transmission Route of Major MRSA Clones within the Community

In a previous study we have shown that public buses in Oporto, the second largest city in Portugal, were highly contaminated with MRSA. Here we describe the results of a similar study performed in another urban area of Portugal–Lisbon, the capital. Between May 2011 and May 2012, hand touched surfaces of 199 public buses in Lisbon were screened for MRSA contamination. Subsequently, the hands of 575 passengers who frequently use these bus lines were also screened. All hand carriers of MRSA were further screened for nasal carriage. The isolates were characterized by PFGE, staphylococcal cassette chromosome (SCC) mec typing, spa typing, MLST and were tested for the presence of mecA, Panton-Valentine leukocidin and arginine catabolic mobile element genes. MRSA contamination was shown in 72 buses (36.2%). The majority of the isolates belonged to three major clones: Clone A was identified as EMRSA-15 defined by pattern PFGE A, spa types t2357/t747/t025/t379/t910, ST22, and SCCmec IVh (n = 21; 29%). Clone B was the New York/Japan clone characterized by PFGE B-t002/t10682-ST5-II (n = 15; 21%). Clone C included isolates with characteristics of the international community-acquired USA300 or related clones, PFGE C-t008-ST8-IVa/IVc/IVg/IVnt/VI (n = 19; 26%). The first two clones are currently the two major lineages circulating in Portuguese hospitals. The hands of 15 individuals were contaminated with MRSA belonging to the nosocomial clones A or B. Eleven of these individuals were not nasal carriers of MRSA and all but one had travelled by public transportation, namely by bus, prior to sampling. In conclusion, public buses in two major cities in Portugal are often contaminated with MRSA representing clones dominant in hospitals in the particular geographic area. MRSA contamination of public transport and the transfer of the bacteria to the hands of passengers may represent a route through which hospital-acquired MRSA clones may spread to the community.     

Group control of multi-car elevator systems without accurate information of floor stoppage time

A multi-car elevator system is an elevator system that has more than one car installed in each elevator shaft. This system enables us to improve the transportation capability without increasing the occupied floor space. The primary purpose of this study is to consider the group control problem of operating cars efficiently without collision nor reversal in a multi-car elevator system, based on a detailed and realistic model where floor stoppage time of cars cannot be known in advance. In the context of elevator systems, reversal means that a car travels in the direction opposite to the desired direction of on-board passengers, which is prohibited because it makes passengers uncomfortable. We first propose an optimization-based collision and reversal avoidance method to operate cars in the same shaft. Next, we construct simple methods to allocate calls to individual cars under immediate and delayed guidance policies. Under the immediate guidance policy a call is allocated to a car immediately after it is registered, while under the delayed guidance policy the allocation may be changed until it is actually served. The effectiveness of the proposed group control method is examined by computer simulation.     

Making Sense of a New Transport System: An Ethnographic Study of the Cambridgeshire Guided Busway

An increase in public transport use has the potential to contribute to improving population health, and there is growing interest in innovative public transport systems. Yet how new public transport infrastructure is experienced and integrated (or not) into daily practice is little understood. We investigated how the Cambridgeshire Guided Busway, UK, was used and experienced in the weeks following its opening, using the method of participant observation (travelling on the busway and observing and talking to passengers) and drawing on Normalization Process Theory to interpret our data. Using excerpts of field notes to support our interpretations, we describe how the ease with which the new transport system could be integrated into existing daily routines was important in determining whether individuals would continue to use it. It emerged that there were two groups of passengers with different experiences and attitudes. Passengers who had previously travelled frequently on regular bus services did not perceive the new system to be an improvement; consequently, they were frustrated that it was differentiated from and not coherent with the regular system. In contrast, passengers who had previously travelled almost exclusively by car appraised the busway positively and perceived it to be a novel and superior form of travel. Our rich qualitative account highlights the varied and creative ways in which people learn to use new public transport and integrate it into their everyday lives. This has consequences for the introduction and promotion of future transport innovations. It is important to emphasise the novelty of new public transport, but also the ways in which its use can become ordinary and routine. Addressing these issues could help to promote uptake of other public transport interventions, which may contribute to increasing physical activity and improving population health.     

Design specifications of audio-guidance systems for the blind in public spaces

The government of Fukuoka City conducted a survey to determine the effectiveness of an audio-guidance system for the blind. The blind participants confirmed the usefulness of the audio-guidance. In addition, the blind participants and the walking instructors also provided various comments and suggestions for the better utilization of audio-guidance systems for smoother transportation. In order for the participants to be able to recognize auditory signals, it was important to be able to hear them at their peak volumes. To understand the actual meaning of announcements, however, the average volumes of the signals were more important than their peak volumes. The blind participants suggested that auditory signals and announcements should provide short and simple messages. The walking instructors provided comments regarding the placement of loudspeakers to enhance auditory localization. They recommended hanging the loudspeakers from ceilings located in front of passengers. Furthermore, the necessity of controlling excess reverberations was indicated in order to better enable blind citizens to recognize and localize the auditory signals. It was suggested that using different auditory signals for different purposes and places was effective for smoother transportation.     

Spatial spread of an epidemic through public transportation systems with a hub

This article investigates an epidemic spreading among several locations through a transportation system, with a hub connecting these locations. Public transportation is not only a bridge through which infections travel from one location to another but also a place where infections occur since individuals are typically in close proximity to each other due to the limited space in these systems. A mathematical model is constructed to study the spread of an infectious disease through such systems. A variant of the next generation method is proposed and used to provide upper and lower bounds of the basic reproduction number for the model. Our investigation indicates that increasing transportation efficiency, and improving sanitation and ventilation of the public transportation system decrease the chance of an outbreak occurring. Moreover, discouraging unnecessary travel during an epidemic also decreases the chance of an outbreak. However, reducing travel by infectives while allowing susceptibles to travel may not be enough to avoid an outbreak.     

Why Does Public Transport Not Arrive on Time? The Pervasiveness of Equal Headway Instability

Background

The equal headway instability phenomenon is pervasive in public transport systems. This instability is characterized by an aggregation of vehicles that causes inefficient service. While equal headway instability is common, it has not been studied independently of a particular scenario. However, the phenomenon is apparent in many transport systems and can be modeled and rectified in abstraction.

Methodology

We present a multi-agent simulation where a default method with no restrictions always leads to unstable headways. We discuss two methods that attempt to achieve equal headways, called minimum and maximum. Since one parameter of the methods depends on the passenger density, adaptive versions—where the relevant parameter is adjusted automatically—are also put forward. Our results show that the adaptive maximum method improves significantly over the default method. The model and simulation give insights of the interplay between transport design and passenger behavior. Finally, we provide technological and social suggestions for engineers and passengers to help achieve equal headways and thus reduce delays.

Conclusions

The equal headway instability phenomenon can be avoided with the suggested technological and social measures.     

Injuries to occupants in cargo areas of pickup trucks.

Transporting passengers in the cargo area of pickup trucks is a public health safety issue in the United States. Our study compared crashes involving passengers in the cargo area with those involving passengers in the cab. We obtained data for all injury events of pickup occupants for 1990 from the California Highway Patrol. A total of 702 traffic reports coded as having passengers riding in pickup truck beds involved 1,685 passengers in the cargo area and 865 in the cab. Significantly more events involving passengers in the cargo area occurred in summer in rural areas and were noncollisions than did events with only cab passengers. Crashes with passengers in the cargo area resulted in death in 5% of passengers. Of the drivers, 81% were male and 22% were younger than 20 years. Among the 1,685 passengers in the cargo area, 65% were male, 36% were younger than 15 years, and 30% were ages 15 to 19 years. Passengers in the cargo area were more frequently ejected and more seriously injured than their counterparts in the cab. Legislation to restrict travel in truck beds and the design of restraints for this area are some measures that may reduce the risk of injury.     

Chlorophyll a and turbidity patterns over coral reefs systems of La Parguera Natural Reserve, Puerto Rico

Studies of temporal and spatial changes in phytoplankton biomass and turbidity provide essential information on coral reef ecosystem function and health. Fluctuation of phytoplankton biomass responds to several factors including nutrient inputs, both anthropogenic and natural, while turbidity is mostly affected by sediment resuspension or transport from terrestrial systems. These parameters can be used as sentinels of significant environmental factors "modifying" coral reef systems. A chlorophyll a concentration (Chl a) and turbidity (Turb) in situ logger was installed at 10 stations from June 4 to July 7, 2003 in La Parguera Natural Reserve (Southwestern Puerto Rico) to assess short-term temporal and geographic variation in patterns of phytoplankton biomass and turbidity at pre-selected sites as part of an interdisciplinary long-term study. Average station Ch1 a variation was 0.17-1.12 microg 1(-1) and 0.2-23.4 NTU for Turb. Results indicate that the western near-coastal stations had higher levels of Turb and Ch1 a. The easternmost mid shelf station, Romero reef, was similar to coastal stations probably due to nutrient and suspended sediment inputs from a source external to our study area to the east, Guánica Bay. Comparisons between different sampling days indicate significant differences between days for most stations suggesting that one-time discrete sampling may not be representative of average water column conditions and illustrate the dynamic nature of coral reef systems. Further work is warranted to assess seasonal changes that integrate short-term (daily) variability in both Turb and Ch1 a.     

公立医疗机构政府补偿与监管机制的研究框架

在补偿机制扭曲、政府监管滞后的背景下,科学设定公立医疗机构政府补偿标准和方式,改进政府监管手段和能力对保障公立医疗机构公益性具有重要意义。上海市闵行区开展了基于公益性绩效的政府补偿机制改革和基于信息平台的政府监管机制改革。文章以新公共行政理论为指导,总结闵行区政府补偿和监管机制的特点,评价改革的效果,并且探索分析补偿和监管机制改革对医疗机构运行绩效的影响,为深化公立医院改革提供决策参考。     

The Impact of Cost and Network Topology on Urban Mobility: A Study of Public Bicycle Usage in 2 U.S. Cities

Understanding the drivers of urban mobility is vital for epidemiology, urban planning, and communication networks. Human movements have so far been studied by observing people''s positions in a given space and time, though most recent models only implicitly account for expected costs and returns for movements. This paper explores the explicit impact of cost and network topology on mobility dynamics, using data from 2 city-wide public bicycle share systems in the USA. User mobility is characterized through the distribution of trip durations, while network topology is characterized through the pairwise distances between stations and the popularity of stations and routes. Despite significant differences in station density and physical layout between the 2 cities, trip durations follow remarkably similar distributions that exhibit cost sensitive trends around pricing point boundaries, particularly with long-term users of the system. Based on the results, recommendations for dynamic pricing and incentive schemes are provided to positively influence mobility patterns and guide improved planning and management of public bicycle systems to increase uptake.