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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Yinyin Wang; Lokeshkumar Kumar; Vijayanandh Raja; Hussein A. Z. AL-bonsrulah; +4 Authors

    At present, surveillance is attracting attention in the field of UAV development. In particular, border surveillance plays a vital role in obtaining the required data around the border and for assisting in military operations. The primary function of this Hybrid UAV (VTOL and Fixed Wing) is to provide prerequisite data, captured during day/night surveillance, to the respective database. One of the primary problems that arise in border patrolling is the use of the UAV under different environmental conditions, thereby reducing its endurance firmly. In addition to the surveillance equipment, energy harvesting techniques are involved in solving the problem of endurance. The piezoelectric energy harvester and solar panels are added to harvest electrical energy in the UAV. Based on this application, the conceptual design of the Hybrid UAV, based on nature, was designed and investigated theoretically, as well as computationally. A series of analysis, which includes Computational Fluid Dynamics, Finite Element Analysis and Analytical approach, was used to determine the energy harvested from the energy harvester. This work confirms the proposed integrated engineering approach for the estimation of renewable energy, via PVEH patches, and the same approach is thus offered to researchers for subsequent applications. Additionally, a hybrid energy idea for newly developed drones was proposed in this work. This concept will be extensively used in the unmanned aircraft system sectors.

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    Authors: Helyati Abu Hassan Shaari; Muhammad Mahyiddin Ramli; Mohd Mustafa Al Bakri Abdullah; Mohd Nazim Mohtar; +4 Authors

    The effects of various polymerization times on the properties and conductivity of poly(methyl methacrylate)/polyaniline (PMMA/PANi) copolymer has been investigated. Different polymerization times, such as 1 h, 2 h, and 3 h, have been employed during free radical copolymerization of PMMA/PANi copolymer. The properties of newly synthesized PMMA/PANi copolymer were discussed with the help of Fourier transform infrared (FTIR), 1H nuclear magnetic resonance (NMR) spectroscopies, UV-Vis spectroscopy, and transmission electron microscopy. All copolymers showed electrical conductivity of a semi-conductor material, compared with PMMA itself. It was found that the reaction played a significant role, especially at optimum polymerization time, where PANi formation and conductivity was at its highest. Our present work demonstrates that copolymer film could be a promising material to fabricate polymer conducting film in many electronics applications.

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    Authors: Po-Lin Lai; Andrew Thomas Potter; Malcolm James Beynon; Anthony Kenneth Charles Beresford;

    Airport efficiency is an area of increasing interest to academics, policy makers and practitioners. This has resulted in a body of literature applying various econometric techniques to compare efficiency between different samples of airports. This paper uses the multi-criteria decision making method Analytic Hierarchy Process (AHP) to incorporate the weightings of input and output variables into Data Envelopment Analysis (DEA) and Assurance Region DEA (DEA-AR) models, with 24 major international airports in the empirical analysis. The paper concludes the discriminatory power in the proposed AHP/DEA-AR model is greater than in the basic DEA model when measuring the efficiency of airports. By applying this approach, policy makers and practitioners can effectively compare operational efficiency between airports, and therefore generate more informed decisions.

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    Transport Policy
    Article . 2015 . Peer-reviewed
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    Authors: Germano Glufke Reis; Marina Sucha Heidemann; Katherine Helena Oliveira de Matos; Carla Forte Maiolino Molento;

    Higher demand for meat production and limited inputs, as well as environmental and animal ethics issues, are bringing alternative protein sources to the market, such as cell-based meat (CBM), i.e., meat produced through cell culturing, without involving animal raising and killing. Although the potential social and environmental benefits of the technology have been recently addressed in the blossoming CBM literature, little has been discussed about the possible implications for the environmental strategies of firms that are entering the new cell-based production chain. Thus, drawing on the theoretical framework of competitive environmental strategies and a systematic review of the literature, we discuss prospects for cell-based meat regarding the possible adoption of environmental strategies by firms that are entering the CBM chain. The technology may be considered a potential means for mitigating most of the environmental impacts of large-scale meat production, e.g., extensive land use and greenhouse gas emissions. We discuss how such benefits and consumer attitudes towards cultivated meat could encourage the adoption of environmental strategies by firms, and the roles that value chain firms are likely to play in those strategies in the future.

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    Authors: Chi-Wei Su; Yuru Song; Hsu-Ling Chang; Weike Zhang; +1 Authors

    Investigating the essential impact of the cryptocurrency market on carbon emissions is significant for the U.S. to realize carbon neutrality. This exploration employs low-frequency vector auto-regression (LF-VAR) and mixed-frequency VAR (MF-VAR) models to capture the complicated interrelationship between cryptocurrency policy uncertainty (CPU) and carbon emission (CE) and to answer the question of whether cryptocurrency policy uncertainty could facilitate U.S. carbon neutrality. By comparison, the MF-VAR model possesses a higher explanatory power than the LF-VAR model; the former’s impulse response indicates a negative CPU effect on CE, suggesting that cryptocurrency policy uncertainty is a promoter for the U.S. to realize the goal of carbon neutrality. In turn, CE positively impacts CPU, revealing that mass carbon emissions would raise public and national concerns about the environmental damages caused by cryptocurrency transactions and mining. Furthermore, CPU also has a mediation effect on CE; that is, CPU could affect CE through the oil price (OP). In the context of a more uncertain cryptocurrency market, valuable insights for the U.S. could be offered to realize carbon neutrality by reducing the traditional energy consumption and carbon emissions of cryptocurrency trading and mining.

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    Authors: Katherine Brookfield; Charlotte Dimond; Susannah G. Williams;

    Companies and brands are increasingly addressing issues of sustainability in their marketing and advertising as they respond to consumers’ evolving interests and preferences. While studies have examined the presence of sustainability messages in advertising in general, and in a number of discrete industries, the use of these messages in residential property advertising is critically understudied. Some homebuyers, however, appear interested in these messages, as evidence suggests they ascribe value to certain sustainability claims and features. An analysis of the textual and visual content of 100 property adverts for city centre flats, listed for sale in two English cities in early 2022, afforded detailed insights into the positioning of sustainability in residential real estate advertising. Findings from this analysis indicate that explicit sustainability messages are rare. Property and locational features related to environmental sustainability are mentioned more frequently than those related to social sustainability. Features related to economic sustainability are discussed in adverts targeted at property investors. Sparse explicit discussion of sustainability in adverts might imply that there is little general concern for this issue, either amongst those selling property and/or amongst those buying property. An implication of this might be that pro-sustainability measures targeted at the housing sector may encounter a muted response from actors within the sector, potentially frustrating the implementation of those measures. For homebuyers who are interested in a property’s sustainability, the findings suggest that they are poorly served by current practices in property advertising. Estate agents and developers wishing to appeal to these sustainability-minded consumers might do well to incorporate greater commentary on a property’s sustainability features in their advertising materials.

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    Authors: Judith Green; Rebecca Steinbach; Alasdair Jones; Phil Edwards; +6 Authors

    BackgroundIn September 2005 London introduced a policy granting young people aged < 17 years access to free bus and tram travel. A year later this policy was extended to people aged < 18 years in education, work or training. This intervention was part of a broader environmental strategy in London to reduce private car use, but its primary aim was to decrease ‘transport exclusion’, and ensure that access to goods, services, education and training opportunities were not denied to some young people because of transport poverty. However, there were also likely to be positive and negative health implications, which were difficult to assess in the absence of a robust evidence base on the impact of transport policies on health and well-being.ObjectivesTo evaluate the impact of free bus travel for young people in London on the public health. Specifically, to provide empirical evidence for the impact of this ‘natural experiment’ on health outcomes and behaviours (e.g. injuries, active travel) for young people; explore the effects on the determinants of health; identify the effects on older citizens of increased access to bus travel for young people and to identify whether or not the intervention represented value for money.DesignQuasi-experimental design, using secondary analysis of routine data, primary qualitative data and literature reviews.SettingLondon, UK.ParticipantsYoung people aged 12–17 years and older citizens aged ≥ 60 years.InterventionThe introduction of free bus travel for those aged < 17 years living in London in 2005, extended to those aged < 18 years in 2006.Main outcome measuresQuantitative: number of journeys to school or work; frequency and distance of active travel (i.e. walking and/or cycling), bus travel, car travel; incidence of road traffic injuries and assaults and socioeconomic gradients in travel patterns. Qualitative: how free bus travel affected young people and older citizens’ travel and well-being.MethodsQuantitative component: change-on-change analysis comparing pre–post change in the target age group (12–17 years) against that seen in ‘non-exposed’ groups [for travel mode, road traffic injury (RTI) and assaults]. Qualitative component: interviews analysed using both deductive and inductive methods. Economic evaluation: cost–benefit analysis (CBA).Data sourcesLondon Area Transport Survey (LATS) and London Travel Demand Survey (LTDS) (travel mode); STATS19 Road Accident data set (RTI); Hospital Episode Statistics (HES) (assaults); interviews with young people and older citizens; and cost data from providers and literature reviews.ResultsThe introduction of free bus travel for young people was associated with higher use of bus travel by adults and young people [31% increase, 95% confidence interval (CI) 19% to 42%; and 26% increase, 95% CI 13% to 41%, respectively], especially for short journeys, and lower car distances relative to adults (relative change 0.73, 95% CI 0.55 to 0.94); no significant overall reduction in ‘active travel’ [reduction in number of walking trips but no evidence of change in distance walked (relative change 0.99, 95% CI 0.92 to 1.07)]; significant reduction in cycling relative to adults (but from a very low base); a reduction in road traffic injuries for car occupants (relative change 0.89, 95% CI 0.84 to 0.95) and cyclists (relative change 0.60, 95% CI 0.55 to 0.66), but not pedestrians; an overall modest increase in journeys to work or school (relative change 1.09, 95% CI 1.06 to 1.14); equivocal evidence of impact on socioeconomic gradients in travel behaviour and no evidence of adverse impact on travel of older people aged > 60 years. An increase in assaults largely preceded the scheme. Qualitative data suggested that the scheme increased opportunities for independent travel, social inclusion, and a sense of belonging and that it ‘normalised’ bus travel. The monetised benefits of the scheme substantially outweighed the costs, providing what the Department for Transport (DfT) considers ‘high’ value for money.ConclusionThe free bus travel scheme for young people appears to have encouraged their greater use of bus transport for short trips without significant impact on their overall active travel. There was qualitative evidence for benefits on social determinants of health, such as normalisation of bus travel, greater social inclusion and opportunities for independent travel. In the context of a good bus service, universal free bus travel for young people appears to be a cost-effective contributor to social inclusion and, potentially, to increasing sustainable transport in the long term. Further research is needed on the effects of both active and other travel modes on the determinants of health; the factors that influence maintenance of travel mode change; travel as ‘social practice’; the impact of driving license changes on injury rates for young adults and the value of a statistical life for young people.FundingThe National Institute for Health Research Public Health Research programme.

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    Authors: Rana Muhammad Adnan; Abolfazl Jaafari; Aadhityaa Mohanavelu; Ozgur Kisi; +1 Authors

    The development of advanced computational models for improving the accuracy of streamflow forecasting could save time and cost for sustainable water resource management. In this study, a locally weighted learning (LWL) algorithm is combined with the Additive Regression (AR), Bagging (BG), Dagging (DG), Random Subspace (RS), and Rotation Forest (RF) ensemble techniques for the streamflow forecasting in the Jhelum Catchment, Pakistan. To build the models, we grouped the initial parameters into four different scenarios (M1–M4) of input data with a five-fold cross-validation (I–V) approach. To evaluate the accuracy of the developed ensemble models, previous lagged values of streamflow were used as inputs whereas the cross-validation technique and periodicity input were used to examine prediction accuracy on the basis of root correlation coefficient (R), root mean squared error (RMSE), mean absolute error (MAE), relative absolute error (RAE), and root relative squared error (RRSE). The results showed that the incorporation of periodicity (i.e., MN) as an additional input variable considerably improved both the training performance and predictive performance of the models. A comparison between the results obtained from the input combinations III and IV revealed a significant performance improvement. The cross-validation revealed that the dataset M3 provided more accurate results compared to the other datasets. While all the ensemble models successfully outperformed the standalone LWL model, the ensemble LWL-AR model was identified as the best model. Our study demonstrated that the ensemble modeling approach is a robust and promising alternative to the single forecasting of streamflow that should be further investigated with different datasets from other regions around the world.

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    Authors: Jaswinder Lota; Shihao Ju; Ojas Kanhere; Theodore S. Rappaport; +1 Authors

    Recent trends for vehicular localization in millimetre-wave (mmWave) channels include employing a combination of parameters such as angle of arrival (AOA), angle of departure (AOD), and time of arrival (TOA) of the transmitted/received signals. These parameters are challenging to estimate, which along with the scattering and random nature of mmWave channels, and vehicle mobility lead to errors in localization. To circumvent these challenges, this paper proposes mmWave vehicular localization employing difference of arrival for time and frequency, with multiuser (MU) multiple-input-multiple-output (MIMO) hybrid beamforming; rather than relying on AOD/AOA/TOA estimates. The vehicular localization can exploit the number of vehicles present, as an increase in the number of vehicles reduces the Cramér-Rao bound (CRB) of error estimation. At 10 dB signal-to-noise ratio (SNR) both spatial multiplexing and beamforming result in comparable localization errors. At lower SNR values, spatial multiplexing leads to larger errors compared to beamforming due to formation of spurious peaks in the cross ambiguity function. Accuracy of the estimated parameters is improved by employing an extended Kalman filter leading to a root mean square (RMS) localization error of approximately 6.3 meters.

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    IEEE Open Journal of Vehicular Technology
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      IEEE Open Journal of Vehicular Technology
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    Authors: Matthew P. Humphreys; Eric P. Achterberg; Alex M. Griffiths; Alison McDonald; +1 Authors

    The stable carbon isotope composition of dissolved inorganic carbon (δ13CDIC) in seawater was measured in a batch process for 552 samples collected during two cruises in the northeastern Atlantic and Nordic Seas from June to August 2012. One cruise was part of the UK Ocean Acidification research programme, and the other was a repeat hydrographic transect of the Extended Ellett Line. In combination with measurements made of other variables on these and other cruises, these data can be used to constrain the anthropogenic component of dissolved inorganic carbon (DIC) in the interior ocean, and to help to determine the influence of biological carbon uptake on surface ocean carbonate chemistry. The measurements have been processed, quality-controlled and submitted to an in-preparation global compilation of seawater δ13CDIC data, and are available from the British Oceanographic Data Centre. The observed δ13CDIC values fall in a range from −0.58 to +2.37 ‰, relative to the Vienna Pee Dee Belemnite standard. The mean of the absolute differences between samples collected in duplicate in the same container type during both cruises and measured consecutively is 0.10 ‰, which corresponds to a 1σ uncertainty of 0.09 ‰, and which is within the range reported by other published studies of this kind. A crossover analysis was performed with nearby historical δ13CDIC data, indicating that any systematic offsets between our measurements and previously published results are negligible. Data doi:10.5285/09760a3a-c2b5-250b-e053-6c86abc037c0 (northeastern Atlantic), doi:10.5285/09511dd0-51db-0e21-e053-6c86abc09b95 (Nordic Seas).

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    Authors: Yinyin Wang; Lokeshkumar Kumar; Vijayanandh Raja; Hussein A. Z. AL-bonsrulah; +4 Authors

    At present, surveillance is attracting attention in the field of UAV development. In particular, border surveillance plays a vital role in obtaining the required data around the border and for assisting in military operations. The primary function of this Hybrid UAV (VTOL and Fixed Wing) is to provide prerequisite data, captured during day/night surveillance, to the respective database. One of the primary problems that arise in border patrolling is the use of the UAV under different environmental conditions, thereby reducing its endurance firmly. In addition to the surveillance equipment, energy harvesting techniques are involved in solving the problem of endurance. The piezoelectric energy harvester and solar panels are added to harvest electrical energy in the UAV. Based on this application, the conceptual design of the Hybrid UAV, based on nature, was designed and investigated theoretically, as well as computationally. A series of analysis, which includes Computational Fluid Dynamics, Finite Element Analysis and Analytical approach, was used to determine the energy harvested from the energy harvester. This work confirms the proposed integrated engineering approach for the estimation of renewable energy, via PVEH patches, and the same approach is thus offered to researchers for subsequent applications. Additionally, a hybrid energy idea for newly developed drones was proposed in this work. This concept will be extensively used in the unmanned aircraft system sectors.

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    Authors: Helyati Abu Hassan Shaari; Muhammad Mahyiddin Ramli; Mohd Mustafa Al Bakri Abdullah; Mohd Nazim Mohtar; +4 Authors

    The effects of various polymerization times on the properties and conductivity of poly(methyl methacrylate)/polyaniline (PMMA/PANi) copolymer has been investigated. Different polymerization times, such as 1 h, 2 h, and 3 h, have been employed during free radical copolymerization of PMMA/PANi copolymer. The properties of newly synthesized PMMA/PANi copolymer were discussed with the help of Fourier transform infrared (FTIR), 1H nuclear magnetic resonance (NMR) spectroscopies, UV-Vis spectroscopy, and transmission electron microscopy. All copolymers showed electrical conductivity of a semi-conductor material, compared with PMMA itself. It was found that the reaction played a significant role, especially at optimum polymerization time, where PANi formation and conductivity was at its highest. Our present work demonstrates that copolymer film could be a promising material to fabricate polymer conducting film in many electronics applications.

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    Authors: Po-Lin Lai; Andrew Thomas Potter; Malcolm James Beynon; Anthony Kenneth Charles Beresford;

    Airport efficiency is an area of increasing interest to academics, policy makers and practitioners. This has resulted in a body of literature applying various econometric techniques to compare efficiency between different samples of airports. This paper uses the multi-criteria decision making method Analytic Hierarchy Process (AHP) to incorporate the weightings of input and output variables into Data Envelopment Analysis (DEA) and Assurance Region DEA (DEA-AR) models, with 24 major international airports in the empirical analysis. The paper concludes the discriminatory power in the proposed AHP/DEA-AR model is greater than in the basic DEA model when measuring the efficiency of airports. By applying this approach, policy makers and practitioners can effectively compare operational efficiency between airports, and therefore generate more informed decisions.

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    Authors: Germano Glufke Reis; Marina Sucha Heidemann; Katherine Helena Oliveira de Matos; Carla Forte Maiolino Molento;

    Higher demand for meat production and limited inputs, as well as environmental and animal ethics issues, are bringing alternative protein sources to the market, such as cell-based meat (CBM), i.e., meat produced through cell culturing, without involving animal raising and killing. Although the potential social and environmental benefits of the technology have been recently addressed in the blossoming CBM literature, little has been discussed about the possible implications for the environmental strategies of firms that are entering the new cell-based production chain. Thus, drawing on the theoretical framework of competitive environmental strategies and a systematic review of the literature, we discuss prospects for cell-based meat regarding the possible adoption of environmental strategies by firms that are entering the CBM chain. The technology may be considered a potential means for mitigating most of the environmental impacts of large-scale meat production, e.g., extensive land use and greenhouse gas emissions. We discuss how such benefits and consumer attitudes towards cultivated meat could encourage the adoption of environmental strategies by firms, and the roles that value chain firms are likely to play in those strategies in the future.

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    Authors: Chi-Wei Su; Yuru Song; Hsu-Ling Chang; Weike Zhang; +1 Authors

    Investigating the essential impact of the cryptocurrency market on carbon emissions is significant for the U.S. to realize carbon neutrality. This exploration employs low-frequency vector auto-regression (LF-VAR) and mixed-frequency VAR (MF-VAR) models to capture the complicated interrelationship between cryptocurrency policy uncertainty (CPU) and carbon emission (CE) and to answer the question of whether cryptocurrency policy uncertainty could facilitate U.S. carbon neutrality. By comparison, the MF-VAR model possesses a higher explanatory power than the LF-VAR model; the former’s impulse response indicates a negative CPU effect on CE, suggesting that cryptocurrency policy uncertainty is a promoter for the U.S. to realize the goal of carbon neutrality. In turn, CE positively impacts CPU, revealing that mass carbon emissions would raise public and national concerns about the environmental damages caused by cryptocurrency transactions and mining. Furthermore, CPU also has a mediation effect on CE; that is, CPU could affect CE through the oil price (OP). In the context of a more uncertain cryptocurrency market, valuable insights for the U.S. could be offered to realize carbon neutrality by reducing the traditional energy consumption and carbon emissions of cryptocurrency trading and mining.

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    Authors: Katherine Brookfield; Charlotte Dimond; Susannah G. Williams;

    Companies and brands are increasingly addressing issues of sustainability in their marketing and advertising as they respond to consumers’ evolving interests and preferences. While studies have examined the presence of sustainability messages in advertising in general, and in a number of discrete industries, the use of these messages in residential property advertising is critically understudied. Some homebuyers, however, appear interested in these messages, as evidence suggests they ascribe value to certain sustainability claims and features. An analysis of the textual and visual content of 100 property adverts for city centre flats, listed for sale in two English cities in early 2022, afforded detailed insights into the positioning of sustainability in residential real estate advertising. Findings from this analysis indicate that explicit sustainability messages are rare. Property and locational features related to environmental sustainability are mentioned more frequently than those related to social sustainability. Features related to economic sustainability are discussed in adverts targeted at property investors. Sparse explicit discussion of sustainability in adverts might imply that there is little general concern for this issue, either amongst those selling property and/or amongst those buying property. An implication of this might be that pro-sustainability measures targeted at the housing sector may encounter a muted response from actors within the sector, potentially frustrating the implementation of those measures. For homebuyers who are interested in a property’s sustainability, the findings suggest that they are poorly served by current practices in property advertising. Estate agents and developers wishing to appeal to these sustainability-minded consumers might do well to incorporate greater commentary on a property’s sustainability features in their advertising materials.

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    Authors: Judith Green; Rebecca Steinbach; Alasdair Jones; Phil Edwards; +6 Authors

    BackgroundIn September 2005 London introduced a policy granting young people aged < 17 years access to free bus and tram travel. A year later this policy was extended to people aged < 18 years in education, work or training. This intervention was part of a broader environmental strategy in London to reduce private car use, but its primary aim was to decrease ‘transport exclusion’, and ensure that access to goods, services, education and training opportunities were not denied to some young people because of transport poverty. However, there were also likely to be positive and negative health implications, which were difficult to assess in the absence of a robust evidence base on the impact of transport policies on health and well-being.ObjectivesTo evaluate the impact of free bus travel for young people in London on the public health. Specifically, to provide empirical evidence for the impact of this ‘natural experiment’ on health outcomes and behaviours (e.g. injuries, active travel) for young people; explore the effects on the determinants of health; identify the effects on older citizens of increased access to bus travel for young people and to identify whether or not the intervention represented value for money.DesignQuasi-experimental design, using secondary analysis of routine data, primary qualitative data and literature reviews.SettingLondon, UK.ParticipantsYoung people aged 12–17 years and older citizens aged ≥ 60 years.InterventionThe introduction of free bus travel for those aged < 17 years living in London in 2005, extended to those aged < 18 years in 2006.Main outcome measuresQuantitative: number of journeys to school or work; frequency and distance of active travel (i.e. walking and/or cycling), bus travel, car travel; incidence of road traffic injuries and assaults and socioeconomic gradients in travel patterns. Qualitative: how free bus travel affected young people and older citizens’ travel and well-being.MethodsQuantitative component: change-on-change analysis comparing pre–post change in the target age group (12–17 years) against that seen in ‘non-exposed’ groups [for travel mode, road traffic injury (RTI) and assaults]. Qualitative component: interviews analysed using both deductive and inductive methods. Economic evaluation: cost–benefit analysis (CBA).Data sourcesLondon Area Transport Survey (LATS) and London Travel Demand Survey (LTDS) (travel mode); STATS19 Road Accident data set (RTI); Hospital Episode Statistics (HES) (assaults); interviews with young people and older citizens; and cost data from providers and literature reviews.ResultsThe introduction of free bus travel for young people was associated with higher use of bus travel by adults and young people [31% increase, 95% confidence interval (CI) 19% to 42%; and 26% increase, 95% CI 13% to 41%, respectively], especially for short journeys, and lower car distances relative to adults (relative change 0.73, 95% CI 0.55 to 0.94); no significant overall reduction in ‘active travel’ [reduction in number of walking trips but no evidence of change in distance walked (relative change 0.99, 95% CI 0.92 to 1.07)]; significant reduction in cycling relative to adults (but from a very low base); a reduction in road traffic injuries for car occupants (relative change 0.89, 95% CI 0.84 to 0.95) and cyclists (relative change 0.60, 95% CI 0.55 to 0.66), but not pedestrians; an overall modest increase in journeys to work or school (relative change 1.09, 95% CI 1.06 to 1.14); equivocal evidence of impact on socioeconomic gradients in travel behaviour and no evidence of adverse impact on travel of older people aged > 60 years. An increase in assaults largely preceded the scheme. Qualitative data suggested that the scheme increased opportunities for independent travel, social inclusion, and a sense of belonging and that it ‘normalised’ bus travel. The monetised benefits of the scheme substantially outweighed the costs, providing what the Department for Transport (DfT) considers ‘high’ value for money.ConclusionThe free bus travel scheme for young people appears to have encouraged their greater use of bus transport for short trips without significant impact on their overall active travel. There was qualitative evidence for benefits on social determinants of health, such as normalisation of bus travel, greater social inclusion and opportunities for independent travel. In the context of a good bus service, universal free bus travel for young people appears to be a cost-effective contributor to social inclusion and, potentially, to increasing sustainable transport in the long term. Further research is needed on the effects of both active and other travel modes on the determinants of health; the factors that influence maintenance of travel mode change; travel as ‘social practice’; the impact of driving license changes on injury rates for young adults and the value of a statistical life for young people.FundingThe National Institute for Health Research Public Health Research programme.

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    Authors: Rana Muhammad Adnan; Abolfazl Jaafari; Aadhityaa Mohanavelu; Ozgur Kisi; +1 Authors

    The development of advanced computational models for improving the accuracy of streamflow forecasting could save time and cost for sustainable water resource management. In this study, a locally weighted learning (LWL) algorithm is combined with the Additive Regression (AR), Bagging (BG), Dagging (DG), Random Subspace (RS), and Rotation Forest (RF) ensemble techniques for the streamflow forecasting in the Jhelum Catchment, Pakistan. To build the models, we grouped the initial parameters into four different scenarios (M1–M4) of input data with a five-fold cross-validation (I–V) approach. To evaluate the accuracy of the developed ensemble models, previous lagged values of streamflow were used as inputs whereas the cross-validation technique and periodicity input were used to examine prediction accuracy on the basis of root correlation coefficient (R), root mean squared error (RMSE), mean absolute error (MAE), relative absolute error (RAE), and root relative squared error (RRSE). The results showed that the incorporation of periodicity (i.e., MN) as an additional input variable considerably improved both the training performance and predictive performance of the models. A comparison between the results obtained from the input combinations III and IV revealed a significant performance improvement. The cross-validation revealed that the dataset M3 provided more accurate results compared to the other datasets. While all the ensemble models successfully outperformed the standalone LWL model, the ensemble LWL-AR model was identified as the best model. Our study demonstrated that the ensemble modeling approach is a robust and promising alternative to the single forecasting of streamflow that should be further investigated with different datasets from other regions around the world.

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    Authors: Jaswinder Lota; Shihao Ju; Ojas Kanhere; Theodore S. Rappaport; +1 Authors

    Recent trends for vehicular localization in millimetre-wave (mmWave) channels include employing a combination of parameters such as angle of arrival (AOA), angle of departure (AOD), and time of arrival (TOA) of the transmitted/received signals. These parameters are challenging to estimate, which along with the scattering and random nature of mmWave channels, and vehicle mobility lead to errors in localization. To circumvent these challenges, this paper proposes mmWave vehicular localization employing difference of arrival for time and frequency, with multiuser (MU) multiple-input-multiple-output (MIMO) hybrid beamforming; rather than relying on AOD/AOA/TOA estimates. The vehicular localization can exploit the number of vehicles present, as an increase in the number of vehicles reduces the Cramér-Rao bound (CRB) of error estimation. At 10 dB signal-to-noise ratio (SNR) both spatial multiplexing and beamforming result in comparable localization errors. At lower SNR values, spatial multiplexing leads to larger errors compared to beamforming due to formation of spurious peaks in the cross ambiguity function. Accuracy of the estimated parameters is improved by employing an extended Kalman filter leading to a root mean square (RMS) localization error of approximately 6.3 meters.

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    IEEE Open Journal of Vehicular Technology
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      IEEE Open Journal of Vehicular Technology
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    Authors: Matthew P. Humphreys; Eric P. Achterberg; Alex M. Griffiths; Alison McDonald; +1 Authors

    The stable carbon isotope composition of dissolved inorganic carbon (δ13CDIC) in seawater was measured in a batch process for 552 samples collected during two cruises in the northeastern Atlantic and Nordic Seas from June to August 2012. One cruise was part of the UK Ocean Acidification research programme, and the other was a repeat hydrographic transect of the Extended Ellett Line. In combination with measurements made of other variables on these and other cruises, these data can be used to constrain the anthropogenic component of dissolved inorganic carbon (DIC) in the interior ocean, and to help to determine the influence of biological carbon uptake on surface ocean carbonate chemistry. The measurements have been processed, quality-controlled and submitted to an in-preparation global compilation of seawater δ13CDIC data, and are available from the British Oceanographic Data Centre. The observed δ13CDIC values fall in a range from −0.58 to +2.37 ‰, relative to the Vienna Pee Dee Belemnite standard. The mean of the absolute differences between samples collected in duplicate in the same container type during both cruises and measured consecutively is 0.10 ‰, which corresponds to a 1σ uncertainty of 0.09 ‰, and which is within the range reported by other published studies of this kind. A crossover analysis was performed with nearby historical δ13CDIC data, indicating that any systematic offsets between our measurements and previously published results are negligible. Data doi:10.5285/09760a3a-c2b5-250b-e053-6c86abc037c0 (northeastern Atlantic), doi:10.5285/09511dd0-51db-0e21-e053-6c86abc09b95 (Nordic Seas).

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