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Air Travel (air + travel)

Distribution by Scientific Domains

Medical Sciences	55%
Humanities and Social Sciences	27%
Life Sciences	11%

Selected Abstracts

Risk of Norovirus Transmission during Air Travel

JOURNAL OF TRAVEL MEDICINE, Issue 5 2009
Krista Kornylo MPH
Background. During October 2006, an outbreak of norovirus gastroenteritis sickened 200 (59%) of the 379 passengers and 26 (18%) of the 144 crew members on a riverboat. In November 2006, CDC was notified that a group of ill passengers had boarded a commercial flight from St Louis, Missouri, to Atlanta, Georgia. A recent study demonstrated probable norovirus transmission from eight symptomatic flight attendants to passengers on board an aircraft during an international flight; however, there are no published reports of transmission of norovirus on flights of short duration. Methods. We investigated the risk of norovirus transmission on a short flight as part of an outbreak response. Using a standardized questionnaire, we conducted interviews of passengers and flight attendants who were on the flight. We collected information on traveler demographics and illness before, during, and after the flight. We also collected information about potential onboard risk factors for norovirus transmission, such as proximity and contact with ill appearing persons during the flight, as well as use of onboard lavatories and hand hygiene. Results. We were able to complete questionnaires for 50 (56%) of the 89 passengers on the flight and 2 (67%) of the 3 flight attendants. Two (5%) of 42 possible secondary cases were identified. These two passengers neither sat in proximity to an index-case passenger during the flight nor reported use of an onboard lavatory. Conclusions. Although onboard transmission cannot be excluded, likelihood of norovirus transmission on a short flight when ill travelers do not have episodes of vomiting or diarrhea appears minimal. [source]

Clipping the Clouds: How Air Travel Changed the World , By Marc Dierikx

THE HISTORIAN, Issue 2 2010
Edward J. Davies
No abstract is available for this article. [source]

Could Prolonged Air Travel Be Causally Associated with Subclavian Vein Thromboembolism?

JOURNAL OF TRAVEL MEDICINE, Issue 1 2002
Theodore Teruya
Background: Air travel associated with venous thromboembolism has recently achieved public awareness due to intense media coverage. The interest has focused on deep vein thrombosis (DVT) of the lower limbs with pulmonary embolism. The World Health Organization (WHO) is planning several international multicenter trials to study the problem and, if it exists, try to find a means for prevention. Methods: This is a case presentation of acute venous thromboembolism of the upper limbs associated with long-haul flights. Five patients were admitted to Straub Hospital in Honolulu after 5 to 10 hours' flight. Results: Patient 1 had a previous shoulder injury with DVT; patient 2 had chronic atrial fibrillation; patients 3 and 5 had clavicular fractures; and patient 4 had a subclavian vein compression. Conclusion: It is not possible to draw any conclusions about the association between air flights and subclavian vein thrombosis from this small retrospective case study. Our objective was to indicate the possibility of such a relationship. [source]

The Riskiest Job in Medicine: Transplant Surgeons and Organ Procurement Travel

AMERICAN JOURNAL OF TRANSPLANTATION, Issue 10 2009
M. J. Englesbe
Transplant surgeons are exposed to workplace risk due to the urgent nature of travel related to organ procurement. A retrospective cohort study was completed using data from the Scientific Registry of Transplant Recipients and the National Transportation Safety Board. A web-based survey was administered to members of the American Society of Transplant Surgeons. The survey response rate was 38% (281/747). Involvement in ,1 procurement-related travel accident was reported by 15% of respondents; surgeons reported 61 accidents and 11 fatalities. Air travel was used in 26% of procurements and was involved in 56% of accidents. The risk of fatality while traveling on an organ procurement flight was estimated to be 1000 times higher than scheduled commercial flight. Involvement in a ,near miss accident' was reported by 80.8%. Only 16% of respondents reported feeling ,very safe' while traveling. Procurement of organs by the geographically closest transplant center would have reduced the need for air travel (>100 nautical miles) for lung, heart, liver and pancreas procurement by 35%, 43%, 31% and 49%, respectively (p < 0.0001). These reductions were observed in each Organ Procurement and Transplantation Network region. Though these data have important limitations, they suggest that organ procurement travel is associated with significant risk. Improvements in organ procurement travel are needed. [source]

Air travel and the risk of deep vein thrombosis

AUSTRALIAN AND NEW ZEALAND JOURNAL OF PUBLIC HEALTH, Issue 1 2006
Niels G. Becker
Background:The magnitude of the risk of venous thromboembolism (VTE) following air travel has been difficult to resolve due to lack of adequate data. We determine the association more precisely by using a large dataset and an improved method of analysis. Method:Data on air-travel history for each of 5,196 patients hospitalised for VTE in Western Australia from 1981 to 1999 is analysed using a log-linear regression model for the probability that a flight triggers VTE and for the baseline hazard rate for VTE hospitalisation. Results:The risk of VTE being triggered on the day of an international flight relative to a flight-free day is 29.8 (95% CI 22.4-37.3). Evidence that this relative risk depends on age is weak (p=0.06), but the absolute risk clearly depends on age. The annual relative risk for an individual taking one international flight, compared with an individual of the same age taking no flight, is estimated to be 1.079. The estimated median time from flight to hospital admission is 4.7 days (95% CI 3.8-5.6) and the estimated 95th percentile is 13.3 (95% CI 10.3-16.8). Conclusions:Evidence for an association between international air travel and VTE hospitalisation is strong and passengers should be advised on ways to minimise risk during long flights. While 29.8 is a large relative risk, it must be remembered that the baseline risk is very small and the relative risk applies only to the unobserved triggering of a deep vein thrombosis episode on the day of travel; the consequent hospitalisation occurs on one of numerous ensuing days. [source]

The worldwide airline network and the dispersal of exotic species: 2007,2010

ECOGRAPHY, Issue 1 2009
Andrew J. Tatem
International air travel has played a significant role in driving recent increases in the rates of biological invasion and spread of infectious diseases. By providing high speed, busy transport links between spatially distant, but climatically similar regions of the world, the worldwide airline network (WAN) increases the risks of deliberate or accidental movements and establishment of climatically sensitive exotic organisms. With traffic levels continuing to rise and climates changing regionally, these risks will vary, both seasonally and year-by-year. Here, detailed estimates of air traffic trends and climate changes for the period 2007-2010 are used to examine the likely directions and magnitudes of changes in climatically sensitive organism invasion risk across the WAN. Analysis of over 144 million flights from 2007-2010 shows that by 2010, the WAN is likely to change little overall in terms of connecting regions with similar climates, but anticipated increases in traffic and local variations in climatic changes should increase the risks of exotic species movement on the WAN and establishment in new areas. These overall shifts mask spatially and temporally heterogenous changes across the WAN, where, for example, traffic increases and climatic convergence by July 2010 between parts of China and northern Europe and North America raise the likelihood of exotic species invasions, whereas anticipated climatic shifts may actually reduce invasion risks into much of eastern Europe. [source]

Comparative measures of the toxicity of component chemicals in aircraft deicing fluid

ENVIRONMENTAL TOXICOLOGY & CHEMISTRY, Issue 6 2000
Jeffrey S. Cornell
Abstract Acraft deicingoperationsarea necessarypart of safe air travel, but release large quantities of aircraft deicing fluids (ADFs) to the environment. Effective measures to mitigate the environmental impacts of deicing operations are hindered because of the negative effects some ADF chemicals have on treatment systems and because of the poorly characterized toxicity of ADF components. This research investigated the contributions of environmentally significant concentrations of selected ADF components to the toxicity of ADF-containing waste streams, and to the inhibition of biodegradation of propylene glycol (PG), the most important component of ADF. The component chemicals studied were PG, the corrosion inhibitor 4(5)-methylbenzotriazole (MeBT; common name: tolyltriazole), and proprietary mixes of corrosion inhibitors, buffers, and surfactants referred to as the additive package or AdPack. Relative to PG alone, the different additives increased the toxicity of ADF and decreased PG biodegradation rates. In enrichments of soil microorganisms acclimated to ADF, the MeBT component significantly decreased cell growth rates and yields, and inhibited PG biodegradation to a greater extent than the AdPack. Microtox® tests indicated that MeBT is the ADF component most toxic to microorganisms. However, acute aquatic toxicity tests indicated that the AdPack components were more toxic than MeBT to Ceriodaphnia dubia and Pimephales promelas, although both components were more toxic than PG alone. [source]

NETWORKING, KNOWLEDGE ORGANIZATIONS AND AEROMOBILITY

GEOGRAFISKA ANNALER SERIES B: HUMAN GEOGRAPHY, Issue 3 2009
Claus Lassen
ABSTRACT. This article explores networking and travel in two international knowledge organizations located in Denmark. It shows that these knowledge organizations are organized in various ways through different types of network on different scales. Therefore the individual employees in both organizations are dependent on their ability to create and maintain relations within networks. The article argues that such networking activities cannot be understood separately from air travel. However, work and travel decisions are also highly individualized, meaning that a number of more individual and non-work rationalities are also significant in employees deciding whether to travel or not. Therefore the article concludes that, in a number of social situations, individual rationalities function as a barrier to the increased use of video technology. It is therefore necessary to create new mechanisms to support the increased use of virtual communications in order to reduce the environmental impact of air travel in knowledge organizations. [source]

Manipulating Rules, Contesting Solutions: Europeanization and the Politics of Restructuring Olympic Airways1

GOVERNMENT AND OPPOSITION, Issue 1 2007
Kevin Featherstone
In recent years much debate has been generated over the reshaping of the European airline industry and the restructuring of many of the heavily indebted national flag-carriers across the European Union. The European Commission has sought to orchestrate this reform process by the gradual break up of monopolies in air travel and its associated services and a much tighter policing of state aid practices. The EU's liberalizing agenda in air transport, however, has met with strong domestic opposition in the member states. Nowhere else has the resistance to reform been stronger than in Greece, where for a decade successive attempts to restructure or privatize Olympic Airways have yielded very limited success. By focusing, in particular, on the initiative of the Greek government in 2003 to create a new ,Olympic Airlines', the article examines how domestic pressures prompted the Greek government to shift away from cooperation with the Commission and invite conflict. The Greek government lost an ECJ case and both Athens and the Commission were left with a sub-optimal outcome. By linking the narrative to the conceptual literature on Europeanization and compliance, the article addresses a number of themes including: the contestation of European competition rules and the ability of national governments to manipulate them, policy entrepreneurship and complex problem-solving, as well as the Commission's role as a stimulus, but potentially also an obstacle to domestic reform. [source]

Cognitive impairment precipitated by air travel

INTERNATIONAL JOURNAL OF GERIATRIC PSYCHIATRY, Issue 4 2006
Carmelo Aquilina
No abstract is available for this article. [source]

Environmental Impacts of Products: A Detailed Review of Studies

JOURNAL OF INDUSTRIAL ECOLOGY, Issue 3 2006
Arnold Tukker
Summary Environmental effects of economic activities are ultimately driven by consumption, via impacts of the production, use, and waste management phases of products and services ultimately consumed. Integrated product policy (IPP) addressing the life-cycle impacts of products forms an innovative new generation of environmental policy. Yet this policy requires insight into the final consumption expenditures and related products that have the greatest life-cycle environmental impacts. This review article brings together the conclusions of 11 studies that analyze the life-cycle impacts of total societal consumption and the relative importance of different final consumption categories. This review addresses in general studies that were included in the project Environmental Impacts of Products (EIPRO) of the European Union (EU), which form the basis of this special issue. Unlike most studies done in the past 25 years on similar topics, the studies reviewed here covered a broad set of environmental impacts beyond just energy use or carbon dioxide (CO2) emissions. The studies differed greatly in basic approach (extrapolating LCA data to impacts of consumption categories versus approaches based on environmentally extended input-output (EEIO) tables), geographical region, disaggregation of final demand, data inventory used, and method of impact assessment. Nevertheless, across all studies a limited number of priorities emerged. The three main priorities, housing, transport, and food, are responsible for 70% of the environmental impacts in most categories, although covering only 55% of the final expenditure in the 25 countries that currently make up the EU. At a more detailed level, priorities are car and most probably air travel within transport, meat and dairy within food, and building structures, heating, and (electrical) energy-using products within housing. Expenditures on clothing, communication, health care, and education are considerably less important. Given the very different approaches followed in each of the sources reviewed, this result hence must be regarded as extremely robust. Recommendations are given to harmonize and improve the methodological approaches of such analyses, for instance, with regard to modeling of imports, inclusion of capital goods, and making an explicit distinction between household and government expenditure. [source]

Widespread dispersal of Icelandic tephra: how does the Eyjafjöll eruption of 2010 compare to past Icelandic events?,

JOURNAL OF QUATERNARY SCIENCE, Issue 5 2010
Siwan M. Davies
Abstract The Eyjafjöll AD 2010 eruption is an extraordinary event in that it led to widespread and unprecedented disruption to air travel over Europe , a region generally considered to be free from the hazards associated with volcanic eruptions. Following the onset of the eruption, satellite imagery demonstrated the rapid transportation of ash by westerly winds over mainland Europe, eventually expanding to large swathes of the North Atlantic Ocean and the eastern seaboard of Canada. This small-to-intermediate size eruption and the dispersal pattern observed are not particularly unusual for Icelandic eruptions within a longer-term perspective. Indeed, the Eyjafjöll eruption is a relatively modest eruption in comparison to some of the 20 most voluminous eruptions that have deposited cryptotephra in sedimentary archives in mainland Europe, such as the mid Younger Dryas Vedde Ash and the mid Holocene Hekla 4 tephra. The 2010 eruption, however, highlights the critical role that weather patterns play in the distribution of a relatively small amount of ash and also highlights the spatially complex dispersal trajectories of tephra in the atmosphere. Whether or not the preservation of the Eyjafjöll 2010 tephra in European proxy archives will correspond to the extensive distributions mapped in the atmosphere remains to be seen. The Eyjafjöll 2010 event highlights our increased vulnerability to natural hazards rather than the unparalleled explosivity of the event. Copyright © 2010 John Wiley & Sons, Ltd. [source]

Level of Concern and Precaution Taking Among Australians Regarding Travel During Pandemic (H1N1) 2009: Results From the 2009 Queensland Social Survey

JOURNAL OF TRAVEL MEDICINE, Issue 5 2010
FACTM, FAFPHM, FFTM ACTM, FFTM RCPSG, Peter A. Leggat MD
Background. Global disease outbreaks, such as the recent Pandemic (H1N1) 2009 (the so-called Swine flu), may have an impact on travel, including raising the concerns of travelers. The objective of this study was to examine the level of concern of Australians regarding travel during Pandemic (H1N1) 2009 and how this impacted on their travel. Methods. Data were collected by interviews as part of the Queensland Social Survey (QSS) 2009. Specific questions were incorporated regarding travel and Pandemic (H1N1) 2009. Multivariate logistic regression was used to analyze associations between demographic variables and concern and likelihood of cancelling travel. Results. There were 1,292 respondents (41.5% response rate). The sample was nearly equally divided between males and females (50.2% vs 49.8%). Younger people (18,34 y) were under-represented in the sample; older people (>55y) were over-represented in the sample. About half (53.2%) of respondents indicated some level of concern about Pandemic (H1N1) 2009 when traveling and just over one-third (35.5%) indicated they would likely cancel their air travel if they had a cough and fever that lasted more than one day. When cross-tabulating these responses, people who expressed concern regarding Pandemic (H1N1) 2009 when they traveled were more likely than those without concern to cancel their air travel if they had a cough and fever lasting more than one day (44.7% vs 27.7%, ,2 = 33.53, p < 0.001). People with higher levels of education [adjusted odds ratio (AOR): 0.651], people with higher incomes (AOR: 0.528) and people living outside of metropolitan Southeast Queensland (AOR: 0.589) were less likely to be concerned about Pandemic (H1N1) 2009 when traveling, and younger people (AOR: 0.469) were less likely than others to cancel travel if they had a cough and fever. Conclusions. Pandemic (H1N1) 2009 was of some concern to more than half of Queensland travelers. None-the-less, the majority of Queenslanders would not have postponed their own travel, even if they exhibited symptoms consistent with Pandemic (H1N1) 2009. [source]

Overview on SARS in Asia and the World

RESPIROLOGY, Issue 2003
WK LAM
Severe Acute Respiratory Syndrome (SARS) is the first major novel infectious disease to hit the international community in the 21st century. It originated in southern China in November 2002, reached Hong Kong in February 2003 and spread rapidly thereafter to 29 countries/regions on five continents. At the end of the epidemic, the global cumulative total was 8098 with 774 deaths. Seven Asian countries/regions were among the top ten on the list. Mainland China and Hong Kong, SAR, accounted for 87% of all cases and 84% of all deaths. Severe acute respiratory syndrome is caused by a novel coronavirus. It has alarmed the world with its infectivity and significant morbidity and mortality, its lack of a rapid, reliable diagnostic test and lack of effective specific treatment and vaccination. The adverse impact on travel and business around the world, particularly in Asia, has been enormous. Some lessons learnt from this epidemic included: (1) any outbreak of infectious disease can rapidly spread around the world by air travel; (2) early reporting of the outbreak to neighbouring countries/regions and the World Health Organization is essential to prevent international spread; and (3) infection control, tracing and quarantine of contacts are essential to control the epidemic. Many questions remain unanswered, including the origin and pathogenesis of the novel coronavirus, the natural history and the best specific treatment of the disease. The SARS-CoV has probably jumped from an animal host to humans. There is an urgent need to evaluate the human,animal habitat in southern China and to remove animal reservoirs if found. [source]

Comment expliquer le déclin de Montréal comme centre de transports aériens: une question de géographie économique?

THE CANADIAN GEOGRAPHER/LE GEOGRAPHE CANADIEN, Issue 1 2007
CARINE DISCAZEAUX
L'objectif de cet article est de comprendre l'évolution des activités aériennes à Montréal. Plaque tournante majeure dans les années 1960, Montréal voit ses activités aériennes ralentir dès le milieu des années 1970. Quelles sont les origines véritables de ce ralentissement? Ce déclin est souvent attribuéà la construction d'un second aéroport international à Montréal-Mirabel en 1975. Mais qu'en est-il exactement? Ceci nous amène à nous interroger sur les facteurs de localisation des activités aériennes de manière générale. S'agit-il d'une activité de service qui se localise selon une logique de places centrales, en fonction de la taille des villes? Faut-il plutôt chercher ailleurs, par exemple dans les conditions technologiques et réglementaires propres à l'industrie? Pour y répondre, nous proposons une analyse en deux temps. D'abord, nous nous servirons des outils de régression afin d'évaluer l'importance du poids de l'économie locale comme facteur explicatif du trafic aérien. Cette première partie est essentiellement statique. Dans un deuxième temps, nous effectuerons une analyse à caractère davantage historique des activités aériennes de Montréal depuis 1945, pour renouer à la fin avec les résultats de l'analyse de régression. This paper explores the evolution of air traffic levels in Montréal. While Montréal was a major hub-airport in the 1960's, its level of air traffic dropped in the mid-1970s. This decline is often blamed on the construction of a second International airport at Montréal-Mirabel in 1975. Is this the right explanation? We raise the question whether the spatial organization of air traffic in general can explain the decline. Does the geography of air travel correspond to central place theory, and as a function of city size? Or should we examine the technological and policy environment within the air transport industry? In considering these questions, we follow a two step analysis. First, regression techniques are used to assess the importance of the local economy as a predictor of the level of air traffic. This section is essentially static. Second, an historical analysis of aviation activity in Montréal since 1945 is presented in order to corroborate the regression results. [source]