Transatlantic Flight Research Articles

Specific Technologies of Aviation Rescue and Firefighting Operations over the Years

The twentieth century was a period of rapid development in aviation. It was a time of great progress in the construction of aircraft, the development of ground infrastructure and the improvement of qualifications of aviation personnel. Over the years, aviation has gone from cruise flights in simple aircraft to transatlantic flights, complex aircraft with hundreds of passengers on board. Military aviation can operate at speeds exceeding the speed of sound and in all weather conditions. The infrastructure of large airports has reached the size of cities. Over the past century, the development of aviation has been followed by changes in the organization and equipment of rescue and fire-fighting services. The public does not accept the loss of human life or large-scale material damage and environmental damage. In the search for effective extinguishing agents and methods of administering them, people began to look for ways other than field fire services. Specialized firefighting units have appeared at airports, which are designed for specific rescue and firefighting operations on aircraft and infrastructure. For many years, attempts have been made to select special rescue and firefighting technologies capable of improving the effectiveness and safety of operations. Quite quickly, the car was chosen as the means of transport for airport rescue services. But over time, the need was recognized for it to have different characteristics and equipment than a vehicle for village and town safety units. As a result of various experiments, unusual technical solutions designed to solve basic problems specific to airports were developed. Equally interesting was the path to determining the best fire extinguishing agents and their means of administration. From hand-held fire extinguishers to remote-controlled cannons administering thousands of liters or kilograms of extinguishing agents over a long distance. The publication provides information on the history and development of basic firefighting technologies specific to aviation and some pointers to the future.

World's first transatlantic flight using SAF fuel

World's first transatlantic flight using SAF fuel

Molecular Changes in the Brain of the Wintering Calidris pusilla in the Mangroves of the Amazon River Estuary.

Migrant birds prepare differently to fly north for breeding in the spring and for the flight to lower latitudes during autumn, avoiding the cold and food shortages of the Northern Hemisphere's harsh winter. The molecular events associated with these fundamental stages in the life history of migrants include the differential gene expression in different tissues. Semipalmated sandpipers (Calidris pusilla) are Arctic-breeding shorebirds that migrate to the coast of South America during the non-breeding season. In a previous study, we demonstrated that between the beginning and the end of the wintering period, substantial glial changes and neurogenesis occur in the brain of C. pusilla. These changes follow the epic journey of the autumn migration when a 5-day non-stop transatlantic flight towards the coast of South America and the subsequent preparation for the long-distance flight of the spring migration takes place. Here, we tested the hypothesis that the differential gene expressions observed in the brains of individuals captured in the autumn and spring windows are consistent with the previously described cellular changes. We searched for differential gene expressions in the brain of the semipalmated sandpiper, of recently arrived birds (RA) from the autumnal migration, and that of individuals in the premigratory period (PM) in the spring. All individuals were collected in the tropical coastal of northern Brazil in the mangrove region of the Amazon River estuary. We generated a de novo neurotranscriptome for C. pusilla individuals and compared the gene expressions across libraries. To that end, we mapped an RNA-Seq that reads to the C. pusilla neurotranscriptome in four brain samples of each group and found that the differential gene expressions in newly arrived and premigratory birds were related with neurogenesis, metabolic pathways (ketone body biosynthetic and the catabolic and lipid biosynthetic processes), and glial changes (astrocyte-dopaminergic neuron signaling, astrocyte differentiation, astrocyte cell migration, and astrocyte activation involved in immune response), as well as genes related to the immune response to virus infections (Type I Interferons), inflammatory cytokines (IL-6, IL-1β, TNF, and NF-κB), NLRP3 inflammasome, anti-inflammatory cytokines (IL-10), and cell death pathways (pyroptosis- and caspase-related changes).

Self-removal of catheter after robot-assisted radical prostatectomy: a feasibility study.

Self-removal of urinary catheter as an option after robot-assisted radical prostatectomy (RARP) has never been explored in literature. We report the feasibility and outcome of the first study of this novel concept in our hospital. We conducted a prospective audit of self-TWOC (trial without catheter) in men who underwent consecutive RARP in our centre between April 2022 and September 2022. Men who had self-TWOC filled a questionnaire about the outcomes of self-TWOC. Carbon footprint and carbon offset for each hospital TWOC avoided were calculated. Of the 129 who underwent self-TWOC, 112 filled the questionnaire and were hence included in the final analysis. Self-TWOC was successful in all the 112 (100%) men in the study. 99.1% of men were satisfied with self-TWOC at home. We managed to avoid 79.6 ± 36.72km of travel and 77min of travel time for every self-TWOC. This also saved 85£/patient on clinic expenses and fuel cost savings of 9.87-15.99£ per patient depending on car engine size/type. The carbon footprint calculated was 20kg CO2 assuming average engine sized diesel/petrol cars and 10kg CO2 for an average UK petrol hybrid car. The calculated carbon offset per patient for diesel/petrol cars: 0.32£, petrol hybrid: 0.16£. Self-TWOC for 80-160 patients will save the carbon emissions equivalent to that of a passenger on a London-New York Trans-Atlantic flight. Self-TWOC is safe, affordable and is sustainable to the environment. Widespread acceptance of this practice change will be a small, but steady step towards greener health systems across the world.

Gauge-and-compass migration: inherited magnetic headings and signposts can adapt to changing geomagnetic landscapes

BackgroundFor many migratory species, inexperienced (naïve) individuals reach remote non-breeding areas independently using one or more inherited compass headings and, potentially, magnetic signposts to gauge where to switch between compass headings. Inherited magnetic-based migration has not yet been assessed as a population-level process, particularly across strong geomagnetic gradients or where long-term geomagnetic shifts (hereafter, secular variation) could create mismatches with magnetic headings. Therefore, it remains unclear whether inherited magnetic headings and signposts could potentially adapt to secular variation under natural selection.MethodsTo address these unknowns, we modelled migratory orientation programs using an evolutionary algorithm incorporating global geomagnetic data (1900–2023). Modelled population mixing incorporated both natal dispersal and trans-generational inheritance of magnetic headings and signposts, including intrinsic (stochastic) variability in inheritance. Using the model, we assessed robustness of trans-hemispheric migration of a migratory songbird whose Nearctic breeding grounds have undergone rapid secular variation (mean 34° clockwise drift in declination, 1900–2023), and which travels across strong geomagnetic gradients via Europe to Africa.ResultsModel-evolved magnetic-signposted migration was overall successful throughout the 124-year period, with 60–90% mean successful arrival across a broad range in plausible precision in compass headings and gauging signposts. Signposted migration reduced trans-Atlantic flight distances and was up to twice as successful compared with non-signposted migration. Magnetic headings shifted plastically in response to the secular variation (mean 16°–17° among orientation programs), whereas signpost latitudes were more constrained (3°–5° mean shifts). This plasticity required intrinsic variability in inheritance (model-evolved σ ≈ 2.6° standard error), preventing clockwise secular drift from causing unsustainable open-ocean flights.ConclusionsOur study supports the potential long-term viability of inherited magnetic migratory headings and signposts, and illustrates more generally how inherited migratory orientation programs can both mediate and constrain evolution of routes, in response to global environmental change.

DS14 Same-day surgery promotes sustainability in dermatology

Abstract The healthcare sector is responsible for 4.4% of global greenhouse gas (GHG) emissions. To limit global temperature rise by 1.5 °C, as called for in the Paris Agreement, GHG emissions will need to be significantly reduced. As climate change has been labelled the greatest threat to global health in the twenty-first century, all healthcare professionals must attempt to promote sustainable practice where possible. The British Society of Dermatological Surgery sustainability guidelines published in 2022 advocate multiple strategies for improving sustainability in skin cancer surgery, including a reduction of activity via prevention measures, low-carbon alternatives, operational resource use and research and innovation. It is recommended that ‘see-and-treat clinics’ should be offered where staff and facilities are available, as one of several methods to lower the carbon footprint of dermatological surgery. We performed a cross-sectional study in a single tertiary dermatology department, focusing on carbon dioxide (CO2) emissions associated with travel to and from skin surgery appointments from 1 January 2022 to 31 December 2022. Our dermatology department is located in an urban area and also receives referrals from rural locations. The distance from the patient’s home to the hospital was calculated in kilometres using Google Maps. Total CO2 emissions were calculated using an online calculator recommended by the Environmental Protection Agency of Ireland and were reported in metric tonnes of CO2. Fuel consumption was based on the average car with unknown fuel. In total, 2358 procedures were performed on 2184 patients, 54% of whom were male (n = 1180). The total distance travelled by patients was 109 787.94 km, averaging 50.27 km per patient (range 1.3–168). This generated 18.74 metric tonnes of CO2 emissions. Eighteen per cent (n = 389) of patients underwent surgical procedures on the same day as their outpatient clinic. Same-day surgery led to a reduction of 35 275 km, averaging 90.68 km per patient (range 1.3–120). This represented a reduction of 6.02 metric tonnes of CO2 emissions. This is equivalent to the CO2 emitted from six transatlantic flights. In our department, absorbable sutures are used, where possible, to reduce unnecessary travel to our department or to a general practice for suture removal. Results for benign lesions are communicated via letter, to minimize return to the clinic. This study highlights the reduction in CO2 emissions associated with same-day dermatological surgery. The limitations of this study include an assumption of travel to and from hospital appointments by car and of travel from the address stated in patient records. Dermatologists should consider the environmental impact of skin surgery and implement sustainable options when service planning.

Citizen science photographs indicate different timing and location use of migrating adult and juvenile Whimbrels

Abstract It is imperative to identify factors that influence population trends for declining species, but demographic parameters can be especially challenging to quantify for birds, such as Whimbrels (Numenius phaeopus), that breed in locations that are logistically difficult to access. At least two disjunct Whimbrel populations breed in remote and difficult to access northern latitudes but migrate through the heavily populated North American Atlantic Coast during autumn migration. Here, we capitalize on the Whimbrel migrations through the more populated coastal areas to age Whimbrels in photographs uploaded to the citizen science website, eBird, to identify the timing and location of juvenile Whimbrels staging for trans-Atlantic migratory flights. Mean photograph dates for adult migration were synchronous with reported dates for the Mackenzie Delta population that breeds along the northern coast of Northwest Territories, Canada, and stages in Atlantic Canada and for the Hudson Bay population that stages along the South Atlantic USA coast. However, the mean dates of juvenile photographs were 29–41 days later than adult dates, depending on the region. Space use by juveniles along the coast also differed from that reported for adults. Adults primarily depend on Atlantic Canada and the South Atlantic USA coast during fall migration. The percentage of juveniles was greater outside these two primary staging locations. Region-specific juvenile photograph dates suggest that juveniles may drift farther south than the majority of adults from their respective populations. The percentage of juvenile photos collected better predicted the percentage of adult photos 3 years later than 1 and 2 years later which is consistent with Whimbrel’s delayed reproductive strategy and provides validation for using photographs to obtain age ratios. As photograph uploads become more commonplace, this and similar analyses may be used to obtain information that would normally be logistically difficult with traditional field methods.

My air Armada: Italo Balbo's transatlantic flights as a multimedia storytelling machine

This article reconstructs the steps that, starting in 1928–1929, led to the planning of Italo Balbo's most famous transatlantic flights. These events were characterized by a narrative that addressed different domestic and international audiences and used a multimedia communication strategy.

Evaluation of methods of estimating time‐optimal flight routes in a changing climate

AbstractAn emergent consequence of climate change is its potential impacts on transatlantic flight routes and durations, with studies suggesting that future optimal paths will likely lead to decreased (increased) eastbound (westbound) journey times. However, these earlier works all rely on a class of flight planning algorithms (based on the so‐called ‘shooting method’) that are fundamentally different to those typically used by the aviation industry (based on the so‐called ‘network method’). To help resolve any ambiguities associated with these differences and better align both the academic and operational communities, we have therefore conducted an evaluation of methods of estimating time‐optimal flight routes to relate the result obtained from the shooting method with the result obtained from the network method, using identical data from an ensemble of eight different climate models included within the CMIP5 project. Our findings suggest that, contrary to the existing literature, journey times will likely be shorter, irrespective of direction of travel and season, although the magnitude of this difference is negligible given the typical duration of transatlantic flights. Trajectory prediction (TP) results are largely dependent on the characteristics of the ensemble, their method of generation, the projected climate scenario and the temporal periods considered. Importantly, we conclude the choice of TP models is not a crucial factor in assessing the impact of climate change on flight durations—as long as this sample size (i.e., number of trajectories used in deriving statistics) is large.

Placing Capitalism at the Service of Socialism: Konstantin Ustinovich Chernenko's Unpublished "Notes on America"

Placing Capitalism at the Service of SocialismKonstantin Ustinovich Chernenko's Unpublished "Notes on America" Donald J. Raleigh (bio) On 8 April 1974, the New York Times reported that Soviet Foreign Minister Andrei Gromyko and Deputy Premier Deng Xiaoping of China "arrived in New York yesterday for the United Nations General Assembly's special session on raw materials and development."1 The Times made no mention that 62-year-old Konstantin Chernenko (1911–85), head of the all-important yet understudied Obshchii otdel (General Department) of the Central Committee (CC) of the Communist Party of the Soviet Union (CPSU), had traveled with Gromyko. General Secretary Leonid Brezhnev had charged "Kostia"—his close associate, comrade-in-arms, and friend—with making his first transatlantic flight and only trip to America to familiarize himself with automated data processing systems utilized by the US government, American banks and corporations, and the United Nations (UN) and to consider whether the Soviet Union might adopt some of these technological practices to facilitate the management of paperwork in the party and state apparatuses of the USSR. "And on Sunday, 7 April, at 10 AM we departed on an IL-62 for the U.S.A.," wrote Chernenko. "I flew to America for the first time and, needless to say, this left its mark on all of my later impressions [emphasis mine]. [End Page 93] Click for larger view View full resolution Little did Chernenko know in boarding his Aeroflot flight to America that he would find what he was looking for as well as many surprises. Source: "Proekt 'Chernenko,' chast´ 26: Poezdka v Ameriku," LiveJournal, 13 May 2021, https://yapet.livejournal.com/559412.html. The slightest new experience while in transit and while there was intense and unforgettable."2 The General Department could certainly benefit from employing state-of-the-art technologies. Responsible for managing and documenting the activities of the CC apparatus, the department had undergone various name changes since its founding in 1920. Called the "secret" department for much of the prewar period and the "special sector" afterward, it was renamed the General Department following Stalin's death but continued to serve as the linchpin of the link between political power and the control of secret information in the USSR. As Larissa Zakharova observed, Kremlin leaders historically "sought to strengthen systemic trust in bureaucracy and in technology through the enforcement of rules and the search for new technologies."3 Toward that goal, in late 1953, the department revised its instructions for handling classified materials. Central Committee staff members [End Page 94] now could receive documents only after they passed through the department, which oversaw the CC's paperwork, including all KGB materials.4 The department maintained party personnel files. It prepared materials for Politburo meetings, organized party congresses and plenums, and circulated proposals to CC members. It processed citizen complaints to the government. The head of the department and his deputy attended Politburo and Secretariat meetings. When Brezhnev died in 1982, the department was the largest of the CC departments, employing 232 specialists.5 The trip itself went publicly unnoticed, and none of the published works on Chernenko mention it.6 While researching a biography of L. I. Brezhnev, however, in the Russian State Archive of Contemporary History (Rossiiskii gosudarstvennyi arkhiv noveishei istorii) I came across partially declassified fond 83 comprising Chernenko's personal papers, including "The Notes of K. U. Chernenko on His Trip to the USA to Familiarize Himself with the Application of Organizational Technology in Government Institutions of the USA."7 The only other person to have examined Chernenko's notes [End Page 95] as of June 2019, the historian L. V. Maksimenkov, published a short essay about them in the popular journal Ogonek.8 The piece culls some vivid quotes from the materials but makes little effort to contextualize or to analyze the notes and their silences. They need both. Examining them from the perspective of the Soviet Union's obsession over the control of information and within the changing dynamic of détente, I seek in this article to answer several questions. How did Chernenko react to the America he saw and why? What practical impact did the trip...

Targeted Use of Sustainable Aviation Fuel to Maximize Climate Benefits.

Sustainable aviation fuel (SAF) can reduce aviation's CO2 and non-CO2 impacts. We quantify the change in contrail properties and climate forcing in the North Atlantic resulting from different blending ratios of SAF and demonstrate that intelligently allocating the limited SAF supply could multiply its overall climate benefit by factors of 9-15. A fleetwide adoption of 100% SAF increases contrail occurrence (+5%), but lower nonvolatile particle emissions (-52%) reduce the annual mean contrail net radiative forcing (-44%), adding to climate gains from reduced life cycle CO2 emissions. However, in the short term, SAF supply will be constrained. SAF blended at a 1% ratio and uniformly distributed to all transatlantic flights would reduce both the annual contrail energy forcing (EFcontrail) and the total energy forcing (EFtotal, contrails + change in CO2 life cycle emissions) by ∼0.6%. Instead, targeting the same quantity of SAF at a 50% blend ratio to ∼2% of flights responsible for the most highly warming contrails reduces EFcontrail and EFtotal by ∼10 and ∼6%, respectively. Acknowledging forecasting uncertainties, SAF blended at lower ratios (10%) and distributed to more flights (∼9%) still reduces EFcontrail (∼5%) and EFtotal (∼3%). Both strategies deploy SAF on flights with engine particle emissions exceeding 1012 m-1, at night-time, and in winter.

A Case Series of Immune Flare and Lupus Anticoagulant Following COVID-19 Vaccination

Background: Vaccination against COVID-19 has garnered concerns for unusual post-vaccination complications. We present 2 cases of immune flare following COVID-19 vaccination. Case Report: Our first patient was a 53-year-old male who presented with a swollen left leg, hypoxia and palpitations after a trans-Atlantic flight. Chest computed tomography showed bilateral subsegmental pulmonary emboli, with no evidence of right heart strain and Doppler ultrasonography of the lower extremities showed significant clot burden in the left femoral, popliteal, tibial and peroneal veins. Workup revealed thrombocytopenia of 81,000/μL (normal range [NR] 150,000-450,000/μL), elevated D-dimer of 6.25 μg/ml (NR < 0.5 μg/ml), elevated partial thromboplastin time at 94 seconds without heparin. Mixing studies corrected partially to 60.9 seconds (NR 22.5-39.4), indicating the presence of an inhibitor, and lupus anticoagulant was confirmed with dilute Russell viper venom ratio of 3.66 (NR 0.00-1.20) and silica clotting time ratio of 3.95 (NR 0.00-1.22). Anti-beta-2 glycoprotein and anti-cardiolipin antibodies, factor V Leiden mutation, prothrombin G20210A mutation, protein C and protein S were negative. He received 2 doses of the ChAdOx1 nCoV-19 adenoviral vaccine 6 weeks previously. Due to suspicion for vaccine-induced thrombotic thrombocytopenia, enzyme-linked immunoassay for anti-platelet-factor 4 antibody was tested, which was negative. Immediate anticoagulation therapy with low-molecular weight heparin was started and then switched to rivaroxaban. Our second patient was an 18-year-old male who presented with 2 weeks of right-sided lower chest pain. The cardiopulmonary workup was negative, with a computed tomography of the chest showing a borderline enlarged spleen at 13 cm, and hepatic steatosis. He was taking indomethacin for slipped rib pain and was less mobile than usual. One week later, he developed left posterior thigh pain extending down the posterior calf and was found to have totally occluding left leg deep venous thrombosis from femoral vein mid to distal, popliteal, posterior tibial, peroneal, gastrocnemius and soleal veins. Workup was significant for prolonged partial thromboplastin time at 78 seconds, which partially corrected to 62 seconds with mixing studies, elevated C-reactive protein of 5.4, positive antinuclear antibodies (1:1280), normal complement (C3 and C4) and negative RF, SS A/Ro, SS B/La, RNP, smooth muscle, LKM antibodies. He started anticoagulation with low-molecular weight heparin, which was transitioned to apixaban. His family history was significant for lupus in his aunt and grandmother; however, there was no family history of thrombosis. He had received the third mRNA COVID vaccine 2 weeks prior to presentation. Additional workup revealed positive lupus anticoagulant, beta-2 glycoprotein, cardiolipin antibodies, and he was started on warfarin with a target international normalized ratio of 2-3 and repeat testing 3 months later revealed persistent elevation, indicating antiphospholipid syndrome. Although there was low suspicion for vaccine induced thrombotic thrombocytopenia, heparin-induced thrombocytopenia panel was performed and was negative. Discussion: Multiple SARS-CoV-2 vaccines were rapidly developed and approved, but long-term effects are unknown. Recombinant adenoviral vector-based vaccines raised concerns for an unusual post-vaccination coagulopathic syndrome with anti-platelet-factor 4 antibodies seen in 90% of probable and definite cases of vaccine-induced thrombotic thrombocytopenia (Pavord et al). Positive lupus anticoagulant has been noted with severe COVID-19 (Tung et al); however, our first patient had no history of COVID-19. This presentation was attributed at the time to a pro-inflammatory state induced by vaccination that may have caused lupus anticoagulant titers to rise leading to thrombosis as seen in this case. Autoimmune manifestations after COVID-19 vaccination are thought to be due to molecular mimicry, autoantibodies, vaccine adjuvants and a pro-inflammatory cascade among multiple other mechanisms (Chen et al). Similar to other viral infections, COVID-19 and additionally vaccination against it may lead to flare of immune mediated diseases (Talotta et al) as what occurred in our second patient with predisposition to hypercoagulable state given his family history of systemic lupus erythematosus.

Nabokov in Motion: Modernity and Movement by Yuri Leving

Reviewed by: Nabokov in Motion: Modernity and Movement by Yuri Leving Tim Harte Leving, Yuri. Nabokov in Motion: Modernity and Movement. Translated from the Russian by Keith Blasing in collaboration with the author. Bloomsbury Academic, London, New York and Dublin, 2022. xvi + 335 pp. Illustrations. Notes. Bibliography. Index. £90.00; £23.99; £21.59 (e-book). 'The streetcar will vanish in twenty years or so, just as the horse-drawn tram has vanished. Already I feel it has an air of antiquity, a kind of old-fashioned charm', Vladimir Nabokov submits in his 1925 short story, 'A Guide to Berlin' (The Stories of Vladimir Nabokov, New York, 2008, p. 156). For Nabokov, [End Page 751] nothing could ever be static. Possessing an acute sense of modernity's fleeting essence, the Russian-American writer had a knack for grabbing onto the various trappings of modernity and probing them while they lasted. It is Nabokov's profound appreciation of modern modes of transportation that lies at the centre of Yuri Leving's Nabokov in Motion: Modernity and Movement. An excellent translation of his 2004 monograph, Vokzal – garazh – angar: Vladimir Nabokov i poetika russkogo urbanizma, this wide-ranging study of Nabokov's predilection for mechanized movement through the modern world takes to heart the dynamism of the era and transports the reader through an abundance of works and motion-filled motifs. Drawing upon an impressive command of Nabokoviana and modernist culture in general, Leving makes a compelling case for why Nabokov's fiction, poetry and non-fiction merits analysis through the prism of the modern, urban innovations encountered by the writer throughout his lifetime and storied career. Rather than provide a lengthy reading of just several works by Nabokov, Leving opts to take an expansive overview of the urbanism pulsating through virtually all of Nabokov's work. The result is a highly original, captivating study that comes as close as any literary study can to conveying the excitement and enticing thrills of the modern era. The critical insight and associations come fast and furious, yet that is what makes Leving's study so enthralling and unique. Not surprisingly, trains — along with those soon-to-be obsolete trams — take up the bulk of Leving's critical attention, as he explores the 'myth creation' of the train in not only Nabokov's work, but also contemporaneous literature and art of the era. Chekhov, Belyi, Bulgakov, Kafka and so many others make noteworthy cameos here to enrich the cultural tapestry woven by Leving as he delves into the modern milieu in which Nabokov emerged as a writer, first in Russia and then in Western Europe and the United States. As Leving argues, for Nabokov the train 'is not so much a means of conveyance for the characters, as much as it is a means for transporting references based on the rules of stylistics, grammar, and the game of literature' (p. 113). Engaging with Nabokov in this game, Leving probes the ethos and essence of train travel, even the crashes and resounding significance of love and fate on the rails. Although the bulk of Leving's study focuses on the railroad, cars and aeroplanes also figure in the exhilarating discussion. As Leving notes, the car did not inspire Nabokov to the extent that the train did, but anyone familiar with Lolita will know that the automobile represented no minor motif in Nabokov's work. From his automobile ride to school (see Speak, Memory) to descriptions of love-making in automobiles (see Mary) to meandering drives amidst the towering trees of Vermont (see Pnin), the automobile would work its way into Nabokov's celebrated oeuvre. The same goes for the aeroplane; [End Page 752] Nabokov may have been reluctant until late in life to travel by air, but reminiscences of early aviation (see 'Time and Ebb') and transatlantic flights (see Pale Fire) figure in Nabokov's work. Here Leving channels the poetry and non-fiction of Aleksandr Blok, among other notable cultural figures of the early twentieth century, in establishing the prominence of aeronautics for the pre-Revolutionary Russia in which Nabokov came to maturation. Well-illustrated and featuring a number of relatively rare auto-related photos...

High-Resolution Three-Dimensional Hybrid MRI + Low Dose CT Vocal Tract Modeling: A Cadaveric Pilot Study

<h2>Summary</h2><h3>Objectives</h3> MRI based vocal tract models have many applications in voice research and education. These models do not adequately capture bony structures (e.g. teeth, mandible), and spatial resolution is often relatively low in order to minimize scanning time. Most MRI sequences achieve 3D vocal tract coverage at gross resolutions of 2 mm³ within a scan time of <20 seconds. Computed tomography (CT) is well suited for vocal tract imaging, but is infrequently used due to the risk of ionizing radiation. In this cadaveric study, a single, extremely low-dose CT scan of the bony structures is blended with accelerated high-resolution (1 mm³) MRI scans of the soft tissues, creating a high-resolution hybrid CT-MRI vocal tract model. <h3>Methods</h3> Minimum CT dosages were determined and a custom 16-channel airway receiver coil for accelerated high (1 mm³) resolution MRI was evaluated. A rigid body landmark based partial volume registration scheme was then applied to the images, creating a hybrid CT-MRI model that was segmented in Slicer. <h3>Results</h3> Ultra-low dose CT produced images with sufficient quality to clearly visualize the bone, and exposed the cadaver to 0.06 mSv. This is comparable to atmospheric exposures during a round trip transatlantic flight. The custom 16-channel vocal tract coil produced acceptable image quality at 1 mm³ resolution when reconstructed from ∼6 fold undersampled data. High (1 mm³) resolution MR imaging of short (<10 seconds) sustained sounds was achieved. The feasibility of hybrid CT-MRI vocal tract modeling was successfully demonstrated using the rigid body landmark based partial volume registration scheme. Segmentations of CT and hybrid CT-MRI images provided more detailed 3D representations of the vocal tract than 2 mm³ MRI based segmentations. <h3>Conclusions</h3> The method described in this study indicates that high-resolution CT and MR image sets can be combined so that structures such as teeth and bone are accurately represented in vocal tract reconstructions. Such scans will aid learning and deepen understanding of anatomical features that relate to voice production, as well as furthering knowledge of the static and dynamic functioning of individual structures relating to voice production.

The First Transatlantic Flight

The aircraft that first conquered the Atlantic was a sturdy biplane that went from drawing board to the sky in just two years

Exposure of Whimbrels to offshore wind leases during departure from and arrival to a major mid-Atlantic staging site

The United States is pursuing a diversified energy portfolio that includes offshore wind with a focus on the Atlantic Outer Continental Shelf (OCS). The Western Atlantic Flyway (WAF) supports one of the largest near-shore movement corridors of birds in the world, including several shorebird species of high conservation concern. We used satellite transmitters to examine orientation of Whimbrels (<em>Numenius phaeopus</em>) crossing the OCS and their overlap with two wind energy leases. Birds using a migratory staging site along the Delmarva Peninsula in Virginia crossed the OCS along a southeast-northwest axis. A considerable percentage (42.9%) of tracks intersected with one of the two wind leases. The juxtaposition to the Delmarva Peninsula placed wind leases southeast of the peninsula within both the departure and arrival trajectories of Whimbrels. The satellite transmitters used in this study were not equipped with altitude sensors, so we do not know if birds crossed wind leases within the rotor swept zone. Several species of shorebirds, including hundreds of thousands of individuals, make trans-Atlantic flights from three major staging sites: Delaware Bay, the lower Delmarva Peninsula, and Georgia Bight. All of these sites have wind leases positioned to their southeast. One of the most effective strategies for minimizing conflicts between birds and potential hazards is to place hazards away from critical movement corridors. More information is needed about departure and arrival patterns of shorebirds that cross the OCS to inform future lease placement.

Knowledge, perceived potential and trust as determinants of low- and high-impact pro-environmental behaviours

Changes in household consumption patterns to low-carbon alternatives are needed to decrease global greenhouse gas emissions. Accurate perceptions about the mitigation potential of different behaviours can help consumers to reduce their emissions. With a sample of N = 547 Swiss participants, we analysed to what extent participants correctly judged the mitigation potential of different behaviours. We found that the mitigation potential of certain behaviours, such as switching to a sustainable diet, was underestimated, while the mitigation potential of other behaviours, such as installing efficient light bulbs, was overestimated. Participants correctly judged reducing car use and avoiding a transatlantic flight to have a strong mitigation potential. By differentiating between low- and high-impact behaviours, we found that higher levels of objective knowledge positively predicted intentions to engage in high-impact mitigation behaviours and negatively predicted intentions to engage in low-impact mitigation behaviours, while higher perceived potential, higher levels of trust in climate scientists and less perceived effort predicted the willingness to engage in both low- and high-impact mitigation behaviours. We conclude with recommendations on how the uptake of high-impact behaviours can be fostered.

Analyzing the Carbon Footprint of an Intravitreal Injection.

PurposeTo estimate the carbon footprint of a single intravitreal injection in a hospital-based intravitreal service.MethodsGreenhouse gas emissions attributable to the delivery of an intravitreal injection were calculated using a hybrid lifecycle analysis technique. Data were collected regarding procurement of materials, patient travel, and building energy use.ResultsCarbon emissions associated with a single intravitreal injection, excluding the anti-VEGF agent, were 13.68 kg COeq. This equates to 82,100 kg COeq annually for our service. Patient travel accounted for the majority of emissions at 77%, with procurement accounting 19% for and building energy usage for 4% of total emissions. The omission of items considered dispensable from injection packs would reduce carbon emissions by an estimated 0.56 kg per injection – an annual saving of 3,360 kg COeq for our service. Similar savings, if extrapolated to a country the size of the United Kingdom, could yield annual carbon savings of 450,000 kg COeq. For context, a single one-way economy transatlantic flight produces 480 kg COeq per person.ConclusionWasteful practice in healthcare increases greenhouse gas production and drives climate change. The healthcare sector should be a leader in sustainable practice promotion and changes to high volume procedures have the largest impact on emissions. Long-acting agents offer the greatest future potential for meaningful reductions.

Towards locust-inspired gliding wing prototypes for micro aerial vehicle applications.

In aviation, gliding is the most economical mode of flight explicitly appreciated by natural fliers. They achieve it by high-performance wing structures evolved over millions of years in nature. Among other prehistoric beings, locust is a perfect example of such natural glider capable of endured transatlantic flights that could inspire a practical solution to achieve similar capabilities on micro aerial vehicles. An investigation in this study demonstrates the effects of haemolymph on the flexibility of several flying insect wings proving that many species exist with further simplistic yet well-designed wing structures. However, biomimicry of such aerodynamic and structural properties is hindered by the limitations of modern as well as conventional fabrication technologies in terms of availability and precision, respectively. Therefore, here we adopt finite-element analysis to investigate the manufacturing-worthiness of a three-dimensional digitally reconstructed locust wing, and propose novel combinations of economical and readily available manufacturing methods to develop the model into prototypes that are structurally similar to their counterparts in nature while maintaining the optimum gliding ratio previously obtained in the aerodynamic simulations. The former is assessed here via an experimental analysis of the flexural stiffness and maximum deformation rate as EIs = 1.34 × 10−4 Nm2, EIc = 5.67 × 10−6 Nm2 and greater than 148.2%, respectively. Ultimately, a comparative study of the mechanical properties reveals the feasibility of each prototype for gliding micro aerial vehicle applications.

The Carbon Footprint of Marathon Runners: Training and Racing.

Marathon running leaves a significant carbon footprint regarding CO2 emissions; for example, 37 percent of New York Marathon participants travel internationally to New York. The aim of this study is to estimate the CO2 footprint of a person training and competing in a marathon; we will also propose methods to minimize the CO2 footprint because of transportation. In addition, we also examine the influence of food practices and hygiene on training and racing a marathon. Methods: We estimated the annual carbon footprint of one person taking part in a marathon. We considered all training, racing, and travelling (local and international) for one person (we are going to give him the first name of “Henri”), and then compared his CO2 footprint with his colleagues playing tennis and soccer. The excess CO2 footprint whilst running and for shoes, clothing, books, magazines, insurance, travel, hygiene, laundry, and resources for electronics and additional food consumed were calculated. For competitions, we estimated and compared the CO2 emission from transportation to national vs. international marathon (New York). Results: We estimated that our runner emitted 4.3 tons of CO2 equivalent (CO2e), including all greenhouse gases. A transatlantic flight to New York corresponded to 3.5 tons CO2, which is 83% of the annual carbon footprint of an average French citizen which is about 11 tons CO2e/year. This leads to a sudden 40% increase in Henri’s annual carbon footprint. Conclusions: By focusing on the additional carbon footprint from one year of marathon training and racing, and traveling locally versus internationally, this sport still has a potentially significant carbon footprint that runners and race organizers ought to consider. We wanted to answer a growing question of marathon runners who are wondering about the carbon footprint of their sports practice in following with a new environmentalist trend that considers not traveling anymore to participate in marathons and to stay local. However, the representativeness in the selection of calculation objectives is very low. There is no need for statistics since this study is a theoretical simulation of traditional training and competition practices of marathon runners.