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Air quality in airport attracts a widespread attention due to the emission of GHGs and pollutants related with aircraft flight. Sustainable aviation fuel (SAF) has confirmed PM2.5 reduction due to free of aromatics and sulphur, and thus air quality improvement in airport is prospected by SAF blend. Two types of SAF were assessed the potential of energy saving and emission reduction by ZF850 jet engine. FT fuel is characterized with only paraffins without aromatics and cycloparaffins while HCHJ fuels is characterized with no aromatics. The descend of air quality and SAF blend were both investigated the effect on the engine performance and emission characteristic. The critical parameters were extracted from fuel compositions and air pollutants. Ambient air with a higher PM2.5 could lead to the rise of engine emission especially in UHC and PM2.5 despite at the low thrust setting and high thrust setting, and even couple with 3.2% rise in energy consumption and 1% reduction in combustion efficiency. CO, NO and NO2 in ambient air show less influence on engine performance and emission characteristic than PM2.5. Both types of SAF blend were observed significant reductions in PM2.5 and UHC. PM2.5 reduction obtained 37.9%-99.8% by FT blend and 0.64%-93.9% by HCHJ blend through the whole trust settings. There are almost 6.67% positive benefit in TSFC through the whole thrust setting by 7% FT blend. The effects of air quality and SAF blend on engine emission present significant changes on PM and UHC but the slight change on CO and NOx. By SAF blend, the energy saving and pollutant reduction obtained could be both benefit for air quality improvement in airport and further reduce engine emission as the feedback of less pollutants in ambient air.

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Reducing energy consumption in the operation of airports has been identified as one of the approaches to achieve the commitments of the countries in reducing their greenhouse gas (GHG) emissions. The first step in this approach is the development of an energy diagnostic. However, multiple practical aspects remain unresolved when applying the existing methodologies to perform energy diagnostics, especially in the case of small and medium-scale airports. Seeking to address these issues, this work presents energy diagnostics of two Mexican international airports so that it can be used to carry out energy diagnostics in other airports with similar characteristics. Emphasis is given to identifying and prioritizing, from a sustainable point of view, the strategies to reduce energy consumption and GHG emissions. The Ciudad del Carmen Airport (CME) is located in a nearshore region with high ambient temperatures (27 °C) and humidities. It was found that in 2019, the CME airport consumed 123 MWh with an average of 577 Wh per passenger, with the HVAC system being the primary energy consumer. Critical strategies for the CME airport include photovoltaic systems and HVAC renovation. In contrast, the Puebla airport (PBC) is located in a region with comfortable ambient conditions (16 °C). In 2019, the PBC airport consumed 61.31 MWh/year and 442 Wh per passenger. The main strategies for PBC include expanding its photovoltaic energy generation system, employee awareness programs, and renewing the vehicle fleet with electric vehicles.

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BACKGROUND: The benefits of travel for the wellbeing of people of all ages and abilities are well known, though travellers with prostheses have so far been excluded. Limb loss, due to trauma, vascular disease, cancer, or infections requires a prosthesis for cosmesis and functionality. The life-changing event of losing a limb and the considerable psychological adjustment to accept an altered body image influence rehabilitation and self-management as well as the participation in social activities, such as sport and travel. The challenge of travel lies not only in transferring practical impediments encountered at home to another location; familiar coping strategies may require unexpected adjustments. After presenting background information on limb loss and prostheses, the purpose of this paper was to review literature on health advice for travellers with prosthetic limbs. METHOD: All major data bases were searched for peer-reviewed literature using a variation of keyword combinations around travel and prosthetics. Relevant journals were searched individually, and selected authors and university departments contacted. No evidence-based results were obtained. The search then moved to grey literature including documents from relevant organisations, professional bodies, government websites, manufacturers, airlines, prosthetic/physiotherapy clinics, sport organisations to approaching amputees, including veterans and athletes, directly. RESULT: The list of collated travel advice for people with artificial limbs relates to (1) trip preparation, (2) packing (especially considering the mechanical and/or electrical requirements of the prosthesis), (3) travelling by plane as the most covered mode of travel, and (4) navigating airports and airport security, which may be used by travel health practitioners while awaiting evidence-based guidelines. CONCLUSION: This is the first paper on travel with a prosthetic limb in any field, including travel medicine. Therefore, travel health practitioners have no evidence-based guidelines at their disposal required for high-quality care for this neglected population. Preliminary recommendations for clinical practice, advice for required updates in education, and suggestions for urgently needed research are provided to replace current hints and tips with evidence so that travellers with prostheses are no longer 'out on a limb'.

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Slot structure is the equilibrium result of market demand side and slot resource supply side, while slot parameters reflect the operational support capacity of the aviation system. Time parameters reflect the operational support capability of the aviation system. Time structure should not only reflect changes in market demand, but also meet the constraints of operational efficiency. Constructing a reasonable 18-24 h timetable profile for busy airports that meets normal expectations for declared capacity and seasonal scheduling is a challenge in civil aviation slot management. This study utilizes historical data on airport flights and weather conditions to establish a regression prediction model for the time structure using K-means clustering and partial least squares regression. Additionally, ensemble learning is employed to forecast flight delay levels. The findings demonstrate that random forest yields favorable results in regression and prediction tasks, allowing for the integration of upper (good weather) and lower (severse weather) limits of the time profile with delay predictions as time parameter intervals. Consequently, the flights falling within these intervals achieve an average delay level of less than 15 min which meets the expectations of normal flight.

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Background and aims: This study aimed to examine the dynamic changes in the complete blood counts of airport staff from 2019 to 2021 and assess the impact of the coronavirus disease 2019 (COVID-19) on their overall health status during the first pandemic wave. Materials and methods: A total of 2144 airport staff members from Chongqing Jiangbei International Airport who underwent health examinations for three consecutive years from 2019 to 2021 were recruited for this study. Venous blood samples were collected for a complete blood cell count. Results: Changes were observed in blood routine parameters from airport staff over three consecutive years. After adjusting for age, body mass index, and systolic blood pressure, the red blood cell count decreased consecutively during the COVID-19 pandemic. Hemoglobin and basophil counts decreased significantly during COVID-19 year 1. Lymphocyte and platelet counts decreased, whereas the monocyte-to-lymphocyte ratio increased in COVID-19 year 2. However, the white blood cell count, neutrophil count, neutrophil-to-lymphocyte ratio, and eosinophil count did not change from 2019 to 2021. Conclusion: This study showed changes in complete blood counts in frontline airport workers, especially men, during the COVID-19 pandemic. Therefore, paying more attention to the overall health conditions and immune function of airport staff engaged in intensive work is necessary.

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The airport and its surrounding areas are home to a variety of pollution sources, and air pollution is a recognized health concern for local populated regions. Submicron particulate matter (PM1 with an aerodynamic diameter of <1 mm) is a typical pollutant at airports, and the enrichment of heavy metals (HMs) in PM1 poses a great threat to human health. To comprehensively assess the source-specific health effects of PM1-bound HMs in an airport community, PM1 filter samples were collected around the Tianjin Binhai International Airport for 12 h during the daytime and nighttime, both in the spring and summer, and 10 selected HMs (V, Cr, Mn, Co, Ni, Cu, Zn, As, Cd, and Pb) were analyzed. The indicatory elements of aircraft emissions were certified as Zn and Pb, which accounted for more than 60% of the sum concentration of detected HMs. The health risks assessment showed that the total non-cancer risks (TNCRs) of PM1-bound HMs were 0.28 in the spring and 0.23 in the summer, which are lower than the safety level determined by the USEPA, and the total cancer risk (TCR) was 2.37 × 10-5 in the spring and 2.42 × 10-5 in the summer, implying that there were non-negligible cancer risks in the Tianjin Airport Community. After source apportionment with EF values and PMF model, four factors have been determined in both seasons. Consequently, the source-specific health risks were also evaluated by combining the PMF model with the health risk assessment model. For non-cancer risk, industrial sources containing high concentrations of Mn were the top contributors in both spring (50.4%) and summer (44.2%), while coal combustion with high loads of As and Cd posed the highest cancer risk in both seasons. From the perspective of health risk management, targeted management and control strategies should be adopted for industrial emissions and coal combustion in the Tianjin Airport Community.

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This paper is devoted to the application of object localization and identification with information combined from a radar system and a dedicated portable/mobile electronic device equipped with a global positioning system (GPS) receiver. This device is able to provide object's (staff member, and staff vehicle) rough location and identification. Such systems are required in very restrictive security areas like airports (e.g., open-air area and apron). Currently, the outdoor area of the airport is typically protected by a surveillance system operated by security guards. Surveillance systems are composed of different sensors, video and infrared cameras, and microwave radars. The sheer number of events generated via the system can lead to fatigue among staff, potentially resulting in the omission of critical events. To address this issue, we propose an electronic system equipped with a wireless module and a GPS module. This approach enables automatic identification of objects through the fusion of data from two independent systems (GPS and radar). The radar system is capable of precisely localizing and tracking objects, while the described system is able to identify registered objects. This paper contains a description of the subsystems of a portable/mobile electronic device. The fusion of information from the proposed system (rough location and identification) with the precise location obtained from short-range radar is intended to reduce the number of false alerts in the surveillance system.

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In the aftermath of the US withdrawal from Afghanistan, over 100,000 individuals were evacuated to the United States, primarily arriving through Philadelphia International Airport and Dulles International Airport under Operation Allies Welcome. In Philadelphia, evacuees were greeted at the airport by a medical triage unit (MTU) that was rapidly assembled to provide on-site medical care. The MTU triaged emergent medical complaints, handled minor complaints on-site to reduce impact on local health care systems, distributed patients who did require a higher level of care among area hospitals, and ensured appropriate follow-up care for individuals with ongoing needs. Although there are regional and federal entities whose purview is the establishment and coordination of such responses, these entities were not mobilized to respond immediately when planes began to arrive carrying the first wave of evacuees as this event was not a designated disaster. The MTU was a grassroots effort initiated by local health care providers in coordination with the local Medical Reserve Corps and Department of Public Health. This article presents a framework for similar operations, anticipating an ongoing need for planning for sudden arrivals of large numbers of displaced persons, particularly via air travel, in a time of increasing mass displacement events, as well as a rationale for establishing more robust networks of local medical professionals willing to respond in the case of an emergency and involving them in the emergency planning processes to ensure preexisting protocols are practical.

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The concept of an innovative human-machine interface and interaction modes based on virtual and augmented reality technologies for airport control towers has been developed with the aim of increasing the human performances and situational awareness of air traffic control operators. By presenting digital information through see-through head-mounted displays superimposed over the out-of-the-tower view, the proposed interface should stimulate controllers to operate in a head-up position and, therefore, reduce the number of switches between a head-up and a head-down position even in low visibility conditions. This paper introduces the developed interface and describes the exercises conducted to validate the technical solutions developed, focusing on the simulation platform and exploited technologies, to demonstrate how virtual and augmented reality, along with additional features such as adaptive human-machine interface, multimodal interaction and attention guidance, enable a more natural and effective interaction in the control tower. The results of the human-in-the-loop real-time validation exercises show that the prototype concept is feasible from both an operational and technical perspective, the solution proves to support the air traffic controllers in working in a head-up position more than head-down even with low-visibility operational scenarios, and to lower the time to react in critical or alerting situations with a positive impact on the human performances of the user. While showcasing promising results, this study also identifies certain limitations and opportunities for refinement, aimed at further optimising the efficacy and usability of the proposed interface.

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The aviation sector is believed to be responsible for considerable environmental damage attributed to emission of a large number and amount of pollutants. Airports are often surrounded by forest fragments and humid areas that attract birds of prey and hence may potentially serve as useful bioindicators. The aim of the present study was to examine genotoxic potential in raptors exposed to airport pollution using the micronucleus (MN) test and morphological changes as evidenced by bilateral symmetry. This investigation was conducted at Salgado Filho International Airport of Porto Alegre - RS as well as in private and zoological breeding grounds. The presence of metals was measured in the blood cells of the collected birds. Seventeen birds (Caracara (Polyborus) plancus) were used in this study 11 from exposed and 6 from non-exposed group. The nuclear alterations clearly indicate that organisms exposed to airport pollution exhibited a significantly higher frequency of genetic damage compared to non-exposed birds. Further, manganese and chromium were detected exclusively in the blood of the exposed group. In contrast, the analysis of bilateral symmetry did not detect any significant morphologic differences between the two groups. Therefore, data indicate that blood genotoxic stress occurs in birds of prey living in civil aviation areas as evidenced by MN frequency increase and presence of manganese and chromium.

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Aviation has been shown to cause high particle number concentrations (PNC) in areas surrounding major airports. Particle size distribution and composition differ from motorized traffic. The objective was to study short-term effects of aviation-related UFP on respiratory health in children. In 2017-2018 a study was conducted in a school panel of 7-11 year old children (n = 161) living North and South of Schiphol Airport. Weekly supervised spirometry and exhaled nitric oxide (eNO) measurements were executed. The school panel, and an additional group of asthmatic children (n = 19), performed daily spirometry tests at home and recorded respiratory symptoms. Hourly concentrations of various size fractions of PNC and black carbon (BC) were measured at three school yards. Concentrations of aviation-related particles were estimated at the residential addresses using a dispersion model. Linear and logistic mixed models were used to investigate associations between daily air pollutant concentrations and respiratory health. PNC20, a proxy for aviation-related UFP, was virtually uncorrelated with BC and PNC50-100 (reflecting primarily motorized traffic), supporting the feasibility of separating PNC from aviation and other combustion sources. No consistent associations were found between various pollutants and supervised spirometry and eNO. Major air pollutants were significantly associated with an increase in various respiratory symptoms. Odds Ratios for previous day PNC20 per 3,598pt/cm3 were 1.13 (95%CI 1.02; 1.24) for bronchodilator use and 1.14 (95%CI 1.03; 1.26) for wheeze. Modelled aviation-related UFP at the residential addresses was also positively associated with these symptoms, corroborating the PNC20 findings. PNC20 was not associated with daily lung function, but PNC50-100 and BC were negatively associated with FEV1. PNC of different sizes indicative of aviation and other combustion sources were independently associated with an increase of respiratory symptoms and bronchodilator use in children living near a major airport. No consistent associations between aviation-related UFP with lung function was observed.

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Wastewater-based epidemiological surveillance at municipal wastewater treatment plants has proven to play an important role in COVID-19 surveillance. Considering international passenger hubs contribute extensively to global transmission of viruses, wastewater surveillance at this type of location may be of added value as well. The aim of this study is to explore the potential of long-term wastewater surveillance at a large passenger hub as an additional tool for public health surveillance during different stages of a pandemic. Here, we present an analysis of SARS-CoV-2 viral loads in airport wastewater by reverse-transcription quantitative polymerase chain reaction (RT-qPCR) from the beginning of the COVID-19 pandemic in Feb 2020, and an analysis of SARS-CoV-2 variants by whole-genome next-generation sequencing from Sep 2020, both until Sep 2022, in the Netherlands. Results are contextualized using (inter)national measures and data sources such as passenger numbers, clinical surveillance data and national wastewater surveillance data. Our findings show that wastewater surveillance was possible throughout the study period, irrespective of measures, as viral loads were detected and quantified in 98.6 % (273/277) of samples. Emergence of SARS-CoV-2 variants, identified in 91.0 % (161/177) of sequenced samples, coincided with increases in viral loads. Furthermore, trends in viral load and variant detection in airport wastewater closely followed, and in some cases preceded, trends in national daily average viral load in wastewater and variants detected in clinical surveillance. Wastewater-based epidemiology at a large international airport is a valuable addition to classical COVID-19 surveillance and the developed expertise can be applied in pandemic preparedness plans for other (emerging) pathogens in the future.

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Per- and polyfluoroalkyl substances (PFAS) enter surface waters from various sources such as wastewater treatment plants, fire-fighting sites, and PFAS-producing and PFAS-using industries. The Las Vegas Wash in Southern Nevada of the United States (U.S.) conveys wastewater effluent from the Las Vegas metropolitan area to Lake Mead, a drinking water source for millions of people in the U.S. Southwest. PFAS have previously been detected in the Las Vegas Wash, but PFAS sources were not identified. In this study, upstream wash tributaries, wastewater treatment effluents, and shallow groundwater wells were sampled in multiple campaigns during dry-weather conditions to investigate possible PFAS sources. Out of 19 PFAS, two short-chain PFAS-perfluoropentanoic acid (48 % of the total molar concentration) and perfluorohexanoic acid (32 %)-comprised the majority of PFAS loading measured in the Las Vegas Wash, followed by perfluorooctanoic acid (9 %). On a mass loading basis, the majority of total measured PFAS (approximately 90 %) and at least 48 % of each specific PFAS in the Las Vegas Wash likely entered via municipal wastewater effluents, of which the main source was likely residential wastewater. One of the drainage areas with a major civilian airport was identified as a potential source of relatively enriched perfluorosulfonic acids to a small wash tributary and shallow groundwater samples. Nonetheless, that tributary contributed at most 15 % of any specific PFAS to the mainstem of the Las Vegas Wash. Total PFAS concentrations were relatively low for the small tributary associated with an urban smaller airport and the lack of flow in the tributary channel immediately downgradient of an Air Force base indicates the smaller airport and base were unlikely significant PFAS sources to the Las Vegas Wash. Overall, this study demonstrated effective PFAS source investigation methodology and the importance of wastewater effluent as a PFAS environmental pathway.

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With the recent advancement in artificial intelligence, there are new opportunities to adopt smart technologies for the sorting of materials at the beginning of the recycling value chain. An automatic bin capable of sorting the waste among paper, plastic, glass & aluminium, and residual waste was installed in public areas of Milan Malpensa airport, a context where the separate collection is challenging. First, the airport waste composition was assessed, together with the efficiency of the manual sorting performed by passengers among the conventional bins: paper, plastic, glass & aluminium, and residual waste. Then, the environmental (via the life cycle assessment - LCA) and the economic performances of the current system were compared to those of a system in which the sorting is performed by the automatic bin. Three scenarios were evaluated: i) all waste from public areas, despite being separately collected, is sent to incineration with energy recovery, due to the inadequate separation quality (S0); ii) recyclable fractions are sent to recycling according to the actual level of impurities in the bags (S0R); iii) fractions are sorted by the automatic bin and sent to recycling (S1). According to the results, the current separate collection shows a 62 % classification accuracy. Focusing on LCA, S0 causes an additional burden of 12.4 mPt (milli points) per tonne of waste. By contrast, S0R shows a benefit (-26.4 mPt/t) and S1 allows for a further 33 % increase of benefits. Moreover, the cost analysis indicates potential savings of 24.3 €/t in S1, when compared to S0.

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BACKGROUND: While the Next Generation Air Transportation System (NextGen) in the United States optimizes flight patterns, it has led to the unintended consequence of increasing aircraft noise exposure in some communities near airports. Despite the evidence that chronic exposure to high noise levels produces detrimental health effects, potential adverse health consequences due to increased noise in the affected communities have not been adequately considered in aviation policy discussions. OBJECTIVE: We assessed the long-term health and associated economic burden of increased aircraft noise caused by NextGen near the Baltimore-Washington Thurgood Marshall International (BWI) airport in Maryland. METHODS: A probabilistic Markov model projected the incremental health and associated economic burden over 30, 20, and 10 years, comparing post-NextGen noise exposure levels to pre-NextGen levels. Health outcomes included cardiovascular disease (CVD), anxiety disorders, noise annoyance, and low birth weight (LBW). Noise exposure was categorized into four levels (<55 dB DNL, 55-60 dB DNL, 60-65 dB DNL, >65 dB DNL). A Monte Carlo simulation with 2000 iterations was run to obtain incremental burden estimates and uncertainty intervals. One-way sensitivity analyses for noise effect parameters were conducted. RESULTS: Increased aircraft noise exposure was estimated to produce (discounted) incremental mortality costs of $362 million, morbidity costs of $336 million, and losses of 15,326 Quality-Adjusted Life Years (QALYs) over the next 30 years. Sensitivity analyses revealed the greatest uncertainty for CVD outcomes. IMPACT: NextGen is a system that can increase the operational efficiency of airports by optimizing flight patterns. While operational efficiency is beneficial in many ways, changes in flight patterns and volume can also produce noise pollution, a major public health concern that should be considered in policy decision-making. This study quantifies the long-term health and economic implications of increased aircraft noise exposure following the implementation of NextGen in communities near the Baltimore-Washington International Airport. Our findings underscore the importance of considering public health consequences of noise pollution.

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BACKGROUND: While airport screening measures for COVID-19 infected passengers at international airports worldwide have been greatly relaxed, observational studies evaluating fever screening alone at airports remain scarce. The purpose of this study is to retrospectively assess the effectiveness of fever screening at airports in preventing the influx of COVID-19 infected persons. METHODS: We conducted a retrospective epidemiological analysis of fever screening implemented at 9 airports in Okinawa Prefecture from May 2020 to March 2022. The number of passengers covered during the same period was 9,003,616 arriving at 9 airports in Okinawa Prefecture and 5,712,983 departing passengers at Naha Airport. The capture rate was defined as the proportion of reported COVID-19 cases who would have passed through airport screening to the number of suspected cases through fever screening at the airport, and this calculation used passengers arriving at Naha Airport and surveillance data collected by Okinawa Prefecture between May 2020 and March 2021. RESULTS: From May 2020 to March 2021, 4.09 million people were reported to pass through airports in Okinawa. During the same period, at least 122 people with COVID-19 infection arrived at the airports in Okinawa, but only a 10 suspected cases were detected; therefore, the capture rate is estimated to be up to 8.2% (95% CI: 4.00-14.56%). Our result of a fever screening rate is 0.0002% (95%CI: 0.0003-0.0006%) (10 suspected cases /2,971,198 arriving passengers). The refusal rate of passengers detected by thermography who did not respond to temperature measurements was 0.70% (95% CI: 0.19-1.78%) (4 passengers/572 passengers). CONCLUSIONS: This study revealed that airport screening based on thermography alone missed over 90% of COVID-19 infected cases, indicating that thermography screening may be ineffective as a border control measure. The fact that only 10 febrile cases were detected after screening approximately 3 million passengers suggests the need to introduce measures targeting asymptomatic infections, especially with long incubation periods. Therefore, other countermeasures, e.g. preboarding RT-PCR testing, are highly recommended during an epidemic satisfying World Health Organization (WHO) Public Health Emergency of International Concern (PHEIC) criteria with pathogen characteristics similar or exceeding SARS-CoV-2, especially when traveling to rural cities with limited medical resources.

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BACKGROUND: In Japan, long-distance domestic travel was banned while the ancestral SARS-CoV-2 strain was dominant under the first declared state of emergency from March 2020 until the end of May 2020. Subsequently, the "Go To Travel" campaign travel subsidy policy was activated, allowing long-distance domestic travel, until the second state of emergency as of January 7, 2021. The effects of this long-distance domestic travel ban on SARS-CoV-2 infectivity have not been adequately evaluated. OBJECTIVE: We evaluated the effects of the long-distance domestic travel ban in Japan on SARS-CoV-2 infectivity, considering climate conditions, mobility, and countermeasures such as the "Go To Travel" campaign and emergency status. METHODS: We calculated the effective reproduction number R(t), representing infectivity, using the epidemic curve in Kagoshima prefecture based on the empirical distribution of the incubation period and procedurally delayed reporting from an earlier study. Kagoshima prefecture, in southern Japan, has several resorts, with an airport commonly used for transportation to Tokyo or Osaka. We regressed R(t) on the number of long-distance domestic travelers (based on the number of airport limousine bus users provided by the operating company), temperature, humidity, mobility, and countermeasures such as state of emergency declarations and the "Go To Travel" campaign in Kagoshima. The study period was June 20, 2020, through February 2021, before variant strains became dominant. A second state of emergency was not declared in Kagoshima prefecture but was declared in major cities such as Tokyo and Osaka. RESULTS: Estimation results indicated a pattern of declining infectivity with reduced long-distance domestic travel volumes as measured by the number of airport limousine bus users. Moreover, infectivity was lower during the "Go To Travel" campaign and the second state of emergency. Regarding mobility, going to restaurants, shopping malls, and amusement venues was associated with increased infectivity. However, going to grocery stores and pharmacies was associated with decreased infectivity. Climate conditions showed no significant association with infectivity patterns. CONCLUSIONS: The results of this retrospective analysis suggest that the volume of long-distance domestic travel might reduce SARS-CoV-2 infectivity. Infectivity was lower during the "Go To Travel" campaign period, during which long-distance domestic travel was promoted, compared to that outside this campaign period. These findings suggest that policies banning long-distance domestic travel had little legitimacy or rationale. Long-distance domestic travel with appropriate infection control measures might not increase SARS-CoV-2 infectivity in tourist areas. Even though this analysis was performed much later than the study period, if we had performed this study focusing on the period of April or May 2021, it would likely yield the same results. These findings might be helpful for government decision-making in considering restarting a "Go To Travel" campaign in light of evidence-based policy.

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COVID-19 remains a communicable disease with the capacity to cause substantial damage to health and health systems. Enhanced health screening at points of entry (POEs) is a public health measure implemented to support early detection, prevention and response to communicable diseases, such as COVID-19. The purpose of this study was to review the available evidence on the effectiveness of POE health screening in the detection and containment of the COVID-19 pandemic. This study was registered under PROSPERO and followed PRISMA guidelines in which the literature between 2019 and 2022 was retrieved from Scopus, PubMed, Web of Science, Global Health, CINAHL, Embase, Google Scholar and international organizations. A total of 33,744 articles were screened for eligibility, from which 43 met the inclusion criteria. The modeling studies predicted POE screening able to detect COVID-19 in a range of 8.8% to 99.6%, while observational studies indicated a detection rate of 2% to 77.9%, including variants of concern depending on the screening method employed. The literature also indicated these measures can delay onset of the epidemic by 7 to 32 days. Based on our review findings, if POE screening measures are implemented in combination with other public health interventions such as rapid tests, they may help detect and reduce the spread of COVID-19.

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In recent years, commercial air transport has increased considerably. However, the compositions and source profiles of volatile organic compounds (VOCs) emitted from aircraft are still not clear. In this study, the characteristics of VOCs (including oxygenated VOCs (OVOCs)) emitted from airport sources were measured at Shenzhen Bao'an International Airport. The results showed that the compositions and proportions of VOC species showed significant differences as the aircraft operating state changed. OVOCs were the dominant species and accounted for 63.17%, 58.44%, and 51.60% of the total VOC mass concentration during the taxiing, approach, and take-off stages. Propionaldehyde and acetone were the main OVOCs, and dichloromethane and 1,2-dichloroethane were the main halohydrocarbons. Propane had the highest proportion among all alkanes, while toluene and benzene were the predominant aromatic hydrocarbons. Compared with the source profiles of VOCs from construction machinery, the proportions of halogenated hydrocarbons and alkanes emitted from aircraft were significantly higher, as were those of propionaldehyde and acetone. OVOCs were still the dominant VOC species in aircraft emissions, and their calculated ozone formation potential (OFP) was much higher than that of other VOC species at all stages of aircraft operations. Acetone, propionaldehyde, formaldehyde, acetaldehyde, and ethylene were the greatest contributors to ozone production. This study comprehensively measured the distribution characteristics of VOCs, and its results will aid in the construction of a source profile inventory of VOCs emitted from aircraft sources in real atmospheric environments.

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Airport security screening is a visual inspection task comprising search and decision. Problem solving is used to support decision making. However, it is not well understood. This study investigated how airport security screeners employ problem solving during x-ray screening, and how strategies change with experience. Thirty-nine professional security screeners were observed performing x-ray screening in the field at an Australian International Airport. Video and eye-tracking data were collected and analysed to explore activity phases and problem-solving strategies. Less-experienced screeners performed more problem solving and preferred problem-solving strategies that rely on visual examination without decision support or that defer decision making, compared to more-experienced screeners, who performed efficient and independent strategies. Findings also show that screeners need more time to develop problem-solving skills than visual scanning skills. Screeners would benefit from problem-solving support tools and intensified training and mentorship within the first six months of experience to advance problem-solving competencies.

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