Travel health practices, behaviours and experiences of people living with type 1 diabetes

INTRODUCTION

There is limited data regarding the international travel history and preparation, as well as glycaemic control practices, risk behaviours, and experiences of people with type 1 diabetes during travel. Our review aimed to address the research question: 'What are the health practices, behaviours, and experiences of people with type 1 diabetes when travelling?'

METHODS

We conducted a mixed-methods narrative review using adapted review methods from the Centre for Reviews and Dissemination and standards developed by the Preferred Reporting Items for Systematic Reviews and Meta-Analysis. MEDLINE, Scopus, PubMed and CINAHL, and the reference lists of all eligible studies were searched.

RESULTS

Nine records comprising of eleven studies were included, with data heralding from various countries, published between 1990 and 2022. We identified three main themes: travel preparation (type of travel, planning, and advice seeking); issues related to air travel (airports and airport security, hypoglycaemia and hyperglycaemia, and insulin); and general travel-related issues (illness and medical treatment, type 1 diabetes management, and major concerns and barriers).

CONCLUSIONS

Our findings highlighted the lack of quality data regarding type 1 diabetes and travel within the extant literature, as well the pressing need for empirical studies to be undertaken and consensus guidelines developed to improve the travel experiences of people with type 1 diabetes. Unless change is made, people with type 1 diabetes will continue to experience preventable risk and harm while travelling.

International health regulations and pre-travel health practices of international travelers at Nigerian airport: a cross-sectional study

BACKGROUND

International Health Regulations (IHR) were developed by the World Health Organization (WHO) to curb the trans-border spread of epidemics. To our knowledge, no airport-based studies have assessed travelers' health practices against a combination of diseases subject to IHR 2005. Therefore, we aimed to generate and describe the baseline travelers' pre-travel health practices towards Cholera, Yellow Fever (YF), and Plague at Murtala Muhammed International Airport (MMIA) in Nigeria.

METHODS

A cross-sectional study was employed to collect data from 486 international travelers using a multistage sampling technique. Pre-travel health practices (a combination of pre-travel consultation, pre-travel vaccination, and preventive measures against insect bites) were assessed using an interviewer-administered questionnaire. Logistic regression models were used to estimates the association between selected variables and pre-travel health practices. Statistical significance level was set at 5%.

RESULTS

A total of 479 complete questionnaires were analyzed. The median age of respondents was 34.0 years Interquartile range (IQR) = 28.0, 44.0). Of the total respondents, 311 (64.3%) were aware of pre-travel health consultation and sources of information, amongst others, including friends/relatives in 180 (37.6%) travelers, social media/internet in 155 (32.4%) travelers, and health professionals in 102 (21.3%) travelers. Two hundred and seventy-one (56.6%) had pre-travel consultation, 156 (32.6%) had YF vaccination, and 226 (47.2%) were prepared to use preventive measures against insect bites. Only 10.6% had good pre-travel practices against the diseases subject to 2 International Health Regulations (IHR). Travelers with bachelor/college degrees, when compared to those with secondary/high education, had 2.91 times higher odds of having good practices when adjusting for other factors (95% C.I: 1.10, 7.70; p < 0.03). Also, those traveling to destinations endemic for YF infection, when compared to those who are not traveling to endemic countries/areas, had 48% lower odds of having good practices after adjusting for other factors (95% C.I: 1.41, 7.77; p < 0.01).

CONCLUSIONS

Our study revealed a low prevalence of good pre-travel health practices among participants. Educational level and endemicity of YF at the destination were predictors of pre-travel health practices. Introducing topics on travelers' health into schools' curriculums may have a ripple positive effect on health practices among international travelers. Also, there is a need for public enlightenment programs on pre-travel health practices using social media platforms.

Emerging and legacy perfluoroalkyl and polyfluoroalkyl substances (PFAS) in surface water around three international airports in China

Perfluoroalkyl and polyfluoroalkyl substances (PFAS) are a large category of crucial environmental contaminants of global concerns. There are limited data on PFAS in surface water around international airports in China. The present study investigated the concentrations, distributions, and sources of emerging and legacy PFAS in surface waters around Beijing Capital International Airport (BC), Shanghai Pudong International Airport (SP), and Guangzhou Baiyun International Airport (GB) in China. Twenty-seven target compounds were quantified. The Σ27PFAS concentrations ranged from 19.0 to 62.8 ng/L (mean 36.1 ng/L) in BC, 25.6-342 ng/L (mean 76.0 ng/L) in SP, 7.35-72.7 ng/L (mean 21.6 ng/L) in GB. The dominant compound was perfluorooctanoic acid (PFOA), which accounted for an average of 27% (5%-65%) of the Σ27PFAS concentrations. The alternatives with -C6F12- group had detection frequencies ranging from 72% to 100%. The partition coefficient results indicate that the longer chain PFAS (C > 8) tend to be more distributed in the particle phase. Fifty suspect and nontarget PFAS were identified. In GB, 44 PFAS were identified, more than SP of 39 and BC of 38. An ultra short-chain (C = 2) precursor, N-methylperfluoroethanesulfonamido acetic acid (MeFEtSAA), was identified and semi-quantified. Domestic wastewater discharges might be the main sources around BC, while industrial and aviation activities might be the main sources around SP and GB.

COVID-19 cases reported in Colorado following screening at selected US airports, January - July 2020

OBJECTIVE

We sought to estimate the proportion of air travelers who may have been infected with SARS-CoV-2 upon arrival to Colorado by comparing data on Colorado residents screened upon entering the US to COVID-19 cases reported in the state. Data on Colorado's screened passengers arriving into the US between January 17 and July 30, 2020 were compared to Colorado's Electronic Disease Reporting System. We conducted a descriptive analysis of true matches, including age, gender, case status, symptom status, time from arrival to symptom onset (days), and time from arrival to specimen collection date (days).

RESULTS

Fourteen confirmed COVID-19 cases in travelers who were diagnosed within 14 days after arriving in Colorado were matched to the 8,272 travelers who underwent screening at 15 designated airports with a recorded destination of Colorado, or 0.2%. Most (N = 13/14 or 93%) of these infected travelers arrived in Colorado in March 2020; 12 (86%) of them were symptomatic. Entry screening for COVID-19 and the sharing of traveler information with the Colorado Department of Public Health and Environment appeared to identify few cases early in the pandemic. Symptom-based entry screening and sharing of traveler information was minimally effective at decreasing travel-associated COVID-19 transmission.

Barriers and facilitators to COVID-19 screening at Jaipur International Airport, India

Background

Airports pose a possible threat in facilitating global disease transmission within the community which may be prevented by rigorous systematic entry-exit screening. This study captures the perception of stakeholders on barriers and facilitators of coronavirus disease 2019 (COVID-19) screening. Further, key outcomes viz. total passengers screened, suspected cases, and confirmed cases were assessed.

Methods

An inductive-deductive mix-method thematic analysis was conducted to capture qualitative data of key stakeholders on COVID-19 disease screening at Jaipur International Airport. Additionally, secondary data retrieved from Rajasthan Medical & Health Department team deployed for COVID-19 airport screening were analyzed.

Results

Jaipur International Airport screened 4565 passengers (Males = 4073 and Females = 492) with 23 suspected cases during an outlined period of declaration of Pandemic to Lockdown in India (11 to 24 March 2020). Total 65 passengers had travel history from China (3 from Wuhan). The mean average age of passengers was 40.95 ± 7.8 years. The average screening time per passenger was 2-3 min with a load of 25-90 passengers per team per flight. Fishbone analysis of screening challenges revealed poor cooperation of passengers, masking symptoms, apprehension, and stigma related to quarantine. Moreover, inadequate human resources and changing guidelines overburdened healthcare providers. But, perception of risk, and social responsibility of travelers together with supportive organization behavior act as facilitators. Overall, groundwork on airport screening was insightful to propose key action areas for screening.

Conclusions

Globally, COVID-19 has an impact on health infrastructure and international travel. International coordination with streamlined screening will go an extended way in virus containment.

Reconsidering the regulation of facial recognition in public spaces

This paper contributes to the discussion on effective regulation of facial recognition technologies (FRT) in public spaces. In response to the growing universalization of FRT in the United States and Europe as merely intrusive technology, we propose to distinguish scenarios in which the ethical and social risks of using FRT are unattainable from other scenarios in which FRT can be adjusted to improve our everyday lives. We suggest that the general ban of FRT technologies in public spaces is not an inevitable solution. Instead, we advocate for a risk-based approach with emphasis on different use-cases that weighs moral risks and identifies appropriate countermeasures. We introduce four use-cases that focus on presence of FRT on entrances to public spaces (1) Checking identities in airports (2) Authorisation to enter office buildings (3) Checking visitors in stadiums (4) Monitoring passers-by on open streets, to illustrate the diverse ethical and social concerns and possible responses to them. Based on the different levels of ethical and societal risks and applicability of respective countermeasures, we call for a distinction of public spaces between semi-open public spaces and open public spaces. We suggest that this distinction of public spaces could not only be helpful in more effective regulation and assessment of FRT in public spaces, but also that the knowledge of different risks and countermeasures will lead to better transparency and public awareness of FRT in diverse scenarios.

Sudden cardiac arrest in commercial airports: Incidence, responses, and implications

Billions of travelers pass through airports around the world every year. Airports are a relatively common location for sudden cardiac arrest when compared with other public venues. An increased incidence of cardiac arrest in airports may be due to the large volume of movement, the stress of travel, or adverse effects related to the physiological environment of airplanes. Having said that, airports are associated with extremely high rates of witnessed arrests, bystander interventions (eg. CPR and AED use), shockable arrest rhythms, and survival to hospital discharge. Large numbers of people, a high density of public-access AEDs, and on-site emergency medical services (EMS) resources are probably the major reasons why cardiac arrest outcomes are so favorable at airports. The success of the chain of survival found at airports may imply that applying similar practices to other public venues will translate to improvements in cardiac arrest survival. Airports might, therefore, be one model of cardiac arrest preparedness that other public areas should emulate.

Characterizing observed surface wind speed in the Hudson Bay and Labrador regions of Canada from an aviation perspective

Wind speed analysis is important for informing airport operation and safety. Many communities in the Hudson Bay and Labrador regions (Canada) are remote communities that rely heavily on aircraft for passenger and freight movement. Historical trends in average daily wind speed and maximum daily wind speed from 1971 to 2010 were examined to identify patterns of change and determine how these changes may influence aviation in six northern communities across Hudson Bay and Labrador in Canada. Significant increases in average wind speed and maximum wind speed were found for some of the months and seasons of the year for the Hudson Bay region, along with a significant decrease in those variables for the Labrador communities. Average wind speeds at multiple locations are approaching the threshold (18.5 km/h or 10 knots) when take-off and landing would be restricted to one direction. The results of this study agree with previous research that examined historical patterns for wind speed in these regions but calls into question climate change impact assessments that suggest wind speeds will continue to increase under future climatic conditions for this study area. Future research is needed to further analyse shifts in prevailing wind directions and changes in the frequency of extreme wind conditions, to better understand the potential impacts of projected climate change on this climatic variable and the implications these changes may have on applied sectors, such as aviation.

Evaluation of point of entry surveillance for COVID-19 at Mumbai international airport, India, July 2020

India started Point of entry (PoE) surveillance at Mumbai International Airport, screening passengers returning from coronavirus disease (COVID-19)-affected countries using infrared thermometers. We evaluated in July 2020 for March 1-22 with the Centers for Disease Control and Prevention evaluation framework. We conducted key informant interviews, reviewed passenger self-reporting forms (SRFs) (randomly selected) and relevant Airport Health Organization and Integrated Disease Surveillance Programme (IDSP) records. Of screened 165,882 passengers, three suspects were detected and all were reverse transcription-polymerase chain reaction negative. Passengers under-quarantine line-listing not available in paper-based PoE system, eight written complaints: 6/8 SRF filling inconvenience, 3/8 no SRF filling inflight announcements, and standing in long queues for their submission. Outside staff deployed 128/150 (85.3%), and staff: passenger ratio was 1:300. IDSP reported 59 COVID-19 confirmed cases against zero detected at PoE. It was simple, timely, flexible, and useful in providing information to IDSP but missed cases at PoE and had poor stability. We recommended dedicated workforce and data integration with IDSP.

Sustainability at airports: Technologies and best practices from ASEAN countries

Sustainability has become a focus area for practitioners and scholars due to the growing socio-economic issues. The sustainability of airport operations is being raised in various international platforms. This paper aims to identify the dimensions of sustainability and evaluate sustainable practices in airports of selected ASEAN countries. The various dimensions associated with the environmental aspect are energy management, emissions management, water and effluents management, solid waste management. It was understood that noise management, employee development, and community investment belong to the social dimension. Similarly, the factors such as economic contribution, passenger experience, airport safety, and security are inclined to economic dimensions of sustainability. It was found that environmentally sustainable practices have greater importance than social and economic initiatives in the airport context which provide quantifiable benefits for airports in the long term. Airport operators in South East Asia strived to mitigate carbon emissions, reduce waste and effluents, enhance the economic contribution, satisfy passengers, and meet employee needs. Compared to the total economic and social benefits obtained from these airports, the negative impacts of airport operation (such as noise emission from aircraft) are minimal but significant. The most common sustainable initiatives in airports, such as employee development, energy management, and passenger safety, supported sustainable development goals (SDG) 8, SDG 9, and SDG 11. A weak connection is observed between SDG 14 & SDG 15 and the airport's sustainable practices. The new technological innovations are concentrated in busy and profitable airports. A slow trend towards the adoption of new technologies for sustainable practices is observed in airports. The paper concludes that major airport operators in South-East Asia have effectively responded to the growing sustainability challenges in aviation markets. The sustainable dimensions and practices discussed will be valuable resource for airports striving to achieve sustainability goals.

Towards zero-waste airports: a case study of Istanbul Airport

In this day and age, an important indicator of sustainable waste management is zero-waste index. Zero-waste approach is adopted by many organizations in different sectors. In this context, implementation of sustainable waste management at airports, which have become the most vibrant centers of the transportation sector in the globalizing world, is one of the important environmental issues. In this study, the activities carried out in the Istanbul airport in 2019-2020 within the scope of sustainable waste management were evaluated within the framework of zero-waste approach. For this purpose, waste characterizations for different zones in the airport have been presented. When the methods used in the disposal of the wastes were examined, it was seen that recycling (43-49%) and landfilling (50-57%) took the first place. The results of the study reveal that the pandemic restrictions implemented in 2020 have caused significant differences in the amount and composition of waste generated. The highest decrease in waste generation occurred in Zone A where terminal activities are located, with 76%. This change was also reflected in the zero-waste index determined depending on the waste management strategies applied, and the values calculated for 2019 and 2020 were found to be 0.35 and 0.26, respectively.

SUPPLEMENTARY INFORMATION

The online version contains supplementary material available at 10.1007/s10163-021-01308-2.

Airport Exposure to Lightning Strike Hazard in the Contiguous United States

Reliability of the air transportation system heavily depends on the performance of communication, navigation, and surveillance facilities in the National Airspace System (NAS). These facilities are prone to outages caused by convective weather, such as lightning. Current lightning safety standards and risk assessments focus solely on lightning occurrence and omit the effect of lightning intensity from hazard characterization. We propose methods that incorporate lightning intensity and occurrence parameters to better understand the impact of lightning strike on the NAS using the National Lightning Detection Network and Federal Aviation Administration NAS facilities and equipment outage databases. Spatial analysis and clustering reveal different exposure profiles for 436 U.S. airports. Kernel Density estimation and Hot Spot analysis show that regardless of lightning intensity, Southern state airports are the most exposed to lightning hazards. K-means clustering reveal five different lightning exposure profiles that mimic the spatial patterns produced by the Kernel Density estimation and Hot Spot analysis. A scoring system ranks all airports according to their exposure profile taking into consideration lightning occurrence and intensity. It is complemented with a rising trend exposure analysis, which identifies airports whose exposure could be underestimated under the current standards, identifying airports with fewer lightning occurrences but higher intensities. Finally, a comparison between the exposure patterns and lightning-induced outages provide insights into U.S. lightning impact patterns. Similar patterns between lightning exposure and outages indicate that the results of the proposed lightning hazard assessment provide useful information for prioritizing airport hardening investments at the national scale and reducing lightning risk.

A Conservation of Resources schema for exploring the influential forces for air-travel stress

Effective air-travel stress management is increasingly crucial in determining tourist satisfaction and travel choices, particularly in a time of intensive fear about virus, terrorism, and plane crashes. However, research about air-travel stress, particularly what and how various influential forces shape passenger stress levels, is still in its infancy. The current research proposes the adoption of Conservation of Resources (COR) theory as a holistic schema to identify through resource dynamics the potential influential forces for air-travel stress across leisure travel stages. The findings, based on surveying passengers at the gate of multi-country international and domestic airports, demonstrates the capability of COR schema to predict and explain the influences on air-travel stress from an array of personal and situational/trip-specific factors. The theoretical advances from COR-based cross-stage stress analyses, and the guidance for customized airline/airport stress-soothing service strategies are discussed.

Geographic disparities in COVID-19 infections and deaths: The role of transportation

The US government imposed two travel restriction policies to prevent the spread of the COVID-19 but may have funneled asymptomatic air travelers to selected major airports and transportation hubs. Using the most recent JHU COVID-19 database, American Community Survey, Airport and Amtrak data form Bureau of Transportation Statistics from 3132 US counties we ran negative binomial regressions and Cox regression models to explore the associations between COVID-19 cases and death rates and proximity to airports, train stations, and public transportation. Counties within 25 miles of an airport had 1.392 times the rate of COVID-19 cases and 1.545 times the rate of COVID-19 deaths in comparison to counties that are more than 50 miles from an airport. More effective policies to detect and isolate infected travelers are needed. Policymakers and officials in transportation and public health should collaborate to promulgate policies and procedures to protect travelers and transportation workers from COVID-19.

A review of health effects associated with exposure to jet engine emissions in and around airports

BACKGROUND

Airport personnel are at risk of occupational exposure to jet engine emissions, which similarly to diesel exhaust emissions include volatile organic compounds and particulate matter consisting of an inorganic carbon core with associated polycyclic aromatic hydrocarbons, and metals. Diesel exhaust is classified as carcinogenic and the particulate fraction has in itself been linked to several adverse health effects including cancer.

METHOD

In this review, we summarize the available scientific literature covering human health effects of exposure to airport emissions, both in occupational settings and for residents living close to airports. We also report the findings from the limited scientific mechanistic studies of jet engine emissions in animal and cell models.

RESULTS

Jet engine emissions contain large amounts of nano-sized particles, which are particularly prone to reach the lower airways upon inhalation. Size of particles and emission levels depend on type of aircraft, engine conditions, and fuel type, as well as on operation modes. Exposure to jet engine emissions is reported to be associated with biomarkers of exposure as well as biomarkers of effect among airport personnel, especially in ground-support functions. Proximity to running jet engines or to the airport as such for residential areas is associated with increased exposure and with increased risk of disease, increased hospital admissions and self-reported lung symptoms.

CONCLUSION

We conclude that though the literature is scarce and with low consistency in methods and measured biomarkers, there is evidence that jet engine emissions have physicochemical properties similar to diesel exhaust particles, and that exposure to jet engine emissions is associated with similar adverse health effects as exposure to diesel exhaust particles and other traffic emissions.

Ready for digital transformation? The effect of organisational readiness, innovation, airport size and ownership on digital change at airports

This study investigates the effect of organisational readiness, innovation and airport size and ownership on digital change at airports. Data is collected from a survey of managers at 94 airports worldwide and analysed using partial least squares structural equation modelling. Organisational readiness is found to have a direct effect on digital change. Organisational readiness also has a direct effect on innovation, which subsequently affects digital change. Airport size has a direct effect on digital change while the effect of ownership is not significant. The findings show that successful development of organisational readiness can be used to speed up the rate of innovation needed for digital change at airports.

Evaluation of the Italian transport infrastructures: A technical and economic efficiency analysis

•The deregulation process played a key role in terms of airport efficiency.•The technical efficiency of 32 Italian airports has been evaluated•The methodological approach has been twofold: DEA and Tobit model•The main results show that efficiency is independent of an airport's size.•The findings highlight the decisive role of public shareholders in small airports.

Detection of imported COVID-19 cases worldwide: early assessment of airport entry screening, 24 January until 17 February 2020

The purpose of this study was to provide an overview of entry screening measures applied at airports in response to the COVID-19 epidemic worldwide. Between 24 January and 17 February 2020, 5.2% (95% CI 3.1–8.5) of the 271 total imported COVID-19 cases worldwide (excluding imported cases arriving in China, Macao, and Hong Kong) with known detection location were captured through airport entry screening. The majority of imported COVID-19 cases (210) were identified by the health care system (77.5%). Efforts should focus on health care system preparedness for early case detection, since according to our and previous studies health care facilities are the actual point of entry of imported cases.

Human mobility and coronavirus disease 2019 (COVID-19): a negative binomial regression analysis

Objectives

This study aimed to examine the link between human mobility and the number of coronavirus disease 2019 (COVID-19)–infected people in countries.

Study design

Our data set covers 144 countries for which complete data are available. To analyze the link between human mobility and COVID-19–infected people, our study focused on the volume of air travel, the number of airports, and the Schengen system.

Methods

To analyze the variation in COVID-19–infected people in countries, we used negative binomial regression analysis.

Results

Our findings suggest a positive relationship between higher volume of airline passenger traffic carried in a country and higher numbers of patients with COVID-19. We further found that countries which have a higher number of airports are associated with higher number of COVID-19 cases. Schengen countries, countries which have higher population density, and higher percentage of elderly population are also found to be more likely to have more COVID-19 cases than other countries.

Conclusions

The article brings a novel insight into the COVID-19 pandemic from a human mobility perspective. Future research should assess the impacts of the scale of sea/bus/car travel on the epidemic. The findings of this article are relevant for public health authorities, community and health service providers, as well as policy-makers.

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There is a positive relationship between higher volume of airline passenger traffic carried in a country and higher numbers of patients with coronavirus disease 2019 (COVID-19).

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Countries which have a higher number of airports are associated with higher number of COVID-19 cases.

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Schengen countries are likely to have more COVID-19 cases than other countries.

Who Should Pay for Interdependent Risk? Policy Implications for Security Interdependence Among Airports

We study interdependent risks in security, and shed light on the economic and policy implications of increasing security interdependence in presence of reactive attackers. We investigate the impact of potential public policy arrangements on the security of a group of interdependent organizations, namely, airports. Focusing on security expenditures and costs to society, as assessed by a social planner, to individual airports and to attackers, we first develop a game-theoretic framework, and derive explicit Nash equilibrium and socially optimal solutions in the airports network. We then conduct numerical experiments mirroring real-world cyber scenarios, to assess how a change in interdependence impact the airports' security expenditures, the overall expected costs to society, and the fairness of security financing. Our study provides insights on the economic and policy implications for the United States, Europe, and Asia.

Reducing the influence of intramodular connectivity in participation coefficient

Both natural and engineered networks are often modular. Whether a network node interacts with only nodes from its own module or nodes from multiple modules provides insight into its functional role. The participation coefficient (PC) is typically used to measure this attribute, although its value also depends on the size and connectedness of the module it belongs to and may lead to nonintuitive identification of highly connected nodes. Here, we develop a normalized PC that reduces the influence of intramodular connectivity compared with the conventional PC. Using brain, C. elegans, airport, and simulated networks, we show that our measure of participation is not influenced by the size or connectedness of modules, while preserving conceptual and mathematical properties, of the classic formulation of PC. Unlike the conventional PC, we identify London and New York as high participators in the air traffic network and demonstrate stronger associations with working memory in human brain networks, yielding new insights into nodal participation across network modules.

Lost in the Black Belt South: health outcomes and transportation infrastructure

The importance of transportation infrastructure to health outcomes has been increasingly recognized. However, the relationship between transportation and health is underexplored in rural areas. This study fills the gap by investigating rural health outcomes in association with two transportation infrastructures-highways and airports-in the Black Belt counties of the USA, a region characterized as predominantly rural and black and as having high poverty and unemployment. Spatial regression models are applied to analyze the 2010 data. The results suggest Black Belt counties have poorer health outcomes than their non-Black Belt counterparts, and the difference increases as the percentage of blacks increases. The results also show that the higher accessibility to an airport a county has, the better its health outcomes. Highways, however, do not have a statistically significant association with health outcomes. The poor health outcomes in the Black Belt counties are also influenced by poverty, rurality, unemployment, and low educational attainment. This research was the first to study transportation, especially airports, in the rural US South with relation to health outcomes. Our findings shed new light on removing the health disadvantages accumulated in the Black Belt.

Estimating the number of airports potentially contaminated with perfluoroalkyl and polyfluoroalkyl substances from aqueous film forming foam: A Canadian example

Assessing the extent to which emerging contaminants (ECs) such as perfluoroalkyl and polyfluoroalkyl substances (PFAS) have been released into the environment is one of the foundations for developing effective management and remediation strategies for impacted sites. PFAS are known to have caused the contamination of soil, groundwater, and surface water as a result of aqueous film forming foam (AFFF) being accidentally or intentionally released into the environment. To date, the scope of the issue has not been evaluated in Canada. In this study we developed a framework, in the form of a decision tree, to estimate the number of potentially PFAS impacted airport sites in Canada as a result of AFFF releases. The screening process was completed using publicly available resources including airport websites, the Canadian Owners and Pilots Association website, Sky Vector, Transport Safety Board of Canada aviation investigation reports, the Aviation Safety Network website, and Google maps. The methodology presented in this study could be used to identify additional PFAS impacted sites in Canada or other jurisdictions worldwide. 2071 airport/heliport sites in Canada were investigated with indications that 152 (7%) of these sites likely have PFAS contamination as a result of the use of AFFF at firefighter training areas (FFTAs) and/or accidents where fires occurred. In addition, another 268 sites (13%) were identified as possibly impacted with PFASs primarily as a result of the location having the ability to store and dispense petroleum products, and therefore having AFFF systems onsite. Surficial geology was also identified for all sites determined to likely have PFAS contamination. An estimated 42.8% had surficial geology composed of sand, 27% had clay, 19.7% organic-based, with the remaining sites found on cryosols or rock. Methodological validation was also completed. The procedure used in this study successfully predicted occurrences of PFAS contamination at 25 sites where contamination, as a result of AFFF use, was confirmed by Canadian governmental departments. For these 25 sites, the distance from potential release areas to the nearest surface water was calculated. Five of the sites were within 200 meters of surface water, 19 were within one kilometer, and all 25 were within 2.5 kilometers. This suggests that surface water may have been historically impacted by PFAS at as many as 152 to 420 different airport locations in Canada.

Regulation in markets facing uncertainty: The case of Australia

This paper explores the ways in which economic regulation accommodates uncertainty through an examination of experience of regulation in Australia against a background discussion of literature on regulatory risk and principles for good regulation. Regulation, typically in the form of incentive based price caps, often applies to aviation infrastructure, such as major airports and air navigation services. At the same time, the demand for aviation infrastructure services is uncertain and subject to external shocks. Two case studies in economic regulation of aviation infrastructure are examined. They cover a period of volatile demand associated with the collapse of a major domestic airline which coincided with the September 11 terrorist attacks in the US. One case study involves the application of price caps to newly privatized airports during 1997-2002. The other case study examines the development of a long term price path for air navigation services over 2002 to 2004. The case studies illustrate the important role played by regulatory design. The paper concludes that the design of the regulatory framework has an important role in ameliorating the risks associated with uncertainty.

'Africanisation' of South Africa's international air links, 1994-2003

In the first decade of democratic rule in South Africa scheduled commercial passenger flights across the country's borders more than doubled. Additional flights served new African air passenger markets and secondary airports in established markets. Overseas flights increased more slowly, serving a diminishing number of overseas countries and cities. In 1994 the Republic was linked directly by air with more overseas than African countries and cities; within a decade the pattern reversed. The changing geography of South Africa's international air links reflects developments in the international airline industry, and South Africa's increasingly prominent political and commercial role in Africa.