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Sandra Murgas,1 Daniela Adolf2 1APOGEPHA Arzneimittel GmbH, Dresden, Germany; 2StatConsult Gesellschaft für klinische und Versorgungsforschung mbH, Magdeburg, Germany Abstract: Treatment persistence poses a crucial criterion for therapeutic success. Like in many other chronic diseases, in overactive bladder (OAB) syndrome also, many patients discontinue their treatment for diverse reasons. In order to evaluate the persistence in medication, this paper presents data of propiverine extended release (ER) and trospium chloride immediate release (IR) for three consecutive quarters, thus giving an insight into the probability of treatment discontinuation for these two drugs. Prescription data from German health insurances were analyzed. The frequency of follow-up prescriptions and drop-outs for propiverine ER and trospium chloride IR were compared for treatment-naïve, restarted, and switched patients after treatment initiation (quarter 1) for a period of 9 months (three consecutive calendar quarters). In all analyzed quarters, the percentage of follow-up prescriptions was significantly higher for propiverine ER than for trospium chloride IR. The chance of a follow-up prescription was also significantly higher for propiverine ER than for trospium chloride IR, although, in general, both drugs showed a decrease of follow-up prescriptions over time. This comparison of propiverine ER (once-daily administration) and trospium chloride IR (in a multiple dose administration) in patients with OAB syndrome demonstrates that there are substantial differences in the odds of a follow-up prescription. The longer a patient adheres to a therapeutic treatment plan, the better the chances for improvement of symptoms and having a positive impact on activities of daily living. Keywords: overactive bladder, propiverine, trospium chloride, treatment continuation, adherence

As part of the California PATH program, the Paramics microscopic traffic simulation model was applied to the I-580 freeway-arterial corridor. The main purposes of the project were two-fold:- Develop the expertise and transfer the knowledge required in calibrating a large-scale freeway corridor with Paramics;- Prepare a calibrated model for the I-580 corridor that could be used to address operational questions, evaluate potential improvement alternatives and provide input to the decision-making process.In agreement with Caltrans District 4 and Headquarters, the study focused on the eastbound direction of I-580 (a 25 mile section) during the afternoon peak period of a typical weekday. The freeway network to be simulated included, in addition to the eastbound direction of 580, the westbound direction as well as a segment of I-680 and the portion of SR 84 connecting 580 and 680. The grid network also included a large number of surface streets and a total of more than 100 signalized intersections.

This document is the final report for the 2001-2002 Berkeley Highway Laboratory (BHL) Project which is a part of the University of California's PATH program and supported by the California Department of Transportation (Catrans). The primary objective of this project has been to maintain, improve, and conduct research on the Berkeley Highway Laboratory (BHL) detector system. This report contains ten chapters that describe the work undertaken and the results of each task of the project. The first chapter introduces the project, provides a project background, and a site description. The next nine chapters describe each of the project's nine tasks including the task objective, process followed, and results. The last chapter contains a summary of major accomplishments and identifies future research directions. KEY WORDS: Data Communication, Freeways, Real Time Information, Sensors, System Engineering, Traffic Surveillance, Vehicle Detectors

This report introduces different coordinated traffic responsive ramp control algorithms, implemented or not-implemented, but based on promising new mathematical techniques. A total of 17 different ramp metering approaches is described. For the already implemented algorithms, the historical background, the network, the algorithm and the main references are described. The proposed ramp control approaches are briefly described and the literature references are included. Two possible directions of ramp metering for the future are qualitatively described. Based on the literature review, online simulation and fuzzy logic seem to be two very powerful approaches to be considered in the future. The hierarchic and dynamic characteristics of the online simulation ramp control system are its unique features. The on-line simulation approach is designed to handle both recurring and non-recurring congestion situations. The adaptive fuzzy logic control approach allows a fast and reliable calibration of the existing parameters and the controller adapts itself to a new environment or to changes of the traffic patterns. Two different adaptive components, neuro-fuzzy systems (ANFIS) and evolutionary strategies are introduced. KEYWORDS: Ramp Metering, Fuzzy Logic, On-line Simulation, FREQ

This report presents the findings of a feasibility study which developed a simulation testbed for the Santa Monica freeway corridor. The study involved performing an evaluation of the state-of-the-art models for Advanced Traffic Management and Traffic Information Systems (ATMIS) on freeway corridors. The evaluation was based on the model capabilities, input data requirements and output options, with focus on the record of real-life calibration, validation and practical application of the models. The findings show that the CORSIM and INTEGRATION models have the higher probability of successful application in real-world applications.

This report describes a multi-year effort to simulate the Santa Monica Freeway Corridor in Los Angeles using the INTEGRATION computer simulation model, and to investigate the potential benefits of Intelligent Transportation Systems (ITS). The simulation process involved a massive data collection effort, coding the collected data into the model, testing, and calibration of the INTEGRATION model, and performing investigations with the calibrated network. Investigations were restricted to limited Advanced Traffic Information Systems (ATIS) studies with a modified morning peak period. Results indicated that ATIS benefits increased significantly with incident severity and significantly decreased with distorted information.

As part of a project investigating the benefits of Intelligent Vehicle Highway Systems (IVHS) technology using simulation, two models of the Santa Monica Freeway in Los Angeles were developed. This report describes the work performed to create, test, and apply these simulations. Two independent simulations were coded, using FREQ and INTEGRATION models, from the available data. The report describes the strategies, limitations, and assumptions needed to code the Santa Monica Freeway using the two simulation tools. After coding the models, calibrating the output to match traffic performance from a typical day was needed to insure that the simulations would be useful for IVHS investigations. Three representative studies using the FREQ model of the freeway to perform initial investigations are described. These investigations (considering future demand growth, ramp metering, and HOV lanes) are representative of the potential for study using simulation. The report ends with individual evaluations of the two models for freeway simulations and suggestions for future research.

The general objective of the project is to investigate and quantify the likely benefits of implementing various ATMS and ATlS control strategies on the real-life Santa Monica freeway corridor in Los Angeles.The different strategies to be tested in Phase 2 include freeway ramp metering, real-time traffic signal optimization, route guidance systems, and combinations of these strategies. Investigations of different strategies are performed for the same network conditions (portion of the Santa Monica freeway corridor previously coded in Phase 1) and under the same demand level (typical morning peak period). Effects of incidents are to be analyzed.Primary focus at this stage of the study was more on developing and testing the methodologies for modelling various IVHS strategies than on the quantitative simulation results.

The objective of this study is to collect, organize, analyze, and summarize available detector data for the Santa Monica Freeway. The primary goal is to develop on/off ramp counts as input to a synthetic origin/destination model; mainline freeways counts are also needed. Strategies for synthesizing data from stations where current detector data are unavailable are also considered. This report is a revised version of UCB-ITS-PWP-93-1 (PATH Database record #4079)

This study is part of an effort to simulate the Santa Monica Freeway Corridor in Los Angeles using the INTEGRATION model. The purpose of this report was to develop an efficient process of data extraction to be used for future use and to test the integrity of the data itself.

This report provides an analysis of vehicle detector data on the Santa Monica Freeway in Los Angeles, Calif. It was found that approximately 32 percent of the mainline freeway detectors appeared to give reasonable results. The report suggests that Caltrans District 07 staff make efforts towards increasing the number of detectors which give reliable information so that an evaluation and simulation of the Smart Corridor on the Santa Monica Freeway may be undertaken. This report was revised and re-issued as UCB-ITS-PWP-93-10 (PATH Database record #4779)

The general objective of this project is to evaluate the potential benefits of Advanced Traveler Information Systems and Advanced Traffic Management Systems on the Smart Corridor. This report describes Phase 1 of the project in which the INTEGRATION traffic simulation model is used to help simulate ATIS and ATMS on a freeway/arterial environment.

The objectives of this study were to select a traffic assignment and simulation model, apply that model to an integrated freeway/arterial network such as the Smart Corridor in Los Angeles, California, and, using the model, make an initial evaluation of in-vehicle information systems and the applicability of the model.