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We deal here with a general 2-commodity flow model over a time expanded network designed for the management of a shared mobility systems. The model involves an integral flow vector that represents carriers together with an integral flow vector that represents the items transported by those carriers. It simultaneously copes with temporal and resource issues, and is difficult to handle in the practice. So we propose here a Project and Lift approach to handle it. We start by projecting the time expanded network model on the original transit network to obtain a simpler two-commodity flow projected model. In order to make this projected model consistent with the original problem, we introduce some complex constraints, prove that these constraints can be separated in polynomial time and discuss the experimental behavior of the related Branch-and-Cut algorithm. Next, we introduce the Lift issue about the way one may turn an optimal solution of our projected model into a solution of the original problem. Finally, we thoroughly study a somewhat restrictive Strong Lift setting of this Lift issue, design and test an exact mixed integer programming Strong Lift model, and discuss some flexible alternative approaches. [ABSTRACT FROM AUTHOR]

Children's active travel to and from school (AST) and children's independent mobility (CIM) are consistently positively associated with physical activity (PA); however, few researchers have investigated associations between objective measures of the environment and indicators of AST and CIM in national samples. A national sample of 2,067 Canadian parents of 7- to 12-year-old children was recruited in December 2020. Regression analyses were used in 2023 to assess the association between geographic information system measures of park density, blue space, population density, greenspace, intersection density, and CIM and AST to and from school. Children in areas with high versus low park density (>0.025 vs. ≤0.025) had higher odds of travel to school via active modes (OR: 1.47 [1.14, 1.91], p =0.003). Children in neighborhoods in the highest quartile for neighborhood greenspace (Normalized Difference Vegetation Index) were more likely to travel to home actively than those in areas of lower greenspace (OR: 1.70 [1.18, 2.45], p =0.004). On average, children living in areas in the highest versus the lowest quartile for intersection density were more likely to engage in AST to (OR: 2.43 [1.58, 3.75], p <0.001) and from (OR: 2.77 [1.80, 4.29], p <0.001) school. The observed associations underscore a need for city planners and policymakers to ensure sufficient access to parks and neighborhood greenspace, especially if findings are confirmed in longitudinal studies. More research is needed to investigate the role of intersection density in supporting AST and CIM. [ABSTRACT FROM AUTHOR]

This study examines how mobility-challenged persons (MCPs) navigate the limitations of transportation systems, using an integrated choice and latent variable (ICLV) model. Building on the experience of MCPs in a South Asian megacity context, that of Dhaka, Bangladesh, the empirical strategy accounts for perceptions of mode-specific challenges, which arguably vary by mobility impairment. These perceptions are posited as latent variables. Drawing on survey data collected from 400 MCPs living in Dhaka, the latent variables were constructed via a factor analysis of 18 statements about the experienced severity (ranked on a scale from 1 to 5) of mode-specific challenges. Holding socio-demographic and travel-related factors constant, we find that perceptions of mode-specific challenges significantly influence mode choices – while the degree of impairment alone, and related mobility aid needed, do not. Perceived limitations of the walking infrastructure shift MCPs' travel demand towards the bus, whereas bus fare-related issues encourage the use of non-motorized and powered three-wheelers. We recommend that mode choice models include latent variables related to MCPs' perceptions of various modes to more accurately inform universal access policies. • Mode-specific challenges significantly influence mode choices. • Perceived limitations of the walking infrastructure encourage MCP to use bus. • Bus fare-related issues encourage the use of rickshaw and auto-rickshaw. • Mobility aids have a significant relationship with mode-specific challenges. [ABSTRACT FROM AUTHOR]

Asthenozoospermia, characterized by poor sperm motility, is a common cause of male infertility. Improving energy metabolism and alleviating oxidative stress through drug regimens are potential therapeutic strategies. In this study, we observed upregulated miR-24-3p levels in asthenozoospermia spermatozoa, contributing to energy metabolism disorder and oxidative stress by reducing GSK3β expression. Thus, reducing miR-24-3p levels using drugs is expected to improve sperm motility. The blood-testis barrier (BTB) protects the testis from xenobiotics and drugs. In this study, we found that Sertoli cell-derived small extracellular vesicles (SC-sEV) can traverse the BTB and enter germ cells. We successfully loaded miR-24-3p inhibitor into SC-sEV, creating the nano-drug SC-sEV@miR-24-3p inhibitor, which effectively delivers miR-24-3p inhibitor into germ cells. In a gossypol-induced mouse asthenozoospermia model, administration of SC-sEV@miR-24-3p inhibitor significantly improved sperm motility, in vitro fertilization success, and blastocyst formation rates. As anticipated, it also improved the litter size of asthenozoospermia mice. These results suggest that SC-sEV@miR-24-3p inhibitor holds promise as a potential clinical treatment for asthenospermia. Sertoli cell-derived sEV-encapsulated miR-24-3p inhibitor traverse the blood-testis barrier and enter the germ cells to rescue asthenozoospermia. [Display omitted] • SC-sEV can traverse the BTB and enter germ cells. • SC-sEV did not exert any toxic effect on male mice. • Upregulated miR-24-3p contributes to reduced sperm motility. • SC-sEV@miR-24-3p inhibitor significantly improved sperm motility. [ABSTRACT FROM AUTHOR]

One in four older adults report difficulty walking, greatly increasing the risk of future disability and death. Though exercise improves mobility, too few older adults do it. While studies show that brief exercise sessions provide most of the benefit of longer sessions and that older adults note that "time" is a critical barrier to being active, what remains unknown is whether briefer RT sessions can improve mobility as well as, or better than, longer traditional sessions, possibly due to greater adherence. We present the design of a 12-month randomized controlled trial of 700 older adults with self-reported walking difficulty. Participants will be randomly assigned, in a 2 × 2 factorial design, to one of two home-based exercise programs: 1) Standard of Care: 45-min, three-times weekly sessions or 2) Experimental: 5-min daily sessions and to one of two doses of behavior change techniques (Standard or Enhanced) as part of their exercise program. The primary outcome measure is self-reported physical function. Secondary outcome measures include objectively measured lower extremity physical performance, walking endurance, balance, walking speed, strength and physical activity as well as self-reported falls, pain, fatigue and balance. This is one of the first studies to examine the clinical outcomes of brief exercise sessions, which may lead to a new generation of exercise programs that are optimized not only for impact, but for adherence as well. [ABSTRACT FROM AUTHOR]

With declining physical health, older people face increasing travel difficulties and shrinking activity spaces, negatively impacting their well-being and raising significant equity concerns. Metro offers a promising solution to enhance the mobility of older people and expand their activity spaces. This study assesses the causal impact of new metro lines on older people's activity spaces, using the opening of Shanghai Metro Line 15 as a natural experiment. We track activity spaces of different age groups at a grid cell level over time using a large-scale mobile phone dataset and employ difference-in-differences models to evaluate Line 15′s impact. The results show that Line 15 has expanded the activity spaces for all age groups, with older adults benefiting more than the younger groups, thus enhancing transport equality. Our findings provide evidence highlighting the significant role of metro systems in enhancing older people's mobility, offering valuable insights for policymakers in planning age-friendly cities. [ABSTRACT FROM AUTHOR]

Perceived travel time plays an important role in the subjective wellbeing of the commuters. Recent studies have focused on the relationship between spatial characteristics and wellbeing, and the relationship between transportation and mobility with subjective wellbeing of the people. However, few studies tackled the influence of the urban form and the elements of built environment on wellbeing during commuting in the city. This manuscript discusses the concept of urban form, and perceptual qualities of urban design. Afterwards, it proceeds with delineating the research variables (i.e., Spatial and Perceptual). The case study selected is South 90 Street, New Cairo, Egypt, which serves as an urban corridor that accommodates various transit modes, diverse land uses, and variety of urban facades. The analysis is carried out utilizing the built environment dataset and collected responses about users' experience via a questionnaire. This manuscript attempts to answer two main questions: (1) What is the influence of urban form on commuters' travel time perception? (2) How do the elements of the built environment impact the subjective wellbeing of commuters? Descriptive analysis is conducted to understand the relationship and influence of the built environment on the perceived travel time during mobility and individuals' wellbeing. The manuscript further discusses the results, depicting which built environment elements are associated with either positive or negative effect on commuters' subjective wellbeing. The manuscript concludes with highlighting the potentials for maintaining the overall wellbeing of individuals and their perception during urban mobility. Thus, facilitating the design of functional, efficient, and reliable cities. [ABSTRACT FROM AUTHOR]

Older adults are at risk of developing new or worsened disability when hospitalized for acute medical illness. This study is a secondary analysis of the STAND-Cph trial on the effect of a simple strength training intervention initiated during hospitalization and continued after discharge. We investigated the between-group difference in change in functional performance outcomes, the characteristics of patients who experienced a relevant effect of the intervention, and the characteristics of those who were compliant with the intervention, using an expanded sample size as protocolized. The STAND-Cph was a randomized controlled trial conducted at a major Danish university hospital. Acutely admitted older adult patients (65+) from the Emergency Department were randomized to the intervention group receiving progressive strength training and a protein supplement during and after hospitalization (12 sessions over 4 weeks) or control group receiving usual care. The primary outcome was the de Morton Mobility Index assessed at baseline and 4 weeks after discharge. The secondary outcomes were 24-h mobility (assessed by ActivPAL accelerometers), isometric knee-extension strength, 30 s. sit-to-stand performance, and habitual gait speed. Between September 2013 and September 2018, a total of 158 patients were included and randomized to either the intervention group (N = 80; mean age 79.9 ± 7.6 years) or the control group (N = 78; mean age 80.8 ± 7.4 years). We found no significant between-group difference in change in our primary outcome (p > 0.05). Both the intention-to-treat (difference in change 0.14 Nm/kg (95 % CI 0.03;0.24), p = 0.01) and the per protocol (difference in change 0.16 Nm/kg (95 % CI 0.04;0.29), p = 0.008) analyses showed that between baseline and 4 weeks, knee-extension strength increased significantly more in the intervention group than in the control group. Also, the per protocol analysis showed that the intervention group increased their daily number of steps significantly more than the control group (difference in change 1088 steps (95 % CI 44; 2132); p = 0.04). When examining subgroups of patients, we found no significant differences neither between those who experienced a clinically relevant improvement in the de Morton Mobility Index and those who did not, nor between those who were compliant and those who were not. This exploratory analysis indicates that while simple progressive strength training and protein supplementation does not improve functional performance assessed by the de Morton Mobility Index, it can benefit specific facets of physical activity and muscle strength among geriatric patients. • Older adults are at risk of developing new disability when hospitalized. • We report on the effect of simple strength training continued after discharge. • We found a significant increase in knee-extension strength and daily steps. • Simple strength training can benefit facets of physical activity and strength. • Simple strength training should be considered in geriatric patients. [ABSTRACT FROM AUTHOR]

Intrinsic capacity impairment results in poor outcomes among older adults. Here we tested handgrip strength as a screening tool for IC impairment in community-dwelling older adults in Xinjiang, China. We assessed the diagnostic accuracy and established optimal cut-off points for handgrip strength in the detection of intrinsic capacity impairment. In total, 1072 participants were included using a multilevel random sampling method. Intrinsic capacity was constructed according to the definition of the Integrated Care for Older People screening tool proposed by the WHO. Altogether, 73.4 % (787/1072) participants had intrinsic capacity impairment. The prevalence of intrinsic capacity impairment for hearing, vision, mobility, cognition, psychological, and vitality domains was 8.6 %, 4.8 %, 39.6 %, 47.3 %, 12.0 %, and 18.8 %, respectively. The adjusted odds ratios [95 % confidence interval) for handgrip strength was 0.935 [0.914–0.956]. The area under the curve of the receiver operating characteristic curve for handgrip strength of older men, and handgrip strength of older women with intrinsic capacity impairment were 0.7278, and 0.7534, respectively. The handgrip strength cut-off points were 28.47 kg (60–69 years), 25.76 kg (70–79 years), and 24.45 kg (≥80 years) for men, and 20.75 kg (60–69 years), 19.90 kg (70–79 years), and 16.17 kg (≥80 years) for women. Handgrip strength can be used as a convenient tool for evaluating intrinsic capacity. Weak handgrip strength and low education level were associated with intrinsic capacity impairment in community-dwelling older adults in Xinjiang. Using the cut-off points of handgrip strength for different age groups and genders, older adults with impaired intrinsic capacity can be identified, which may reduce the occurrence of adverse outcomes. • Handgrip strength is a valid, clinically practicable test for screening intrinsic capacity impairment. • Using specific cut-off points of handgrip strength, older adults with impaired intrinsic capacity can be screened. • This study provided the cut-off points of handgrip strength for men and women aged >60 years in Xinjiang, China. • Weak handgrip strength and low education level were associated with intrinsic capacity impairment. [ABSTRACT FROM AUTHOR]

The future will witness the substantial worldwide growth of older people with functional limitations or disabilities who have difficulties leaving their dwellings and traveling to their neighborhoods or other community destinations to realize their obligatory and discretionary needs and goals. This commentary offers conceptual arguments and literature findings proposing that the dwellings of this vulnerable population deserve new scrutiny because they have become more salient and positively experienced places to live where their occupants can maintain their independence and age in place. The catalyst for this commentary is the emergence of gerontechnological innovations relying on digital and sensor technologies, offering these older occupants a new category of dwelling connectivity solutions—constituting a paradigm shift—whereby goods, care, services, social supports, and information and leisure activities can be delivered to their houses and apartments. Incorporating this technological component has transformed their dwellings into dynamic "control centers," connecting their occupants in real-time with the resources and activities offered in other places. These solutions enable older people to cope more effectively with declines and losses because their ability to live independently is less threatened by challenges they face accessing destinations with inadequate transportation options and less age-friendly land use or physical design features. By occupying more supportive, safer, and connected dwellings, these older people have overall more positive and salient residential mastery emotional experiences and feel more competent and in control of their lives and environment. Planning or policy recommendations directed to the World Health Organization (WHO) and its age-friendly city/community agenda follow from its conclusions. They highlight how dwelling environments containing gerontechnological solutions are becoming more critical influences of "active aging." The commentary recommends that WHO allocates more resources to dwelling interventions that increase the awareness, availability, usability, and acceptability of these gerontechnological solutions, thus reducing the disincentives for older people to be adopters. • The mobility limitations of older people make reaching outside destinations difficult. • Gerontechnology solutions enable the home deliveries of goods, information, and services. • Older people's dwellings become stronger and more salient control centers. • Older people have positive residential mastery experiences, feeling competent and in control. • The World Health Organization's age-friendly cities should prioritize dwelling interventions. [ABSTRACT FROM AUTHOR]

The aim of this study is to investigate the significance of perceived geographical and organisational mobility determinants among scholars affiliated with research centres in Brno, Czech Republic. Utilizing a quantitative methodology (written questionnaire through an electronic record sheet), the analysis draws upon the input from 128 respondents, predominantly researchers employed at three scientific centres of excellence. The findings indicate that institutional factors—such as the scope and diversity of the research topic, the quality of the research team, technological accessibility, and the level of compensation or research grant allocation—play a pivotal role in influencing mobility decisions. Conversely, researchers assert that contentment with local attributes surpasses satisfaction with institutional factors influencing researchers' mobility. The findings suggest that to influence crucial institutional factors, over which the city has limited control, collaborative efforts of city with scientific institutions are imperative. • Institutional factors are the key for researchers in their decisions about job mobility. • Image of the research institution is much more important mobility factor than the image of the city.. • The city must create a strategy distinguishing researchers for permanent incentives and those for shorter mobility stays. • Two thirds of EU and other foreign researchers plan to leave Brno. • Researchers most frequently cited low salary, limited career progression and fixed-term contract as reasons for leaving. [ABSTRACT FROM AUTHOR]

Electric bikes (e-bikes) can play a vital role in sustainable transportation and reducing car dependence. However, questions persist regarding the extent to which e-bikes contribute to replacing and complementing car use and other modes, especially from dual-mode ownership (households with both cars and e-bikes) perspective. Utilizing the Household Travel Survey dataset from Jiading, Shanghai, this study reveals that: (1) e-bikes can lead up to a 19% reduction in car mode share in dual-mode ownership households compared to car-only households; (2) e-bikes encourage a greater variety of non-commuting activities compared to car-only households; (3) e-bikes have a minor negative effect on public transport mode share, while e-bikes enhance mobility for older people. Overall, these findings underscore the importance of e-bikes in reducing car dependence and achieving development goals towards sustainable transportation and age-friendly cities. • E-bikes can lead up to a 19% reduction in car mode share in dual-mode households. • Increased car choice begins at 5 and 1.5 km for dual-vehicle and car-only owners. • E-bikes encourage a greater variety of non-commuting activities for car-owners. • E-bikes facilitate commuting, while also enhancing travel autonomy for the elderly. • E-bikes have a minor negative effect on public transport mode share. [ABSTRACT FROM AUTHOR]

Travel mode serves as the link for communication among people, between people and objects, and between people and places. The human mobility is closely related to travel mode. Scientifically predicting human mobility can help alleviate traffic congestion and provide flexible travel choices. However, in current predictions, only the travel demand or human mobility is taken into account, while the influence of residents on the travel mode choice is neglected. Therefore, taking Wuhan City as an example, this paper proposes a new method for predicting human mobility by employing graph neural network techniques and travel mode choice behavior. The prediction model established in this study utilizes network analysis to measure the accessibility time and road network distance of traffic travel mode. The graph neural network method is employed to capture the dynamic temporal and spatial relationships underlying human mobility. Furthermore, the performance of the prediction model is evaluated. The results indicate that at a fine spatial scale, the new method can more accurately reveal the spatial patterns of changes in human mobility, significantly improving the accuracy of predicting human mobility. • Using graph neural networks and travel mode choice to predict human mobility. • A graph neural network captures dynamic temporal and spatial relationships, improving human mobility prediction performance. • An empirical study was conducted, using the intra-urban area of Wuhan, China as a case study. [ABSTRACT FROM AUTHOR]

Harp seals (Phoca groenlandicus), once present in the Baltic Sea, now stand extinct. During the Middle Neolithic period, they held significant dietary importance for the Pitted Ware Culture hunter-fisher-gatherers in Scandinavia. Because they are no longer available for ecological studies, little is known about their specific behavioural intricacies, such as diet, mobility, and reproductive strategies. Because of the seal's pivotal role in these human societies and because they provide an interesting ecological case study on post-isolation ecological adaptation to new environmental conditions, a comprehensive investigation into Baltic Sea harp seal behaviour is warranted. In this pursuit, we employ sequential analysis of strontium isotope ratios (87Sr/86Sr) in harp seal teeth sourced from archaeological contexts across three study regions. This data is harmonized with osteometric analyses from fifteen archaeological sites from the Baltic Sea area, establishing a methodological framework for comprehending the Sr isotopic pathway in a brackish water inland sea. By adopting this approach, we unveil breeding and mobility patterns of the long-extinct Baltic Sea harp seals, approximate specific breeding areas connected to each group of seals and delve into the ontogenic temporal frame governing these observed patterns. This endeavour culminates in an enriched understanding of the adaptive behaviours exhibited by Baltic Sea harp seals and equips us with the insights necessary to decipher the lifestyle of the human societies intricately intertwined with them. • Harp seal Sr isotope ratios were analysed from four pitted ware culture sites. • Sequential Sr data to study mobility and origin using laser ablation technology. • Osteometric harp seal analyses from seventeen Middle Neolithic archaeological sites. • Breeding and mobility patterns of the long-extinct Baltic Sea harp seals unveiled. • Breeding areas identified and ontogenic temporal frame for Sr incorporation deduced. [ABSTRACT FROM AUTHOR]

[Display omitted] • Quantitative driving simulator study with 39 older drivers. • Comparing performance of two subgroups of older people interacting with L3 AV. • Older people should not be considered as a homogeneous group in L3 AV. • Older people aged 60–69 exhibited better performance than those aged 70 and over. • Both two age groups exhibited positive attitude towards L3 AV. Exploring the future mobility of older people is imperative for maintaining wellbeing and quality of life in an ageing society. The forthcoming level 3 automated vehicle may potentially benefit older people. In a level 3 automated vehicle, the driver can be completely disengaged from driving while, under some circumstances, being expected to take over the control occasionally. Existing research into older people and level 3 automated vehicles considers older people to be a homogeneous group, but it is not clear if different sub-groups of old people have different performance and perceptions when interacting with automated vehicles. To fill this research gap, a driving simulator investigation was conducted. We adopted a between-subjects experimental design with subgroup of old age as the independent variable. The differences in performance, behaviour, and perception towards level 3 automated vehicles between the younger old group (60–69 years old) and older old group (70 years old and over) was investigated. 15 subjects from the younger old group (mean age = 64.87 years, SD = 3.46 years) and 24 from the older old group (mean age = 75.13 years, SD = 3.35 years) participated in the study. The findings indicate that older people should not be regarded as a homogeneous group when interacting with automated vehicle. Compared to the younger old people, the older old people took over the control of the vehicle more slowly, and their takeover was less stable and more critical. However, both groups exhibited positive perceptions towards level 3 automation, and the of older old people's perceptions were significantly more positive. This study demonstrated the importance of recognising older people as a heterogeneous group in terms of their performance, capabilities, needs and requirements when interacting with automated vehicles. This may have implications in the design of such systems and also understanding the market for autonomous mobility. [ABSTRACT FROM AUTHOR]

Objectives: Low muscle mass frequently precedes or coexists with physical frailty in late life. This study aimed to examine whether comorbid physical frailty and low muscle mass increase the risk of incident disability in community-dwelling older adults.Study Design: A prospective cohort study.Methods: Participants were 9229 community-dwelling older Japanese adults (≥65 years). Longitudinal data on incident disability were collected for up to a maximum of 24 months from baseline. Physical frailty was defined as experiencing three or more of the following five symptoms: slowness, weakness, exhaustion, low activity, and weight loss. Low muscle mass was identified based on the AWGS definition (<7.0 kg/m2 for men and <5.7 kg/m2 for women).Results: During the follow-up period, 460 (5.0%) individuals had incident disability. The prevalence rates of low muscle mass, physical frailty, and comorbid physical frailty and low muscle mass were 12.0% (n = 1104), 6.8 % (n = 624), and 1.8 % (n = 167), respectively. Compared with non-physical frailty/normal muscle mass, physical frailty (hazard ratio (HR) 2.50, 95% confidential interval (CI) 1.97-3.18) and comorbid physical frailty and low muscle mass (HR 4.03, 95% CI 2.85-5.70) were significantly associated with incident disability after adjusting for the covariates.Conclusions: Although low muscle mass alone may not be associated with an increased risk of incident disability in community-dwelling older adults, comorbid physical frailty and low muscle mass had a significant impact on disability. Low muscle mass was a risk factor for disability in older adults with physical frailty. [ABSTRACT FROM AUTHOR]

As population aging has been an issue worldwide, the mobility of older people have attracted the attention of scholars from urban planning, transport geography, and social science. However, few have investigated socio-spatial differentiation among mobility groups, considering their daily needs and activity spaces. To fill this research gap, we conducted a comparative analysis of socio-spatial differentiation, based on individual activity spaces. We used smart card data from Kunming, China, to identify selected individuals' residential locations and travel patterns, and evaluate their accessed activity space. We performed a disaggregated analysis of the individual activity space, and then aggregated the activity counts on each grid. This study found that the residential locations of older metro travelers are significantly different from those of other metro travelers. In addition, socio-spatial differentiation was found to exist due to different daily requirements. The results were confirmed in three LASSO models with built environment variables. These findings are useful in urban and transportation planning to improve elder-friendly services. • We propose an analytical framework to aggregate individual trip records to study socio-spatial differentiation. • We perform a disaggregated analysis of individual activity space, and then design an aggregated study of individual activity. • Socio-spatial differentiation is identified according to spatial heterogeneity of residential locations and activity space. [ABSTRACT FROM AUTHOR]

Achondroplasia (ACH), the most common form of skeletal dysplasia, is characterized by severe disproportionate short stature, rhizomelia, exaggerated lumbar lordosis, brachydactyly, macrocephaly with frontal bossing and midface hypoplasia. Ligamentous laxity has been reported as a striking feature of ACH, but its prevalence and characteristics have not been systematically evaluated yet. There is growing evidence that ligamentous laxity can be associated with chronic musculoskeletal problems and may affect motor development leading to abnormal developmental trajectories. This study aimed to assess the prevalence of ligamentous laxity in children with ACH through standardized tools, the Beighton scale and its modified version for preschool-age children. A total of 33 children (mean age 6.4 ± 3.2 years; age range 1–12.5 years) diagnosed with ACH by the demonstration of a pathogenic variant in the FGFR3 gene and 33 age- and sex-matched healthy controls were included in the study. Both ligamentous laxity assessment and neurological examinations were performed; medical history was also collected from caregivers. Children with ACH showed a 2 times higher risk of ligamentous laxity than the group without skeletal dysplasia (OR = 2.2; 95% CI = 1.0 to 4.7), with 55% of children meeting the diagnostic criteria for hypermobility. No significant difference in ligamentous laxity was observed between males and females. Joint involvement analysis revealed characteristic patterns, with knee hypermobility observed in 67% of patients, while rare was elbow hypermobility. Longitudinal assessments indicated a decreasing trend in ligamentous laxity scores over time, suggesting a potential decrease in hypermobility issues during adulthood. The findings of this study provide valuable insights into the prevalence and characteristics of ligamentous laxity in ACH. Implementation of standardized ligamentous laxity assessments might guide patients' follow-up and facilitate early interventions, helping to prevent pain and improve outcomes and quality of life for such patients. Further prospective studies are needed to explore the natural history of ligamentous laxity in ACH and investigate the potential impact of emerging pharmacological treatments upon hypermobility. [ABSTRACT FROM AUTHOR]

Freezing of gait (FoG) is a common gait disorder in patients with the Parkinson's disease (PD), resulting in mobility limitation, risk of falls and decrease of daily life quality. Wearable sensors offer promising means of predicting FoG in living conditions and provide a critical time window for exogenous intervention. However, existing FoG prediction methods, suffering from complex hand-crafted feature design, low prediction rates, and high false positive rates, are far from ideal. In this study, FoG prediction with wearable inertial sensors is studied. A novel neural network model, named FoG-Net, is proposed to improve FoG prediction, avoiding complicated hand-crafted feature extraction. The FoG-Net consists of a backbone network and a feature fusion network, where the backbone network extracts shallow temporal features, and the feature fusion network automatically learns intra-token information using a self-attention mechanism. In order to comprehensive evaluate the performance of FoG prediction, a set of more practical metrics are designed, considering both prediction accuracy and risk of false alarm. Based on the new metrics, the FoG-Net achieves a competitive performance of 96.97% prediction rate and 22.73% false alarm rate on real FoG data, which provides a new potential for PD patients' fall prevention in daily life. [ABSTRACT FROM AUTHOR]

Introduction: Hip fracture is a common serious injury that occurs mainly in elderly. Dual-mobility hip arthroplasty or bipolar emiarthroplasty for its treatment remains a controversial decision. Co-morbidities and risk of fall represent additional aspects to be considered. The aim of our study was to determine the rate of mechanical complications for these two types of implants related to fall risk status of patients.Patients and Methods: Our study is a retrospective clinical trial of patients operated with a biarticular hemiarthroplasty or a dual-mobility total hip arthroplasty. Primary outcome was dislocation rate and need for any revision procedure. Patients were treated in a single center from January 2013 to March 2017. In all cases Morse Fall Scale (MSF) was calculated at patient admission to evaluate the risk of postoperative fall. Inclusion criteria to the study were: subcapital or femoral neck fracture of non-pathologic nature, patients with neuromuscular disorders or cognitive dysfunction, age > 75 years with MFS ≥ 45. The patients were reviewed postoperatively at 8 weeks, 6 months, 12 months, and then annually. Patients had clinical (Harris hip score) and radiological assessment.Results: The mean duration of the follow-up was 283 months. There were five dislocations in Group A (5,6%) and no dislocations in Group B (0%). All dislocations occurred within the first 6 months after surgery. The mean Harris Hip score was 81,7 in Group A patients and 79, 8 in Group B patients.Discussion: Treatment of hip fractures on non-cooperative patients still represents a dilemma. Falls and runaway motions represent high risk factors of dislocation. Use of dual-mobility cup has been found to be associated with a not statistically proved decrease of dislocation compared to traditional cups.Conclusion: Dual-mobility cups might be considered a valuable option to prevent postoperative dislocation but further study is needed before extending the indications for dual-mobility following a fracture of the femoral neck, to assess the potential cost and complications of a longer procedure. So far, despite a lower dislocation risk, the authors actually cannot recommend widely use of a dual-motility cup instead of emiarthroplasty in high falls risk patients. [ABSTRACT FROM AUTHOR]

Despite some incremental policy shifts accounting for transport equity concerns, the norms within which transport systems worldwide currently function are still implicitly exclusive. Older people constitute a group which is particularly susceptible to issues within the transport system. However, this susceptibility is not evenly distributed, partly due to the considerable heterogeneity in circumstances among this group. The aim of this study is to advance the methods informing the transport equity policy agenda by conducting an empirical investigation of disparities in capabilities based on Sen's Capability Approach. This is done by identifying which resources and characteristics among those aged 65–79 are associated with fewer opportunities relative to their peers. By focusing on capabilities (instead of proxies), the disparities reflecting equity concerns can be more clearly depicted. The research material comprises 1149 interviews with those living in Sweden's large metropolitan regions: Stockholm, Gothenburg and Malmö. Several analyses were developed in order to address the research questions: a multivariate multinomial logistic regression, multivariate binary logistic regressions and a basic analysis of frequencies. Clear links were identified between social resources, holding a driving license, access to public transport, income, health condition and age and capabilities. These results call for a greater focus on capabilities in travel surveys and a more fine-grained approach to equity analyses and policies by accounting for intersectionality effects. As such, more targeted and holistic policy measures can be developed. • This study aimed to advance methods informing the transport equity policy agenda. • An empirical investigation based on Sen's Capability Approach was conducted. • Older people living in Sweden's large metropolitan regions were interviewed. • Links were identified suggesting some groups are more at risk of disadvantage. • Results suggest nuanced approaches to analyses/policies could prove beneficial. [ABSTRACT FROM AUTHOR]

• Older people living in the urban Global South need more consideration. • Explores how mobility shapes the life experiences of older urban residents. • Demonstrates the utility of a combined 'alternative mobilities' and 'social infrastructure' approach for examining urban dynamics. • Qualifies popular narratives of older people as care givers or care recievers. • Illustrates how understanding the lives of older people can reveal past and present processes shaping urban life. This article examines the experiences of an often-neglected population group in geographical scholarship, namely, elderly people living in African cities. Using qualitative research conducted in the Ghanaian cities of Accra and Sekondi-Takoradi, we demonstrate how investigating older people's mobilities, and examining how they influence social and economic processes, has important implications for how agency in urban contexts is conceptualized. We do so using a novel analytical framework that combines mobilities and social infrastructure approaches to generate empirical insights that are more attuned to the spontaneity, heterogeneity, and informality of African urbanism as encountered by older residents. Our findings extend scholarship on ageing and urban studies in two key ways. First, we reveal the dispositions, practices and strategies older residents deploy as part of their efforts to navigate the urban terrain. Through doing so we qualify popular narratives in geography, and allied disciplines, of older people as either care givers or care receivers. Second, we further scholarship in urban studies which, while more considerate of insights from the majority world, especially the experiences of children and youth, has overlooked how older people are shaping urban dynamics in Africa. [ABSTRACT FROM AUTHOR]

• A cross-sectional and longitudinal study is presented in which participants were classified into four groups based on urinary incontinence (present/absent) and total score on the Active Mobility Index (AMI) (high/low). • Among community-dwelling older adults, having urinary incontinence was associated with lower physical and social activity accompanied by outings. • The combination of urinary incontinence and lower physical and social activity accompanied by outings was associated with an increased risk of incident disability after two years. To examine the associations of a combination of urinary incontinence (UI) and life-space activity/mobility with the risk of incident disability among community-dwelling older adults. The participants were 12,808 older adults for the cross-sectional study and 12,516 older adults who completed the follow-up assessment. UI was assessed using a questionnaire. Life-space activity/mobility was evaluated using total, physical, and social scores on the Active Mobility Index (AMI). Participants were classified into four groups (high AMI total score + no UI; high AMI total score + UI; low AMI total score + no UI; low AMI total score + UI). Incident disability was extracted from the Japanese Long-Term Care System. During the 24-month follow-up, 562 participants (4.5 %) developed disability. Those with a low AMI score + no UI (hazard ratio, 1.35; 95 % confidence interval, 1.07–1.71) and those with a low AMI score + UI (hazard ratio, 2.00; 95 % confidence interval, 1.56–2.56) had a higher risk of incident disability than those with a high AMI score + no UI in the follow-up analysis. A combination of UI and low AMI score was associated with an increased risk of incident disability, whereas having UI but a high AMI score was not associated with an increased risk of incident disability. Our findings may help identify older adults at high risk of developing disabilities. [ABSTRACT FROM AUTHOR]

Highlights • Relational linkages of mobility construct and maintain linked-lives over the life-course. • Mobile individuals become a key to provide support strategies to their parents. • Mobility may be used as a strategy to support parents in old age. • Mobility operates as a family livelihood strategy. • Mobility become as a strategy of gratitude and family reunification. Abstract This article examines the role of mobility in the creation of support strategies of Eastern Europeans (EEs) in Spain. It emphasizes the relational linkages of mobility and shows how strategies of linked-lives are constructed and maintained over the life-course. Drawing on 52 in-depth interviews with EEs (Romanians and Bulgarians) who practice mobility to and from Spain, this article makes two contributions. First, it expands the concept of linked-lives across the life-course in mobility. Second, it highlights mobility as a support strategy to show how EE mobile children, through their movement, assist their parents both in their origin countries and in Spain. I argue that mobility articulates and harmonizes multiple practices of support strategies that link people's lives in different ways: (a) mobility as a strategy to support parents in old age; (b) mobility as a family livelihood strategy; and (c) mobility as a strategy of gratitude and family reunification. The conclusions highlight the need to integrate mobility as a support strategy into the study of global mobility. [ABSTRACT FROM AUTHOR]

Background: Mobility impairments have substantial physical and mental health consequences, resulting in diminished quality of life. Most studies on the health economic consequences of mobility limitations focus on short-term implications.Objectives: To examine the long-term value of improving mobility in older adults.Methods: Our six-step approach used clinical trial data to calibrate mobility improvements and estimate health economic outcomes using a microsimulation model. First, we measured improvement in steps per day calibrated with clinical trial data examining hylan G-F 20 viscosupplementation treatment. Second, we created a cohort of patients 51 years and older with osteoarthritis. In the third step, we estimated their baseline quality of life. Fourth, we translated steps-per-day improvements to changes in quality of life using estimates from the literature. Fifth, we calibrated quality of life in this cohort to match those in the trial. Last, we incorporated these data and parameters into The Health Economic Medical Innovation Simulation model to estimate how mobility improvements affect functional status limitations, medical expenditures, nursing home utilization, employment, and earnings between 2012 and 2030.Results: In our sample of 12.6 million patients, 66.7% were female and 70% had a body mass index of more than 25 kg/m2. Our model predicted that a 554-step-per-day increase in mobility would reduce functional status limitations by 5.9%, total medical expenditures by 0.9%, and nursing home utilization by 2.8%, and increase employment by 2.9%, earnings by 10.3%, and monetized quality of life by 3.2% over this 18-year period.Conclusions: Interventions that improve mobility are likely to reduce long-run medical expenditures and nursing home utilization and increase employment. [ABSTRACT FROM AUTHOR]

Hong Kong is a transit-oriented city with an extremely high public transportation share (approximately 90%). Additionally, in this city, the percentage of older people aged 60 or above is predicted to reach 38.0% in 2064. Thus, the provision of age-friendly public transportation is timely and enormously significant. Only with a better understanding of mobility behaviors of older people, it is possible to tailor transportation systems and optimize market strategies to cater to their actual needs and preferences. Based on the 2011 Travel Characteristic Survey data, this paper calibrates a mixed binary logit model and a conditional logit model to uncover older people's travel propensity, as well as destination and departure time choices. The findings include: (1) a host of socio-demographic variables and land-use attributes affect travel propensity; (2) owning an automobile and driving license are too weak to exert significant influence on travel propensity. This finding is in contrast with the conventional wisdom in car-dominant cities where car ownership and license-holding status are significant predictors of mobility; (3) there are random taste variations among respondents regarding travel propensity; and (4) time-constant destination and time-variant origin-destination pair characteristics influence older people's destination and departure time decisions. Based on the results, a few policy suggestions (e.g., reducing the actual and perceived costs associated with interchanges, time-varying public transport service) are discussed. We believe that these policy sights can act as a valuable reference to transportation planning which addresses the mobility of older people, especially in the metropolitan cities which provide similar public transport services. [ABSTRACT FROM AUTHOR]

Background: Outdoor falls in community-dwelling older adults are often triggered by uneven pedestrian walkways. It remains unclear how older adults adapt to uneven surfaces typically encountered in the outdoor built-environment and whether these adaptations are associated to age-related physiological changes.Research Question: The aims of this study were to (1) compare gait parameters over uneven and flat brick walkways, (2) evaluate the differences between older and young adults for these two surfaces, and (3) assess if physiological characteristics could predict adaptations in older adults.Methods: Balance, strength, reaction-time, full-body marker positions, and acceleration signals from a trunk-mounted inertial measurement unit were collected in seventeen older (71.5 ± 4.2 years) and eighteen young (27.0 ± 4.7 years) healthy adults to compute lower-limb joint kinematics, spatio-temporal parameters, dynamic stability, and accelerometry-derived metrics (symmetry, consistency, and smoothness).Results: Both groups increased hip flexion at foot-strike, while decreasing ankle dorsiflexion, margin of stability, symmetry, and consistency on the uneven, compared to flat, surface. Older, compared to young, adults showed a larger increase in knee flexion at foot-strike and a larger decrease in smoothness on the uneven surface. Only young adults decreased hip abduction on the uneven surface. Strength, not balance nor reaction-time, was the main predictor of hip abduction in older adults on both surfaces.Significance: While older adults may be especially vulnerable, uneven surfaces negatively impact gait, irrespective of age, and could represent a risk to all pedestrians. [ABSTRACT FROM AUTHOR]

Background: Gait speed is useful in predicting adverse health outcomes among older adults. In previous studies, gait speed has typically been measured when subjects walk in laboratory settings, where they are able to intentionally change their gait speed. Thus, it is unclear whether the gait speed captured in a laboratory setting is representative of the subjects' actual walking pace in daily life.Research Question: This study proposes using the more accurate "daily life gait speed" (DGS), measured as the subject's average gait speed over a week-long period using the global positioning system (GPS) in their smartphone. We examined the test-retest reliability of the DGS measure in the present study.Methods: Three daily life gait parameters with 186 volunteers (57 men and 129 women), aged 19 to 84 years, were measured using a smartphone application: DGS, average of daily gait cycle during a week (DCY), and average of daily cadence during a week (DCA). Test-retest reliability of the daily gait parameters between test week (T1) and retest week (T2) was assessed with the intraclass correlation coefficient, ICC (2,1), and systematic biases were observed via Bland-Altman plots.Results: The ICCs between the daily gait parameters at T1 and T2 were 0.902 for DGS, 0.916 for DCY, and 0.917 for DCA. The Bland-Altman plots showed no significant fixed or proportional bias between the measurements at T1 and T2.Significance: These results verify that the test-retest reliability of the daily gait parameters in the present study was adequate. [ABSTRACT FROM AUTHOR]

This study focused on differences between the rapidly growing younger (<65 years old) and older (>65 years old) total knee replacement (TKR) patients for measures of balance confidence, movement reinvestment, and functional mobility. Fifty-nine participants, including twenty-nine primary unilateral TKR patients (six months post-TKR) formed the four experimental groups: 1) Younger TKR Patient (YP), 2) Younger Control (YC), 3) Older TKR Patient (OP), and 4) Older Control (OC). The Western Ontario and McMaster Universities Osteoarthritis Index (WOMAC), the Oxford Knee Score (OKS), Activities-specific Balance Confidence scale (ABC), the Movement-Specific Reinvestment Scale (MSRS), and the Timed Up and Go (TUG) test were measured. The YP group reported a significantly lower WOMAC score (p < 0.001), and higher perceived knee joint function (p = 0.001), compared to the OP group. The YP group also reported significantly higher balance confidence (p < 0.001) and less movement reinvestment (p = 0.001) than the OP group. TUG durations revealed that the YP group had significantly higher functional mobility compared to the OP group (p = 0.001). The YP group did not differ from the YC group across any of these measures (p > 0.05). These results identify a clear distinction between younger and older TKR patients for fall risk and TKR outcome, which argues that age should be a factor clinicians take into account when addressing the management and care of individuals recovering from TKR. [ABSTRACT FROM AUTHOR]

Introduction: To analyse physical activity participation in a community-dwelling people in England with hip fracture the interval prior to fracture, in the fracture recovery period, and a minimum of two years post-fracture.Materials and Methods: 215 individuals were identified from the English Longitudinal Study of Ageing cohort (2002-2014) who sustained a hip fracture following a fall and for whom data were available on physical activity participation relating to the period pre-fracture, within-fracture recovery phase and post-fracture (minimum of two years). Physical activity was assessed using the validated ELSA physical activity questionnaire. Prevalence of 'low' physical activity participation was calculated and multi-level modelling analyses were performed to explore physical activity trajectories over the follow-up phase, and whether age, depression, gender and frailty were associated with physical activity participation.Results: Prevalence of low physical activity participation within two years prior to hip fracture was 16.7% (95% Confidence Intervals (CI): 11.6% to 21.8%). This increased at the final follow-up phase to 21.3% (95% CI: 15.1% to 27.6%). This was not a statistically significant change (P = 0.100). Age (P = 0.005) and frailty (P < 0.001) were statistically significant explanatory variables (P = 0.005) where older age and greater frailty equated to lower physical activity participation. Neither gender (P = 0.288) nor depression (P = 0.121) were significant explanatory variables.Conclusion: Physical activity levels do not significantly change between pre-fracture to a minimum of two years post-hip fracture for community-dwelling individuals. This contrasts with previous reports of reduced mobility post-hip fracture, suggesting that 'physical activity' and 'mobility' should be considered as separate outcomes in this population. [ABSTRACT FROM AUTHOR]

• The health risk of ARGs on MPs was firstly quantified rather than just abundance. • PE had higher HRA than others, and urbanization further increased its risk index. • Dispersal limitation increased microbial diversity that determined the HRA. • Higher HRA was accompanied by decreased normal metabolic functions of microbiota. • Multiple biotic and abiotic factors drove the HRA in riverine plastisphere. Microplastics (MPs) ubiquitous in environments promote the dissemination of antibiotic resistance genes (ARGs), threatening ecosystem safety and human health. However, quantitative assessments of the health risks of ARGs (HRA) in plastisphere and an in-depth exploration of their driving mechanisms are still lacking. Here, the microbiomes, ARGs, and community assembly processes of five types of MPs in an urbanizing watershed were systematically investigated. By fully considering the abundance, clinical availability, human pathogenicity, human accessibility, and mobility of 660 ARGs in plastisphere, the HRA on MPs were quantified and compared. Polyethylene had the highest HRA among the five MP types, and urbanization further increased its risk index. In addition to abiotic factors, more complex biotic factors have been shown to drive HRA in plastisphere. Specifically, dispersal limitation accounted for the increasing diversity and interaction of bacteria that determined HRA in plastisphere. Further analysis of metabolic functions indicated that a higher HRA was accompanied by decreased normal metabolic functions of plastisphere microbiota due to the higher fitness costs of ARGs. This study advances the quantitative surveillance of HRA in plastisphere and understanding of its driving mechanisms. This will be helpful for the management of both MPs and ARGs treatments for human health. [Display omitted] [ABSTRACT FROM AUTHOR]

This paper uses creative methodologies to explore the future of relations between art and flight. Responding to the conditions of the pandemic, I take Heathrow Airport, which is near my home, as an observable and symbolic landscape inflected with art's mobilities but also a window onto changing times. I draw on material gathered within the constraints of the lockdown walk – diary notes, photographs, correspondence – as well as theoretical framings that include planetary social thought, evidentiary forms of materialism and aesthetic reflections on the modern ruin. I ask: what axioms and assumptions about art and flight are unsettled by this landscape? What is revealed about relations between art and the planetary? And what possible futures does it offer artists striving to square internationalism with ecological consciousness? In the context of a climate crisis, the deserted airport is suggestive of a catastrophic future that reads as an allegory of fossil fuel dependence. Yet the complexity of disentangling art from flight, an inherently carbon hungry mode of transport, should not be underestimated – it will need to negotiate not just the terrain of environmental impact but also the artistic identities, exhibition models and curatorial personas that have flourished under the conditions of cheap flight. • Creative methodologies can bring new insights into the future of relations between art and flight. • Heathrow Airport during the pandemic was suggestive of a catastrophic future. • The global grounding of planes redistributed knowledge away from the aviation industry and towards its critics. • Mandatory online encounter has sparked an interest among artists in long distance models of collaboration. • Reducing art flight will require new artistic identities, exhibition models and curatorial personas. [ABSTRACT FROM AUTHOR]

The sustainable development of urban electric micro-mobility vehicles (EMVs) requires an orderly charging mode. The illegal charging behavior of EMV users has become a significant cause of EMV fire accidents. However, the current literature lacks attention towards EMV illegal charging behavior. This study employed the extended theory of planned behavior and structural equation modeling approach to identify the driving factors of illegal charging behavior among Chinese EMV users. An empirical study was conducted on 402 EMV users in Nanjing, China, analyzing the relationship between latent variables and testing the moderating effects of control variables, such as gender, through a multi-group analysis. The results revealed that the structural model had a good fit and explanatory power and its predictive validity accounts for about 55% of the variance in adoption intention. Subjective norm was the most important factor driving users' intention to adopt illegal charging behavior, and attitude and perceived behavioral control also present significant positive effects on the intention to adopt illegal charging behavior. Meanwhile, charging environment was significantly and positively related to risk perception, while there was no significant effect on attitude. Risk perception positively influenced attitude, subjective norm, and perceived behavioral control. Furthermore, gender, education, and riding frequency moderate the intention of EMV users to engage in illegal charging behavior, whereas age and riding distance do not have a significant moderating effect. The study offers transportation departments and industry participants valuable insights towards promoting the orderly charging mode of urban EMVs, which is essential for their sustainable development and reducing the risk of electric micro-mobility fire accidents. • The illegal charging behavior among electric micro-mobility users are identified. • Attitude, perceived behavioral control, and subjective norms are significant factors. • The charging environment and risk perception indirectly affect behavior intention. • Gender, education, and riding frequency moderate the behavior intention. • The intervention in reducing the illegal charging behavior is proposed. [ABSTRACT FROM AUTHOR]

The concept of smart mobility and tourism has evolved from a technology-driven approach to one that focuses on sustainable solutions to address economic, social, and environmental issues. The United Nations (UN) sustainable development goals (SDGs) provide a framework for measuring and tracking progress toward sustainability goals. Key performance indicators (KPIs) are a useful tool for measuring and tracking progress towards these goals, allowing for continuous monitoring and evaluation of progress, identification of areas for improvement, and directing targeted interventions. This research aims to develop an indicators-based framework to evaluate the sustainability of smart and sustainable mobility and tourism in rural areas. Rural areas have often been neglected, or at least less prioritized, in the sustainability development of the mobility sector. The study also seeks to identify the overlap of KPIs between rural tourism and mobility, and how improved green mobility services can enhance sustainable rural tourism. Smart mobility and tourism indicators have a strong mutual relationship in rural communities, driving economic development, improving the quality of life for residents and visitors, and creating more sustainable and livable communities. Smart mobility and tourism indicators also play a crucial role in supporting the UN SDGs by providing data and insights that can inform policy and decision-making. The results of this research conclude how the target and performance setting of projects on sustainable mobility and tourism in rural communities support each other, and how they support achieving SDGs. • This study explores smart mobility and tourism, transitioning from tech-driven to sustainable focus. • It developed an indicators-based framework for evaluating sustainability in rural areas. • Identify overlapping key performance indicators between tourism and mobility. • Explore how improved mobility services can enhance sustainable rural tourism. • Investigate indicators' contribution to UN's sustainable development goals. • Results indicate strong mutual relationship between smart mobility and tourism indicators. • Indicators play a crucial role in supporting UN SDGs. [ABSTRACT FROM AUTHOR]

Purpose To determine whether knee extensor power asymmetry limits functional mobility of older adults who possess muscle weakness. Methods Knee extensor power was measured in 36 older men and women (76.0 ± 7.6 yr), for each leg, on an isokinetic dynamometer at 60, 180, and 300 deg s − 1 and power asymmetry was calculated as the percent difference in power between strong and weak legs, at each isokinetic velocity. 400-m walk, stair ascent, and five-repetition chair rise tests were performed to assess functional mobility. Pearson correlations were used to examine the relationship between weak leg power, strong leg power, power asymmetry, and 400-m walk time, stair ascent time, and chair rise time. Participants were then stratified into low power-high asymmetry (LP-HA), low power-low asymmetry (LP-LA), high power-high asymmetry (HP-HA), and high power-low asymmetry (HP-LA) groups who were compared for functional mobility. Results Knee extensor power asymmetry was unrelated to 400-m walk time ( r = 0.16, p = 0.180), stair ascent time ( r = 0.22, p = 0.094), or chair rise time ( r = 0.03, p = 0.437), whereas weak and strong leg powers were equally associated with 400-m time ( r = − 0.62, p < 0.001; r = − 0.62, p < 0.001), stair ascent time ( r = − 0.55, p < 0.001; r = − 0.57, p < 0.001), and chair rise time ( r = − 0.28, p = 0.048; r = − 0.31, p = 0.032), respectively. Power asymmetry was lowest at 60 deg s − 1 (12%), and increased with contraction velocity ( p = 0.001) to 15% at 180 deg s − 1 and to 20% at 300 deg s − 1 . LP-HA exhibited 26% slower 400-walk time than HP-LA ( p = 0.015) and 19% slower than HP-HA ( p = 0.037). LP-HA had 31% slower stair ascent time than HP-LA ( p = 0.033). There were no differences in chair rise performance between groups. Conclusions Knee extensor power asymmetry was unrelated to 400-m walk, stair ascent, and chair rise performance in older adults. Weak and strong limb powers were equally related to these functional measures, but a leftward shift of the power-mobility curve exists for the weak leg that may hinder clinical assessment if strength or power is measured on a single limb and symmetry is assumed. The greatest degree of knee extensor power asymmetry occurred at the fastest isokinetic velocity, which suggests high-speed muscle contractions may better differentiate laterality of function in older individuals. [ABSTRACT FROM AUTHOR]

In the context of an ageing population in Europe, our aim in this paper is to establish the extent to which national governments accommodate mobility among older people by promoting specific, age-friendly qualities of transport systems. We identify 11 qualities that help to promote mobility, and hence independence and social/economic inclusion, for older people. We analyse national-level government documents across the EU, Norway and Switzerland to determine how far they address each quality and conclude that disproportionate emphasis is currently being placed on the tangible and easily understood aspects of safety, barrier freedom and affordability. For various reasons, mobility among older people might better be promoted with a more rounded approach. [ABSTRACT FROM AUTHOR]

Ambulation with a mobility aid is a unique real-life situation of multi-tasking. These simultaneous motor tasks place increased demands on executive function in healthy young and older adults, but the demands have not been evaluated in people with Alzheimer's disease (AD). Mobility problems are common among adults with AD, leading to provision of a mobility aid to optimize independent activity. The study objectives were: (i) to determine the dual-task cost (DTC) associated with the use of a mobility aid in straight and complex path walking, and (ii) to evaluate the association between executive function and ambulation with a mobility aid in older adults with AD and age-sex matched cognitively normal controls. Fourteen people (mean age±SD, 72.6±9.9years) with a diagnosis of probable AD (MMSE range 12-25) and controls (mean age±SD, 72.9±9.5) walked at a self-selected pace and using a 4-wheeled walker in a 6m straight path and a Figure of 8 Test. Ambulation with the walker in a straight path produced a low DTC that was not different between the groups. Ambulation with the 4-wheeled walker in the complex path produced a significantly different DTC in the group with AD at -38.1±23.5% compared to -19.7±21.4% (p=0.041). Lower scores on executive function were associated with longer times across test conditions. Ambulation with a 4-wheeled walker, in particular maneuvering around obstacles, requires greater attentional costs in dementia. Future research should explore the timing for safely introducing mobility aids in AD and the role of improving executive function. [ABSTRACT FROM AUTHOR]

Backward walking (BW) is an inherent component of mobility and function in daily activities, particularly indoors, when it is more likely that a person is barefoot. No studies to date have compared the spatio-temporal characteristics of BW with and without shoes in elderly individuals. This study compared spatio-temporal measures of BW and forward walking (FW) among elderly individuals while barefoot or wearing shoes. Forty-seven elderly individuals (13 men and 34 women, 76.7±7.7years of age) were evaluated. Participants were requested to walk at a comfortable, self-selected pace across the GAITRite® walkway for three trials under each of four conditions: walking forward (FW) and BW wearing their own comfortable low-heeled walking shoes and FW and BW walking without shoes. Gait speed, stride length and cadence were significantly reduced in BW versus FW, with an increase in double limb support (DLS), both with and without shoes. Barefoot BW resulted in significantly increased gait speed and cadence, and decreased DLS compared to BW with shoes. BW stride length was not affected by footwear. While barefoot FW was also associated with a significant increase in cadence and decrease in DLS time compared to walking with shoes, it decreased stride length and had no detrimental effect on gait speed. Assessment of the spatio-temporal parameters of walking barefoot and with shoes during FW and BW can contribute to our understanding of the ability of elderly individuals to adapt to changing walking conditions, and should be included in the assessment of functional mobility of elderly individuals. [ABSTRACT FROM AUTHOR]

According to WHO (World Health Organization) data, people spend at least 80% of their lives indoors, with the percentage rising to 95% for older people with mobility impairments. Creating a thermally comfortable indoor environment is essential for improving users' productivity and well-being, particularly for those who spend maximum time indoors, such as elderly people. India's ageing population is increasing significantly; however, there is lack of studies in the field of thermal comfort for the elderly. The main aim of this paper is to determine the thermal comfort range of elderly people in residences of warm and humid climates during summers in India and to find out the adaptive actions opted by the elderly population to achieve thermal comfort. 740 responses were collected from elderly people through questionnaire surveys along with simultaneous field measurements during the summer. The linear regression analysis found the occupant's comfort temperature of 30 °C and the comfort range was found to be 28.5 °C- 31.5 °C, which was narrower than the younger people's thermal comfort studies at residences. The neutral temperature was higher for the male elderlies than the female elderlies, which was highly correlated with their clothing adjustments. The probit analysis revealed that 90% of the elderly felt comfortable when the operative temperature varied between 26.9 °C and 30.9 °C. Clothing adjustments and taking cold showers are the most preferred behavioural actions by the elderlies in summer, whereas changing the cooking time and tying up hair are the most preferred behavioural adaptations to overcome thermal discomfort for female elderlies. [ABSTRACT FROM AUTHOR]

The low reproductive efficiency (RE) of geese limits their production in the poultry industry. To select ganders with high breeding potential, the effect of 3 sperm mobility ranks (SMRs ; high-, medium-, and low-SMR) on the RE of naturally mating geese was determined. To exclude the confounding effect of social rank (SR) on RE in naturally mating flocks, a 2-factor nested experimental design was used to differentiate the effects of SMR and SR on RE. Twenty-seven ganders and 135 geese (Zi geese, Anser cygnoides L.) at approximately 1 yr of age were divided into 3 flocks, each of which included the 3 SMR groups. Each SMR group included 3 ganders and 15 female geese. Relative genetic contribution (RGC) is defined as the number of offspring sired by 1 male as a percentage of the entire goslings in each flock, and it was used to compare the differences in RE among ganders. The frequency of agonistic behavioral interactions (ABIs) among the ganders was video recorded in each SMR group, and the SR of each gander was determined. In total, 1,026 eggs were incubated, and 609 goslings hatched. Parent-offspring relationships among 771 individuals from the 2 generations were identified using 20 microsatellite markers, and the RGC was calculated. Results showed that the SMR and SR had significant effects on RGC in naturally mating geese (P = 0.001 and P = 0.000, respectively). Significant differences in RGC were observed among the high- and medium- and low-SMR groups, with average RGCs of 14.3, 10.6, and 8.4%, respectively. The high-SMR group had the highest RGCs in each flock, and the ganders with high SR had the highest RGCs among the 3 SMRs. The study showed that in a naturally mating geese population, selecting for the sperm mobility traits of a gander can effectively improve the RE. [ABSTRACT FROM AUTHOR]

Field effect transistor (FET) biosensors provide highly sensitive and rapid detection of bioactive proteins and biomarkers. However, the interface scattering may degrade device performance and the supported substrate also limits the exposed area to biological analytes. Here, a suspended heterostructure field effect transistor (FET) was fabricated for the detection of prostate specific antigen (PSA) in clinical serum samples from patients with prostate cancer. First, we tested the performance of the biosensor by β-actin detection, and the suspended CNTs/MoS 2 heterostructure FET showed higher mobility, conductivity and sensitivity with enhanced stability compared to the conventional supported MoS 2 FET. Furthermore, the suspended device showed ultrasensitive detection of PSA with the limit of detection (LOD) as low as 10-13 μg/μL and large detection range from 10-13 to 10-4 μg/μL. The device also showed rapid response and higher stability. For clinical application, multiple serum samples were analyzed by the suspended CNTs/MoS 2 FET biosensors. The PSA concentration measured by the device was highly consistent with those obtained by the enzyme-linked immunosorbent assays (ELISA) method. Taken together, the suspended CNTs/MoS 2 FET showed sensitive and reliable detection capability with great potential for rapid clinical examination and biomarker monitoring. • This study demonstrates screening PSA by using semiconductor electronics. • The suspended CNTs/MoS 2 heterostructure FET are fabricated with high mobility and good bio-sensing performances. • The novel biosensors exhibit high sensitivity with LOD= 10-12 μg/μL for β-actin and 10-13 μg/μL for PSA detection. • This biosensors enable a rapid quantification of PSA level in prostate cancer patients and healthy people. [ABSTRACT FROM AUTHOR]

How do the perceived chances to get a better position in a company affect how individuals feel and behave towards their employer? Confirming the theory of relative deprivation, recent research showed that social mobility belief has attenuating effects on anger about one's relative social standing. When an individual believes they can change their current social status, negative affect about one's disadvantaged standing is appeased compared to when people believe the present hierarchy is fixed. We tested this model in a workplace context, examining whether perceived intraorganizational mobility ameliorates the effects of a low position at work on negative workplace attitudes (Study 1) and behavior (Study 2). Study 1 (n = 498) found that indeed, perceiving chances of promotion weakened the association of position at work with hostile affect towards the employer. Expanding this model to provide a direct test of the theory of relative deprivation, we designed a moderated mediation model testing whether the effect of workplace position on counterproductive work behaviors was mediated by relative deprivation, and whether this indirect effect was moderated by perceived chances of promotion. As hypothesized, Study 2 (n = 408) found that perceiving chances of promotion attenuated the detrimental effect of workplace position via relative deprivation on counterproductive work behaviors. Effects in both studies occurred independently of company hierarchy, salary, educational attainment, sex, and job sector. Overall, the results suggest that perceiving potential for individual promotion is linked to lower levels of negative workplace attitudes and counterproductive work behaviors. [ABSTRACT FROM AUTHOR]

Although balance and gait deteriorate as a person ages, it is unknown if all balance and gait measures change similarly across the adult age span. We developed the Instrumented Stand and Walk test (ISAW) to provide a quick quantification of key components of balance and walking: postural sway, anticipatory postural adjustments during step initiation, gait, and turning using body-worn, inertial sensors. Our aims were to characterize how different balance and gait measures change with age and to identify key age-related measures of mobility, in a wide age range of healthy, community-dwelling adults. A total of 135 healthy, community-dwelling subjects of age range 21–89 years with no history of falls were enrolled. Subjects wore inertial sensors on the wrists, ankles, sternum and lumbar area; 37 reliable and valid measures of postural sway, step initiation, gait and turning were computed. Univariate and multivariate regression analyses were performed to examine how the measures changed with age. Several distinct correlation patterns between age and ISAW measures were observed: linear deterioration, deterioration after plateau, and subtle, or no, worsening. Spatial, but not temporal, measures of gait were age-related. The strongest age correlation was found for centroidal frequency of mediolateral postural sway ( r = − 0.50, p ≤ 0.001). A hierarchical regression model revealed that age was the most important predictor of mediolateral centroidal frequency, with lower sway frequencies associated with older age, independent of gender, weight, and height. Our results showed that balance and gait represent independent control systems for mobility and not all balance and gait measures deteriorate the same way with age. Postural sway during stance was more strongly related to age than any gait, gait initiation or turning measure. [ABSTRACT FROM AUTHOR]

Background and aims Research suggests that the protease cathepsin L is causally involved in atherosclerosis. However, data on cathepsin L as a risk marker are lacking. Therefore, we investigated associations between circulating cathepsin L and cardiovascular mortality. Methods Two independent community-based cohorts were used: Uppsala Longitudinal Study of Adult Men (ULSAM); n = 776; mean age 77 years; baseline 1997–2001; 185 cardiovascular deaths during 9.7 years follow-up, and Prospective Investigation of the Vasculature in Uppsala Seniors (PIVUS); n = 993; 50% women; mean age 70 years; baseline 2001–2004; 42 cardiovascular deaths during 10.0 years follow-up. Results Higher serum cathepsin L was associated with an increased risk for cardiovascular mortality in age- and sex-adjusted models in both cohorts (ULSAM: hazard ratio (HR) for 1-standard deviation (SD) increase, 1.17 [95% CI, 1.01–1.34], p = 0.032 PIVUS: HR 1.35 [95% CI, 1.07–1.72], p = 0.013). When merging the cohorts, these associations were independent of inflammatory markers and cardiovascular risk factors, but non-significant adjusting for kidney function. Individuals with a combination of elevated cathepsin L and increased inflammation, kidney dysfunction, or prevalent cardiovascular disease had a markedly increased risk, while no increased risk was associated with elevated cathepsin L, in the absence of these disease states. Conclusions An association between higher serum cathepsin L and increased risk of cardiovascular mortality was found in two independent cohorts. Impaired kidney function appears to be an important moderator or mediator of these associations. Further studies are needed to delineate the underlying mechanisms and to evaluate whether the measurement of cathepsin L might have clinical utility. [ABSTRACT FROM AUTHOR]

Objective The purpose of this study was to determine the extent to which mobility indices (such as walking speed and postural sway), motor initiation, and cognitive function, specifically executive functions, including spatial planning, visual attention, and within participant variability, differentially predicted collisions in the near and far sides of the road with increasing age. Methods Adults aged over 45 years participated in cognitive tests measuring executive function and visual attention (using Useful Field of View; UFoV ® ), mobility assessments (walking speed, sit-to-stand, self-reported mobility, and postural sway assessed using motion capture cameras), and gave road crossing choices in a two-way filmed real traffic pedestrian simulation. Results A stepwise regression model of walking speed, start-up delay variability, and processing speed) explained 49.4% of the variance in near-side crossing errors. Walking speed, start-up delay measures (average and variability), and spatial planning explained 54.8% of the variance in far-side unsafe crossing errors. Start-up delay was predicted by walking speed only (explained 30.5%). Conclusion Walking speed and start-up delay measures were consistent predictors of unsafe crossing behaviours. Cognitive measures, however, differentially predicted near-side errors (processing speed), and far-side errors (spatial planning). These findings offer potential contributions for identifying and rehabilitating at-risk older pedestrians. [ABSTRACT FROM AUTHOR]

Quantifying intra-person variability in travel choices is essential for the comprehension of activity–travel behaviour. Due to a lack of empirical studies, there is limited understanding of how an individual's travel pattern evolves over months and years. We use two high-resolution user-labelled datasets consisting of billions of GPS track points from ∼ 3800 individuals to analyse individuals' activity–travel behaviour over the long term. The general movement patterns of the considered population are characterised using mobility indicators. Despite the differences in the mobility patterns, we find that individuals from both datasets maintain a conserved quantity in the number of essential travel mode and activity location combinations over time, resulting from a balance between exploring new choice combinations and exploiting existing options. A typical individual maintains ∼ 15 mode–location combinations, of which ∼ 7 are travelled with a private vehicle every 5 weeks. The dynamics of this stability reveal that the exploration speed of locations is faster than the one for travel modes, and they can both be well modelled using a power-law fit that slows down over time. Our findings enrich the understanding of the long-term intra-person variability in activity–travel behaviour and open new possibilities for designing mobility simulation models. • We analyse individual travel behaviour using two longitudinal GPS datasets. • Individuals maintain a conserved quantity in their mode–location choices over time. • We quantify the speed of exploration for travel mode and activity location. • Findings provide empirical support for designing new mobility simulation models. [ABSTRACT FROM AUTHOR]

Humanity is in a situation in which climate change has a significant impact on all countries of the world. Countermeasures can mainly be taken through changes in people's behavior or through technical innovations (von Borgstede et al., 2013). This study aims to investigate the connection between attitude toward sustainable behavior in relation to the environment and climate and the intention to change the behavior regarding nature and environmental protection. Using a structural equation model with Lavaan (0.6–9) (Rossel, 2012) and a sample of 14,233 personal face-to-face interviews in Germany, this study analyzes the importance of the new ecological paradigm (NEP) and environmental concerns (EC) as factors influencing attitudes toward sustainable behavior in the context of the theory of planned behavior (TPB). It also measures attitude on intention to change the behavior regarding nature and environmental protection in the four areas of consumption, energy, food, and mobility. Egoistic environmental concerns and pessimistic view (based on NEP) were found to play the greatest impact on attitude toward sustainable behavior. The results show that the egoistic view has the strongest influence on attitudes toward sustainable behavior related to the environment and climate. Accordingly, behavior change can only be effective if the behavior change measures lead to personal consequences. The influence of attitude toward sustainable behavior on intention to change behavior has the largest effect on the areas of consumption and energy. • Simultaneously investigation of the environment-related influencing variables in one research model (n = 14,233; Germany). • Research within four areas of life: consumption, energy, food, and mobility. • Extended the Theory of Planned Behavior by environmental concerns (EC) and the new ecological paradigm (NEP). • Two-dimensionality in the data for NEP (pessimistic view and superior view) and EC (egoistic and altruistic). [ABSTRACT FROM AUTHOR]

Different balance tests are used to assess age-related decline of movement function. Good basic metric characteristics are in order for a balance test to become a useful assessment tool for clinical and research practice. By measuring balance of 27 young (22.3 ± 3.6 years) and 23 elderly (82.3 ± 9.6 years) adults discrimination power (ROC curve) of five common and one novel balance test was assessed (maximal lunge, quick step, leaning forwards and backwards, star excursion balance test, forward reach and centre-of-pressure (CoP) tracking, respectively). In all of the tests at least one parameter had high discriminating power (ROC area > 0.8, p < 0.05; d > 0.8). CoP displacement derived parameters in the star excursion balance test had high discrimination power and had the potential to give additional information on balance, besides the outreach distance. The interaction effect between age and direction of reach or lean proved to be insignificant, with the frequency of CoP direction changes in anterior–posterior direction during star excursion balance test being the only exception. The results of this study add to the methodological ground base in clinical balance assessment protocols by identifying parameters with the highest discriminating power of the most commonly applied balance assessment tests. [ABSTRACT FROM AUTHOR]

The ability to safely perform cognitive-motor dual-tasks is critical for independence of older adults. We compared age-associated differences in global and segmental control during dual-task walking in sub-optimal sensory conditions. Thirteen young (YA) and 13 healthy older (OA) adults walked a straight pathway with cognitive dual-task of walking-while-talking (WT) or no-WT under four sensory conditions. On randomly selected trials, visual and vestibular inputs were manipulated using blurring goggles (BV) and Galvanic Vestibular Stimulation (GVS), respectively. Gait speed decreased more in YA than OA during WT. Gait speed increased with GVS with normal vision but not BV. Step length considerably decreased with WT. Trunk roll significantly decreased only in OA with GVS in WT. Head roll significantly decreased with GVS regardless of age. Results indicate GVS-induced adaptations were dependent on available visual information. YA reduced their gait speed more than OA to achieve a similar pace to safely perform WT. GVS resulted in both age-groups to reduce head movement. However, with the addition of WT during GVS, OA also stiffened their trunk. Therefore, with increased attentional demands healthy OA employed different compensatory strategies than YA to maintain postural control. [ABSTRACT FROM AUTHOR]

With Singapore's rapidly ageing population, it is prudent to acquire a better understanding towards the influence of densely inhabited neighbourhoods on mobility and walking duration as experienced by the elderly. The factors, “road crossing delay”,“recreational facilities (social interaction area)”, “cycle”, “exercise”, “medical” and “working” were found to be significantly associated with elderly walking duration at 90% confidence level. Longer elderly walking duration (per week) was associated with whether the elderly is working and the elderly's perceived availability of social interaction areas and shops. This study also reveals how their typically short travel distances point to an importance of the immediate neighbourhood safety and accessibility of elderly living in Singapore, and elderly fallers who sustained lower mobility level(s) and walking duration. Besides developing policies aimed at bettering the health of senior citizens, the findings act as good advice for local authorities in prioritising neighbourhood enhancement schemes. [ABSTRACT FROM AUTHOR]