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• La música combina sonidos y silencios que siguen leyes en el momento de componer, como la armonía, el ritmo y la melodía. Cuando se escucha música el cerebro y la mente se activan en distintas áreas despertando las emociones, la imaginación y los sentimientos; la música estimula el hemisferio izquierdo del cerebro, relacionado con la lógica, habilidades comunicativas, el lenguaje y los números. El objetivo de la presente investigación es difundir que la música, a más de ser una forma de expresión artística, es una importante herramienta en el proceso de aprendizaje, pues estimula diversas áreas del cerebro generando emociones y convirtiéndose en un recurso pedagógico eficaz, puede incluso usarse en casos de dislexia porque ayuda a mejorar las habilidades auditivas y de procesamiento temporal. Parte de la metodología es usarla como estrategia pedagógica motivadora, generando múltiples beneficios físicos, neurológicos, psicológicos y desarrollo de habilidades sociales, reducción del estrés y la ansiedad. Está comprobada la importancia de la música en los primeros años de la educación formal, los juegos, la música y cantos son parte de la enseñanza, en qué momento se empiezan a abandonar estas prácticas y la educación comienza a ser rígida y tediosa?

Abstract In this work, the effect of the simulated body fluid temperature on the electrical interface parameters of the state‐of‐the‐art PEDOT‐PSS electrode was studied. PEDOT‐PSS was synthesized by electrodeposition on graphite and gold‐coated‐graphite electrodes. All electrochemical measurements were performed in phosphate‐buffered saline aqueous solution (pH 7.4) at room temperature (25 °C) and body temperature (37 °C). The results of the work confirmed that the modification of the carbon or metallic electrode with conducting polymer PEDOT : PSS significantly reduced the interfacial impedance and improved charge storage capacity and current injection limit due to its high electroactive surface area, roughness and porosity compared to the bare substrates. The work showed that solution temperature is a critical factor that can influence the electrical interface parameters of electrodes for neural stimulation. Understanding and controlling these temperature‐dependent effects are essential for ensuring the reliability, safety, and efficacy of neural stimulation applications in both research and clinical settings.

El goalball es el único deporte paralímpico creado específicamente para personas ciegas y deficientes visuales y por las características que posee esta actividad resulta beneficiosa su inclusión en las clases de Educación Física. El trabajo que se presenta tuvo como objetivo elaborar una estrategia metodológica para la inclusión de estudiantes con discapacidad visual en la práctica del goalball durante las clases de Educación Física, en el instituto especial para niños ciegos "Mariana de Jesús", en el nivel Educación General Básica superior. La investigación se sustentó en un enfoque cuantitativo-cualitativo donde se emplearon métodos del nivel teórico como el histórico-lógico, el análisis-síntesis, la inducción-deducción y del nivel empírico el análisis documental, la observación, la medición, el criterio de expertos y el prexperimento. Los resultados alcanzados por las dimensiones establecidas resaltan la necesidad de una transformación en las clases de Educaión Física, por lo que se diseñó una estrategia metodológica con características adaptativas, valorada de muy adecuada por los expertos. En los resultados que significaron su puesta en práctica, se asumieron los cambios generados entre el pretest y el postest realizado que permitieron la inclusión y el avance de la calidad de las competencias y las destrezas motrices de los estudiantes.

Do sada je razvijen značajan broj programa za prevenciju nasilja u partnerskim odnosima, što je otvorilo potrebu za razvojem instrumenata za njihovu evaluaciju, čiji broj je za sada oskudan. U ovom radu predložen je jedan takav instrument, kojeg je isprva činilo 42 stavke, u vidu skala Likertovog tipa, sa petostepenim rangiranjem odgovora. One su formulisane tako da procenjuju stavove za koje su prethodna istraživanja ukazivala da su značajni prediktori nastanka i ispoljavanja nasilja u partnerskim odnosima mladih. Skala je, zajedno sa demografskim upitnikom, onlajn administrirana uzorku od 193 ispitanika studentske populacije (85.1% ženskog pola), starosti 19-22 godine, iz tri Univerzitetska centra, Beograd, Niš i Novi Sad. Primenom analize glavnih komponenti izdvojena je jedna komponenta od 22 ajtema, koja je objašnjavala 51.2% varijanse kriterijuma i po sadržaju joj je odgovarao naziv “Skala za ispitivanje stavova mladih prema nasilju u partnerskim odnosima“. Pouzdanost skale izražena vrednošću Kronbahovog alfa koeficijenta iznosila je .951. To potvrđuje da ova skala ima uslove da se koristi kao pouzdan instrument za evaluaciju preventivnih programa za kontrolu i sprečavanje nasilja u partnerskim odnosima mladih.

Abstract In this work, we investigated the feasibility of ammonium removal by electrodialysis (ED), a well‐known electro‐membrane process, based on the selective migration of anions and cations through anion exchange membranes (AEMs) and cation exchange membranes (CEMs). ED experiments are performed using a laboratory pilot. The ion exchange membranes (IEMs) pair used is AXE/CMX, AXE as an AEMs and CMX as a CEMs. The first tests are performed with real groundwater solutions from Kenitra city (Morocco), spiked with an initial concentration of 3 mg/L NH4Cl. The results gave a specific demineralization (SD) to NH4+ ions of 84.60 %; for a demineralization rate (DR) of 80 % and a time of 60 min. The multivariate principal component analysis (PCA) presents a total inertia of 99.23 %, the majority of the variables of which are positively correlated on the C1 axis with a variance of 95.5 % than that of C2 of 3.78 %. The quality of the diluted water determined by the Legrand‐Poirier method showed that the water was aggressive and that the addition of 4.54 mg/L Ca2+ was necessary to balance the water and make it fit for human consumption.

Abstract Li‐ion batteries are attracting an increasing attention due to the process of electrification involving different industrial sectors. Many efforts are dedicated to improving battery performance in terms of cyclability, capacity, fast charging and safety to name a few. Therefore, it is of primal importance to identify and understand the degradation modes that stay behind cell failure. In this sense, Loss of Lithium Inventory (LLI) and Loss of Active Material (LAM) are considered fundamental indicators for estimating the state of health of a cell. In this work, we introduce an automated open tool which is able to return LLI, LAM and voltage drop due to and eventual development of an internal resistance by fitting experimental pseudo‐OCV profiles of a cell, at its beginning and end of life, with a simulated curve obtained from the pseudo‐OCP curves of positive and negative electrodes. The tool is based on a mathematical model consisting in linear transformations that keeps it simple and guarantees for low computational cost. The model is validated against bibliographic dataset and tested on experimental curves from lab‐scale coin and commercial cylindrical cell with different chemistries.

This study examines politeness in media discourse by using a pragmatic model to investigate complexities of language management. Drawing on various media texts analysis, the explicit research run focuses on the impact some stylistic decisions have on politeness perception and production. The study aims to fulfil the following objectives: The study seeks to explore the linguistic nuances, contextual determinants, and rhetorical devices which provide a full understanding of how media practitioners employ politeness strategically in communication, as a response to the question “How do cultural aspects relate to the stylistic manipulation of politeness in media discourse?” This study sets to provide invaluable comprehension on the dynamic correlation between language style and politeness in English discourse from the standpoint of pragmatics and style.

Aim or Purpose: To construct injectable oxygen-generating hydrogels for O2 enrichment in local periodontal pockets and investigate their antimicrobial and antibiofilm effectiveness. Materials and Methods: Various concentrations of calcium peroxide (CPO) and 0.5 mg/mL catalase (CPO-GelMA) were encapsulated into gelatin methacryloyl (GelMA) hydrogels. Oxygen release profiles within 7 d under hypoxic conditions were measured using an optical oxygen microsensor. Antibacterial effects of different CPO-GelMA hydrogels on planktonic P. gingivalis were evaluated by growth-inhibition assay and colony-forming unit counting method. Antibiofilm effects on mono-species and multi-species biofilms (P. gingivalis, S. gordonii, F. nucleatum, A. naeslundii, and A. actinomycetemcomitans) were evaluated by confocal microscope and scanning electronic microscope (SEM). Results: Various CPO-GelMA hydrogels exhibited a burst O2 release in 30 min and sustained release for up to 7 d. 5% (wt%) or higher concentrations of CPO-loaded hydrogels possessed significant bacteriostatic effects on P. gingivalis at 24 h and 48 h, while 10% and 15% CPO-loaded hydrogels decreased the viable bacteria by 99%. Furthermore, the confocal and SEM images indicated that CPO-GelMA hydrogels substantially inhibited biofilm formation and eradicated the pre-formed mono-species and multi-species biofilms. There were more dead bacteria and less biofilm mass in the CPO-GelMA hydrogel-treated groups compared to the pure GelMA-treated one. Conclusions: Incorporating CPO into GelMA hydrogels can generate sufficient O2 for killing P. gingivalis and disrupting the pre-formed biofilms, showing promising potential as an adjunctive strategy for periodontal treatment.This study was supported by the Health and Medical Research Fund of Hong Kong (Grant number: 20190442).

This article weaves together philosophy and theology to explore the imperative of conservation in our increasingly interconnected world. Amidst the shadows of globalization, climate change, and global warming, this intellectual journey continues. The use of the thought-provoking metaphor of the jellyfish underscores humanity's central role in the story of ecological challenges. This pursuit underscores our deep moral duty to navigate complicated paths to viable solutions. While eschewing empirical or case-specific inquiry, this essay presents a concise analytical perspective that enhances our cognitive understanding of the intricate interplay between human societies and the pristine realms of the natural order. This treatise also adopts a theological perspective by weaving spiritual concepts into its fabric. By illustrating poignant instances of environmental degradation, intellectual inquiry brings into sharper focus the profound moral imperatives that underpin the call to address problems such as climate change. Drawing on philosophical and theological foundations, the essay expands our understanding of the intricate threads that connect humanity to the environment. It offers insights into the delicate web of intricate relationships that must be carefully nurtured and preserved. As theological perspectives enrich the discourse, important connections between faith, moral obligations, and our responsibilities to the planet become clear. This treatise offers a holistic perspective on the challenges of our time, combining philosophical and religious concepts to provide a comprehensive view of our current problems.

This study examines the consequences of freeway construction on neighborhoods of color across California, with a focus on socioeconomic changes, route selection, community reactions and resistance, and the disruptions to residents, businesses, and other assets. Expanding on three prior case studies conducted by the research team, this study incorporates three additional case studies: South Colton, West Fresno, and City Heights in San Diego. The construction of freeways was a contributing mechanism to the perpetuation of racial inequality, weakening social institutions, disrupting local economies, and physically dividing neighborhoods. However, the outcomes varied across locations. In South Colton, a freeway was ultimately not built through its community of color, though largely for reasons of construction costs. City Heights, initially a predominantly non-Hispanic white neighborhood, underwent a demographic transformation driven by white flight during a decades-long pause in freeway construction. West Fresno did face consequences from freeway development but was also unique in its diversity of residents pre-freeway, including people of color and non-Hispanic white immigrant communities. Freeway development contributed to transforming West Fresno into an overwhelming community of color. Across these cases, freeways fragmented communities, displaced residents, and reinforced pre-existing racial divides. These racialized impacts stemmed from systemic socioeconomic marginalization and exclusion of people of color in the planning process. Today, public investments aimed at reconnecting communities offer an opportunity to address the enduring harms caused by freeways. However, achieving meaningful progress will require the integration of restorative justice principles into the planning and decision-making processes.

Growing poverty in America’s suburbs challenges their image as single-family residential communities for middle class, predominantly white families. Research shows that suburban areas now have the largest share of households under the poverty line. Since these areas have lower density development and lower levels of public transit service compared to urban areas, living in the suburbs may pose accessibility challenges for low-income households, particularly those without a personal vehicle. To explore housing and transportation issues associated with the suburbanization of poverty, we combined U.S. Census data from Contra Costa County, which has the highest rates of suburban poverty in the San Francisco Bay Area, and online and in-person surveys with individuals who earn less than 80% of the Area Median Income (AMI), around $75,000. This research identifies demographic and external factors that lead low- and moderate-income households to move to suburban areas, accessibility barriers faced by low- and moderate-income suburban households, and how transportation use and transportation and housing costs differ between urban and suburban low-income residents in the Bay Area.

Automobiles can greatly enhance access to employment and other opportunities. However, many households do not have the resources to purchase a vehicle outright and must rely on automobile loans. This increases the total cost of owning a vehicle, particularly for non-white consumers who may have to pay higher purchase prices and/or higher interest rates due to discriminatory lending practices. The effects of high household debt—of which automobile loans are one component—are magnified in lower income neighborhoods, leaving residents with fewer resources to invest in the local economy. Our team used the University of California Consumer Credit Panel, a dataset from Experian, which tracks every loan and borrower in California, to examine how and why automobile loan debt varies from place to place in the state and its consequences. We specifically tested whether total automobile debt, debt burden (the ratio of automobile debt to income), and automobile loan delinquencies in 2021 disproportionately affected non-white neighborhoods.

California is committed to transitioning heavy-duty vehicles (HDVs) from diesel to zero-emission vehicles (ZEVs) like battery electric vehicles (BEVs) or hydrogen fuel cell electric vehicles (HFCEVs) by 2045, and in certain cases much sooner. Achieving this goal requires substantial efforts from various sectors, including vehicle manufacturers, infrastructure developers, and governments. It is particularly important to understand the perspectives of HDV fleet operators, as their viewpoints and willingness to adopt ZEVs will be critical to California’s success in this transition. To better understand the perspective of fleet operators, we conducted in-depth interviews with 18 California HDV fleet operators, across various sectors and fleet sizes, on the viability of zero-emission fuels and vehicles over the next 10 to 20 years and the main motivators for, and barriers to, procuring ZEVs.

The State of California has increasingly considered the housing and environmental crises together by encouraging affordable housing development in transit rich areas. As such, municipalities are encouraging the creation of affordable housing near transit lines and metropolitan planning organizations are being called on to preserve transit-accessible affordable housing at the regional level. While much effort has gone into advocating for affordable housing in transit rich areas, research has yet to evaluate the experience of low-income residents at such sites. In turn, we surveyed 192 residents at six affordable housing sites geographically spread throughout San Diego County to understand their transportation experiences. All the developments were 100 percent affordable, contained at least 50 units, and provided both multifamily and seniorhousing.

Drayage trucks (i.e., heavy-duty trucks that move containers and bulk freight between ports and rail facilities, distribution centers, and other nearby locations) are a critical part of port operations, however, they also adversely affect air quality. In California, drayage fleets are facing strict regulatory pressure under the Advanced Clean Fleets (ACF) regulations. Starting in January 2024, all newly registered drayage trucks in the CARB Online System must be zeroemission vehicles (ZEVs), so either a battery electric truck (BET) or hydrogen fuel cell electric truck (HFCET). By 2035, every drayage truck operating in California must be zeroemission.

Given that small fleets (defined as those with 20 or fewer vehicles) represent a considerable portion of the heavy-duty vehicle (HDV) sector, understanding their perspectives, along with those of large fleets, on zero-emission vehicles (ZEVs) and related policies is crucial for achieving the U.S. HDV sector’s ZEV transition goals. However, research focusing on small fleets or comparing both segments has been limited. Focusing on California’s drayage sector with stringent ZEV transition targets, this study investigates the awareness and perceptions of small and large fleet operators on ZEV technologies and policies established to promote ZEV adoption. Using a fleet survey, we obtained 71 responses from both small and large fleets. We employed a comprehensive exploratory approach, utilizing descriptive analysis, hypothesis testing, and thematic analysis. Findings reveal that both segments generally rated their ZEV knowledge as close to neutral, with about a third reporting limited awareness of the ZEV policy. Both segments highlighted various adoption barriers, including challenges with infrastructure, costs, and operational compatibility. Business strategies under the ZEV policy differed significantly: small fleets planned to delay or avoid ZEV procurement, with some considering relocation, while large fleets were more proactive, with many already having procured or preparing to procure ZEVs. Both segments voiced concerns about the disproportionate impact on small fleets. The findings enhance our understanding of equity issues in ZEV adoption across fleet segments and offer valuable insights for policymakers committed to a more equitable distribution of the impacts.

Insufficient charging/fueling infrastructure poses a major challenge to achieving U.S. policy goals for transitioning the heavy-duty vehicle (HDV) sector to zero-emission vehicles. Addressing the infrastructure needs of HDV fleet operators, who are key demand-side stakeholders, is crucial for developing effective solutions and strategies. This study investigates these needs through a fleet survey of California’s drayage sector, focusing on battery electric trucks. Key aspects examined include preferences for charging locations, access types, charging duration, time-of-day for charging, and innovative solutions like Truck-as-a-Service. Analyzing responses from 53 companies with varying fleet sizes, annual revenues, and operational characteristics, the study employed a comprehensive exploratory approach, utilizing descriptive analysis, thematic analysis, and hypothesis testing. Findings reveal that while most fleets preferred on-site charging, about a quarter, primarily smaller fleets with five or fewer trucks, preferred both on-site and off-site options. Private access was often favored for on-site facilities, though some respondents recognized the benefits of shared access for expanding operational coverage. The study also identified a need for faster charging solutions at both off-site and on-site locations, particularly for long-haul or mixed operations. Time-of-day preferences varied widely, driven by the need for efficient operations. Furthermore, a small proportion of participating fleets preferred Truck-as-a-Service over traditional procurement, predominantly among smaller fleets or those with lower revenues. The comprehensive research findings contribute to a deeper understanding of charging infrastructure needs and offer practical insights for policy practitioners and industry stakeholders committed to advancing zero-emission infrastructure.

Many U.S. states are supporting the transition of the heavy-duty vehicle (HDV) sector to zero-emission vehicles (ZEVs), with California leading the way through its policy and regulatory initiatives. Within various HDV fleet segments, California’s drayage fleets face stringent targets, requiring all vehicles newly registered in the Truck Regulation Upload, Compliance, and Reporting System to be ZEVs starting January 2024, and all drayage trucks in operation to be zero-emission by 2035. Understanding fleet operator behavior and perspectives is crucial for achieving these goals; however, it remains a critical knowledge gap. This study investigates the preferences and influencing factors for ZEVs among drayage fleet operators in California. We conducted a stated preference choice experiment survey, developed based on previous qualitative studies and literature reviews. With participation from 71 fleets of various sizes and alternative fuel adoption status, we collected 648 choice observations in a dual response design, consisting of a forced choice between ZEVs and a free choice between ZEVs and status quo alternatives. Multinomial logit model analyses revealed driving range and purchase costs as significant factors for ZEV adoption, with charging facility construction costs also critical in hypothetical choices between ZEVs and status quo alternatives. Fleet or organization size also influenced ZEV choices, with large fleets more sensitive to operating costs and small organizations more sensitive to off-site stations. These findings enhance our understanding in this area and provide valuable insights for policymakers dedicated to facilitating the transition of the HDV sector to zero-emission.

Critical nodes in transportation networks, such as major transit tunnels and interchange stations, are vital for maintaining system functionality following a disruptive event such as a large earthquake. This project focuses on evaluating the seismic resilience of BART’s Berkeley Hills Tunnel that intersects the Hayward Fault, one of California's most active seismic zones. The Hayward Fault poses a significant risk, with the potential for a magnitude 7+ earthquake that could severely impact the tunnel, potentially disrupting BART service and affecting the broader transit network. This study employs the latest fault displacement hazard data and models to estimate the probability of fault rupture displacements and assesses the resulting damage. It then evaluates the likelihood of service interruptions caused by potential Hayward Fault events. Theresults suggest that the tunnels may experience minor to significant damage depending on the amplitude of the faultdisplacement, which can lead to repair times ranging from a few weeks to over a year. The findings highlight the importance of improving tunnel resilience to minimize service disruptions and ensure efficient recovery following major earthquakes.

Many studies have focused on the shifts in travel patterns caused by the COVID-19 pandemic and how travel demand continues to evolve in the post-pandemic era. Key metrics such as trip volume–the total number of trips within a specific area–help explain the pandemic’s impact on travel demand over time. However, to fully understand changes in travel behaviors, it is also important to analyze where trips start and end—otherwise known as Origin-Destination (OD) demand.To better understand OD demand during and after the pandemic, our research team developed a data-driven methodology to analyze travel patterns across different regions, times of day, days of the week (weekday and weekend), and trip purpose. This study used passively collected location-based data from the StreetLight Data platform (StreetLight Data, 2022) in the form of weekly OD matrices of all vehicle modes, segmented by various relevant variables. We focused on the Northern California Megaregion, which includes 21 counties from the San Francisco Bay Area to the Sacramento region and the northern part of the San Joaquin Central Valley. The study period spanned from January 2019 to October 2021.

The California High-Speed Rail (HSR) project aims to transform transportation in the state. To understand the impact of this project as it “rolls out” across the state, we analyzed its economic benefits across each of its plannedphases, complementing official projections from the California High-Speed Rail Authority (CHSRA). Our analysis is based on a spatial economic model of the rail system model previously developed by members of our team. This model captures the direct potential travel benefits of the HSR project, such as quicker and sometimes cheaper transportation, for commuters, business travelers, and leisure travelers. It also captures wider economic benefits such as higher wages and land values stemming from greater concentration of employment in more productive areas.

The California High-Speed Rail (HSR) project stands to significantly change transportation across the state, but questions remain about who will benefit most from this massive infrastructure investment. While previous analyses have focused on the aggregate economic benefits of HSR in California, we provide a more nuanced understanding of these benefits for communities across California using a spatial economic model previously developed by members of our team. This model captures the direct potential travel benefits of the HSR project (such as quicker and sometimes cheaper transportation) for commuters, business travelers, and leisure travelers. It also captures wider economic benefits such as higher wages and land values stemming from greater concentration of employment in more productive areas. We examine how these benefits would be distributed across California regions and socioeconomic and income groups. By understanding the potential disparities in the impact of the HSR project, policymakers can develop complementary policies to promote more balanced economic development across regions in the state.

Editorial PhD. 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Su análisis desde la LOIPEVM María Paula Villacrés Salas, Sabina Lorena Gamboa Vargas El traslado de los servidores judiciales frente al debido proceso en Ecuador Angeles Yuliana Castillo Tasipanta, Jorge Mateo Villacrés López Diseño de un Sistema de Gestión por Procesos Pedro Manuel Cabeza García, Francisco Javier Monroy Espinosa, Pablo Hernán Solórzano Polo El Habeas Corpus frente a la realidad del sistema penitenciario en el Ecuador Brian Steve Villacis Borja, Clara Daniela Romero Romero La comunicación institucional dentro de la gestión universitaria Vilma Maribel García González, Lilibeth Alexandra Orrala Soriano, Iván Santiago Pacheco Proaño Los accidentes de trabajo durante el teletrabajo, en Ecuador Juan Sebastián Cuvi Navas, Yudith López Soria Análisis de situaciones didácticas como instrumentos psicológicos para aprender a leer y escribir en primaria Betsabé Martínez Corona, Javier Moreno Tapia Estudio de vinculación con la colectividad de Odontología de la Universidad Católica de Cuenca Santiago Efraín Vintimilla Coronel, Edwin Joselito Vasquez Erazo Dificultades que el docente afronta a nivel superior en una sociedad post pandémica COVID-19 Cinthia Pelcastre González, Octaviano García Robelo El rol del Estado frente a las desapariciones forzadas de personas en Ecuador Génesis Romina Toro Paredes, Willam Enrique Redrobán Barreto Estrategias administrativas en la optimización de recursos en los procesos de enfermedades pulpares Rafael Bernardo Piedra Andrade, Edwin Joselito Vasquez Erazo Background of the preparation for the pedagogical professional orientation in the Physics Education major Dayamí Pérez-Martínez, Ada Iris Infante-Ricardo, Duanis Vázquez-López, Maritza Librada Cáceres-Mesa Modelo didáctico de desarrollo de la habilidad contextualización espacio-temporal en la Historia de Cuba Dimelsa Rivas Dusut, Gabriel Eduardo Oliver Castillo, Francisco Luis López Medina El Relato Digital como estrategia didáctica en la enseñanza del inglés como lengua extranjera en Educación Superior Teresa Cuevas Martínez, Jorge Armando Manzano Martínez, Erika González-Farfán Habilidades gerenciales y desempeño laboral de docentes universitarios Deisy Carolina Castillo Castillo, Yonimiler Castillo Ortega Modelo de Negocio para la Gestión de Servicios de Construcción en Línea Blanca Lucía Avila Correa, Edwin Joselito Vázquez Erazo La tutoría académica en el desarrollo del proceso de enseñanza-aprendizaje en la Educación Superior Adalia Lisett Rojas Valladares, Ignacio García Álvarez, Yaquelín Alfonso Moreira, Yideira Domínguez Urdanivia El acoso laboral como causal de la terminación de la relación laboral en el Ecuador Yajaira Vanessa Arce Torres

La mayoría de estudios cuantitativos orientados a explicar la sucesión familiar agrícola se basan en modelos de respuesta binaria. Usualmente estos modelos han exhibido un bajo poder explicativo, lo cual se ha atribuido a que por lo general solo toman en cuenta variables socioeconómicas tradicionales y simplifican un fenómeno tan complejo como lo es la sucesión familiar agrícola a solo dos posibles respuestas. Dado lo anterior, el principal objetivo de esta investigación fue analizar el peso de tres tipos de variables sobre la sucesión generacional agrícola. Variables socioeconómicas, el nivel del Proceso de Integración Generacional y variables de percepción. La investigación se llevó a cabo en Zarcero, Costa Rica, con un total de 126 agricultores de hortalizas. La probabilidad de sucesión se dividió en tres niveles: muy alta, media y muy baja. Los datos se analizaron a través de tres modelos multinomiales. El modelo que incluyó los tres tipos de variables, anteriormente mencionados, es el que mejor predice la sucesión (79% de predicción correcta). Así mismo, el modelo III, que solo incluye variables de percepción y el nivel del Proceso de Integración Generacional, explica mejor la sucesión que aquel (modelo II) que solo toma en cuenta las variables socioeconómicas. Estos resultados representan una evolución en la forma como se estudia la sucesión familiar agrícola, ya que se determinó que los factores de percepción y relacionados con la inclusión de los jóvenes en la finca son los que mejor explican la sucesión familiar agrícola.

Abstract. Background:. We hypothesized that intramuscular administration of autologous total immunoglobulin G (IgG) could induce an immunomodulatory effect in human subjects. In our previous studies, we showed that intramuscular administration of autologous total IgG could induce significant clinical improvements and increases of the serum levels of interleukin-10 (IL-10) and interferon-gamma (IFN-γ) in patients with atopic dermatitis. Objective:. To investigate the mechanism of immunomodulation induced by intramuscular administration of autologous total IgG, we evaluated changes in T cells before and after intramuscular administrations of autologous total IgG in this study. Methods:. Thirteen healthy adults received 8 intramuscular injections of 50 mg autologous total IgG for 4 weeks (from week 0 to week 4). The percentages of IL-10- or IFN-γ-producing peripheral blood T cells, as well as serum levels of IL-10, IFN-γ, and immunoglobulins, were measured at baseline (week 0) and at weeks 4, 8, and 12. Results:. The percentage of IL-10-producing CD4+ T cells was significantly increased at weeks 8 and 12 compared to baseline (P .05). No serious adverse events were observed. Conclusion:. Intramuscular administration of autologous total IgG induced immunomodulatory effects on T cells in healthy human subjects. This simple intervention could be a safe, effective, and economical T cell immunomodulation method for human subjects (NCT03695757).

Abstract. Introduction:. A giant cell tumor of soft tissue (GCST) is a benign soft tissue tumor that often occurs subcutaneously in the extremities. Rare cases of malignant GCST have been reported, but its pathogenesis remains unclear. Patients concerns:. We report a case of a 68-year-old man who noticed a painless mass on his second toe one and a half years ago. He visited the Department of Dermatology at our hospital. Magnetic resonance imaging revealed a soft tissue tumor, surrounding the distal aspect of the second toe. Diagnosis:. A biopsy of the tumor was performed by a dermatologist, and it revealed a malignant giant cell tumor of the toe. Interventions:. He was referred to our department and underwent lay amputation for wide-margin resection. Outcomes:. No recurrence or metastasis was observed 5 years after treatment. Conclusion. : Malignant GCST should be treated with wide-margin resection immediately after its diagnosis.

California must build, operate, and maintain transportation infrastructure while ensuring that the health of communities and the planet are not compromised. In addition to vehicleemissions, supply chain inputs and energy use from constructing and maintaining transportation projects (e.g., roads, airports, bridges) result in pollution that contributes to climate change and impacts the health of local communities. Project-specific air and noise pollution can further burden vulnerable populations. By assessing transportation projects using a life-cycle perspective, all relevant emission sources and activities from raw material production, supply chain logistics, construction, operation, maintenance, and end-of-life phases of a project can be analyzed and mitigated.

Carpooling allows travelers to share a ride to a common destination and can include several forms of sharing a ride, such as casual carpooling and real-time carpooling. Because carpooling reduces the number of automobiles needed by travelers, it is often associated with numerous societal benefitsincluding:1) reductions in energy consumption and emissions, 2) congestion mitigation, and 3) reduced parking infrastructure demand. In recent years, economic, environmental, and social forces coupled with technological innovations are encouraging shared and pooled services. Shared mobility is changing how people travel and is having a transformative impact on mobility. This chapter reviews key trends impacting the mobility marketplace including the growth of shared mobility and key demographic indicators, such as an aging population and Millennials entering the workforce. For decades, carpooling has been used as a strategy by numerous public agencies and employers as a strategy to address a range of climate, environmental, and congestion mitigation goals, while simultaneously increasing roadway and parking capacity. This chapter discusses how employers and public agencies can support carpooling.

A significant proportion of frontline nurses developed post-traumatic stress disorder (PTSD) symptoms as a result of working during the COVID-19 pandemic. This study aimed to determine the efficacy of a mindfulness- and acceptance-based smartphone app intervention among nurses traumatized by the COVID-19 pandemic. This was a two-arm, randomized controlled trial. We randomly assigned 60 frontline nurses working in various clinical settings in the United States during the pandemic to either the intervention group (i.e. participants used the mindfulness app for 6 wk) or the wait-list control group. We assessed the apps efficacy through outcome measures of PTSD symptom severity, experiential avoidance, rumination, mindfulness, and resilience, measured at pre-, mid-, and post-intervention periods and a 1-month follow-up. Intervention satisfaction and perceived usability of the app were assessed within the intervention group. There was strong evidence of within-between interaction for PTSD, experiential avoidance, and rumination, implying significant improvement of these outcomes for the intervention group as compared to the control group. We only found a within-group interaction effect for mindfulness, indicating significant improvement of mindfulness within the intervention group only. Participants in the intervention group reported high satisfaction levels and perceived usability with the app. Findings highlight that mindfulness- and acceptance-based smartphone apps can improve PTSD symptoms of nurses traumatized by the pandemic. Healthcare organizations should provide nurses with accessible interventions (e.g. mindfulness apps) to treat and prevent secondary behavioral consequences of the pandemic, such as PTSD.

In 2017, California passed Senate Bill 1 (SB1) to bolster transportation infrastructure funding. Using data primarily from the California Department of Transportation (Caltrans)’s official SB1 progress reports, we analyze the severity of cost overruns, delays, and cancellations across SB1 Transportation Projects. Although events such as the COVID-19 pandemic likely caused some of these negative outcomes, our statistical models show consistent patterns of overruns associated with fiscal periods, programs, and geographic locations. Our results indicate that the common 20% contingency is generally insufficient, indicating the need for better risk estimation in project planning. We also suggest amplifying data transparency on project performance and re-evaluating project selection criteria to avoid rewarding underestimation of project costs and duration and penalizing accurate estimation.

This report summarizes the findings from ten sets of analyses that investigated ways the COVID-19 pandemic transformed people's activity-travel patterns. Data were collected through three waves of surveys in Spring 2020, Fall 2020, and Summer 2021 in California and the rest of the US. We found that there was a substantial shift among California workers from physical commuting to exclusive remote work in 2020, followed by a transition to hybrid working schedules by Summer 2021. The adoption of remote work and hybrid work varied significantly among population subgroups, with higher income, more educated individuals, and urban residents showing the greatest shift to these arrangements. In terms of mode use and vehicle ownership, increased concerns about the use of shared modes of travel correlated with an increasing desire to own a car. We observed a major decrease in walking for commuting purposes and a significant increase in walking and biking for non-work trips. The study also found a reduction in the demand for, and/or an elevated aversion to, ridehailing because of the shared nature of the service. Regarding shopping patterns, the study found a nearly five-fold increase in the number of respondents who shopped online at least once per week between Fall 2019 and Spring 2020. However, part of this increase vanished by Fall 2020. Overall, the pandemic brought both temporary changes and longer-term impacts. The study proposes strategies to promote sustainable transportation and social equity among different population groups as communities strive to recover from the pandemic.

In this study, we examine if observed line-level changes in OCTA bus boardings could be partly attributed to AB 60, while controlling for differences in transit supply, socioeconomic variables, gas prices, and the built environment. Using fixed effects panel data models, we analyzed monthly boardings on different OCTA route classifications—local, community, Express, and station link routes—one year before (2014) and two years after (2015 and 2016) AB 60’s implementation.

While transportation infrastructure and efficiency should inform where to build more housing, little is known about how housing allocation and development processes can be coordinated more systematically with transportation. To date, transportation-housing coordination has often relied on the densification of areas near rail transit stations, putting heavy burdens on these locations and their residents. Much less attention has been paid to how densification can be achieved in a more equitable manner by encompassing other sites. This report directs attention to non-rail locations, specifically low vehicle miles traveled (VMT) areas and bus corridors, and examines the challenges that can arise in promoting densification more broadly. It shows that data uncertainties can make it challenging to identify low VMT locations and that prioritizing only low VMT locations for residential development may have limited effectiveness in expanding housing opportunities in high opportunity areas. The report further explores ways to achieve more inclusive densification of non-rail transit areas and highlights the importance of anti-displacement strategies.

Microtransit is a technology-enabled transit service that typically employs shuttles or vans (Figure 1) to provide on-demand transportation with dynamic routing. While many rides are dispatched and paid via a smartphone, many services also provide a telephone booking option. A few services accept cash payment and street hails (similar to taxis). Variations of microtransit can include fixed schedules and routes and larger or smaller vehicles. Typically, microtransit services are operated by or provided on behalfof a government entity or nonprofit organization, although privately operated microtransit programs also might exist.

The State of California has increasingly urged construction of affordable housing development in transit-rich areas (California Department of Housing and Community Development 2024) but so far transit-oriented development has generally not reduced vehicle miles traveled for low-income renters (Chatman et al. 2019; Lund, Cervero, and Willson 2004). This report quantifies the cost of daily travel needs for affordable housing residents in San Diego, California, especially seniors aged 62 and older, in two ways. First, it analyzes their trip travel time for the entire San Diego region using activity-based model (ABM) data. Second, it summarizes results from surveys of residents in six affordable housing buildings, three of which provide supportive housing to seniors. Overall, it finds that affordable housing residents use public transit more often than those who have access to a car. But traveling by public transit takes much longer on public transit than traveling by personal vehicle. Survey respondents under age 62 expressed greater dissatisfaction with the costs of public transit ridership, compared to seniors, and were also more likely to express dissatisfaction if they were working. Seniors were more likely to express dissatisfaction with the conditions of public transit stops.

The COVID-19 pandemic has had a significant impact on public transit ridership in the United States, especially for rail transit. Land use, development density, and the pedestrian environment are strongly associated with station-level transit ridership. This study examines how these characteristics affect transit ridership pre- and post-COVID and how they differ across station types based on longitudinal data for 242 rail stations belonging to Bay Area Rapid Transit, San Diego Metropolitan Transit System, Sacramento Regional Transit, and LA Metro between 2019 and 2021. We found overall a 72% decrease in station-level ridership, but changes were not uniform. Station areas with a higher number of low-income workers and more retail or entertainment jobs tend to have lower ridership declines, while areas with a large number of high-income workers, high-wage jobs, and higher job accessibility by transit had more ridership losses. When comparing station area ridership and activity changes based on mobile phone user data, ridership declined more drastically than activity across all four rail systems, which implies that rail transit riders switched to other modes of transportation when accessing the station areas. Given these findings, it is likely that rail transit services oriented toward commute travel, especially core station areas with jobs for higher income workers, will continue to have an uneven recovery, posing critical implications for transit resilience planning and equity in the post-pandemic era. Considering sources of funding other than passenger fares to sustain rail transit, strategizing to reinvent and reinforce downtowns as destinations, and shifting rail transit services to appeal to non-commute travel can be promising strategies to support rail transit.

During the pandemic, California’s four major rail systems— Bay Area Rapid Transit (BART), San Diego Metropolitan Transit System (MTS), Sacramento Regional Transit (SacRT), and Los Angeles County Metropolitan Transportation Authority (LA Metro)—experienced an average ridership decline of 72 percent between 2019 and 2021. BART had the greatest decrease (87 percent) and MTS the lowest (47 percent). However, ridership changes varied significantly across individual stations, with stations located in the central business district or at the end of lines having the highest ridership losses. Land use, development density, and the pedestrian environment are strongly associated with station-level transit ridership. We examined how these characteristics affect transit ridership pre- and post-COVID and how they differ across station types based on longitudinal data collected between 2019 and 2021 for 242 rail stations belonging to BART, MTS, SacRT, and LA Metro.

The paper deals with the construction of railways in Bratislava (before 1918 Pressburg, Pozsony, Prešporok), determining the concentration of industrial areas along it, especially on the periphery, but also near railway stations on the edge of the city centre. The construction of railway stations and the construction of lines are accompanying processes of urbanization of cities, which have also manifested themselves in Bratislava since the middle of the 19th century. The railway line, determining the construction of factories, was an important element not only for traffic flows of commodities, but also as urban formation factor. After 1900, the railway, as one of the main attributes of modernization, gradually became a barrier to the development of other types of transport and the establishing of new, mainly residential structures. It has been repeatedly shown that the city will develop mainly to the northeast. The presence of railways initially helped this development - it combined the interest of the predominant cargo transport with passenger transport. Later, these two types of transport segregated, while passenger rail transport, unlike cargo, was still tolerated in the city. Town planning visions, which were trying to solve the relocation of the main station and the displacement of railway lines from the city, were only partially realized. They were never realized as a holistic task.

El estudio utilizó el estimador de Turnbull para diseñar el precio promedio, el precio de límite superior e inferior para la aceptación del seguro agrícola por los agricultores en el estado de Kogi. Esto se ha vuelto imperativo considerando el uso de herramientas estadísticas descriptivas débiles para estudios similares en el país. El estudio describió específicamente las características socioeconómicas de los agricultores de cultivos, evaluó la concientización de los agricultores sobre el plan de seguro agrícola, determinó los factores que influyen en la disposición de los agricultores a tomar un seguro agrícola y evaluó el precio promedio que los agricultores de cultivos están dispuestos a tomar. Se utilizó una técnica de muestreo de varias etapas para seleccionar ciento cincuenta (150) hogares de cultivos agrícolas para el estudio y se utilizó un cuestionario estructurado para obtener datos de los encuestados. Los datos se analizaron mediante estadísticas descriptivas, puntuación sigma, modelo de regresión probit y el estimador de Turnbull. Los resultados mostraron que el 77% de los agricultores eran hombres con una edad media de 40 años y un tamaño promedio de 9 miembros. Se registró un nivel bajo (puntuación sigma de 4.59) de la concientización de los agricultores sobre el seguro agrícola; sin embargo, el 72% de los agricultores estaban dispuestos a tomar un seguro agrícola. Las variables significativas que influyen en la disposición a tomar un seguro agrícola por parte de los agricultores fueron educación (β = 1.03), estado civil (β = -0.82), tierra cultivada (β = -0.01) y propiedad de la tierra (β = 1.20). El promedio de la disposición a pagar (WTP) para el seguro agrícola por los encuestados fue N2, 035 / parcela y N8, 140 / ha ($ 1 = N306). Por lo tanto, el estudio recomendó un aumento en el nivel de alfabetización entre los agricultores y la provisión de servicios de seguros agrícolas a una tasa asequible.

The purpose of this article is to present the importance of analyzing the concept of economic development and quality of life in the context of sustainable development. The concept of economic development has been debated and approached by economists from the earliest times to the present day, when we witness an intensification and diversification of its approach both in the social and the sustainable context due to the changes in within society. These transformations lead to another concept, that of sustainable development that has become a priority at both national and international level, representing a viable variant in the evolution of humanity in the long run. Sustainable development is a current concept, and activity in almost all sectors of activity is being developed taking it into account and its implications for quality of life through education, health, economic development and beyond. In terms of sustainability, of sustainable development, we must consider meeting current needs through rational and efficient management of current resources by protecting the environment without endangering the future of the generations to come. In this article I will try to analyze in this article, by scientific observation and by reviewing the specialized literature, the segment of economic development in a sustainable context taking into account the economic-social indicators, the concept of economic growth and the objectives of sustainable development.