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Research by Cynthia Irwin-Williams and the San Juan Valley Archaeological Project during the 1970s included investigations at Salmon Pueblo, near modern Bloomfield, NM. Interest focused on the construction and early occupation by immigrants from Chaco Canyon. Research also included the 80 km Great North Road, which joined Pueblo Alto at the southern end with Salmon Pueblo at the northern terminus. In order to investigate the North Road, Pierre Morenon conducted an intensive foot survey of the road trajectory and associated features. A large ceramic collection from the road and nearby sites was analyzed by Hayward Franklin. Pottery types dated mostly from 1050 to 1130 CE. A typical assemblage of decorated and utility pottery came northward from Chaco Canyon centers. Smaller amounts of northern San Juan pottery also occurred, signifying transport of ceramics and other goods southward from outliers at Salmon and Aztec Pueblos. [ABSTRACT FROM AUTHOR]

Objectives: Writing on topics related to the role of Arab tribes in the Ottoman era gives us an impression of the relations Which linked these tribes to the Ottoman Empire and the extent of their influence on the Ottoman decision regarding many matters, especially the economic and military aspects, and this appeared clearly in the text of the research.Methodology: We followed a methodology that would achieve the objectives of the study by analyzing the Ottoman documents that were the basis of this study, which dealt with all the information related to the Mawali tribe and its relationship with the Ottoman Empire, and working to provide an in-depth study on the important information that these documents contain.Results: The Mawali tribe played a major role in drawing up Ottoman policy in the areas of its presence, starting from the state of Raqqa in northern Syria to the city of Anah in western Iraq, especially with regard to transportation and communication routes, their protection, and tax collection, in addition to their management of many Ottoman sanjaks.Recommendations: Emphasizing the necessity of studying many other Arab tribes that deserve study and that had a prominent role in drawing up Ottoman policy in the areas where they were located, as there are many tribes with a clear influence in drawing up Ottoman policy that should have a clear study, for example the Zobaa tribe.

Copyright of Journal of the College Of Basic Education is the property of Republic of Iraq Ministry of Higher Education & Scientific Research (MOHESR) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Al-Adab / Al-ādāb is the property of Republic of Iraq Ministry of Higher Education & Scientific Research (MOHESR) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

With the rapid growth of on-demand delivery, traditional third-party delivery services using electric bicycles face increasing challenges, including increased labor costs and safety issues. To address these issues, we propose two modes for on-demand delivery systems using buses. One is the "bus terminal + professional crowd shippers" (B&P) mode, which involves consolidating parcels from various origins at the bus transfer hub. From there, they are grouped and delivered by buses. The other is the "bus stop + crowdsourced passenger" (B&C) mode, which transports parcels directly from the origin to the destination by passengers without the need for consolidation and sorting at bus transfer hubs. Both modes fully utilize the surplus capacity of buses and employ resources from retail stores and third-party shippers. We evaluated these modes using key performance indicators (KPIs) such as labor costs, cost increases from en-route destination changes, and average delivery time per kilometer. This analysis was based on 18,349 delivery cases in downtown Ningbo, China. Through this evaluation, we identified the strengths, weaknesses, opportunities, and threats associated with each mode. Our findings reveal that both the B&P and B&C modes effectively reduce delivery costs and external impacts while maintaining a user experience and efficiency level comparable to traditional third-party delivery services for mid-to-long-distance (3-10 km) deliveries. However, the use of public transportation may limit the flexibility of the delivery mode. Based on these insights, we provide strategic recommendations for the further development and implementation of B&P and B&C modes., (© 2024. The Author(s).)

Routable Digital Maps represent a recent advancement driven by the growth of Intelligent Transportation System applications. Efforts have been made to develop and utilize maps within computer systems that can autonomously identify optimal routes. Typically, online map visualizations lack essential information such as traffic patterns, construction zones, or lane counts, which are crucial for designing accurate and realistic routes. This research introduces a route planning method that aggregates and reuses various data points to establish a robust framework for developing new routing plans. The primary goal is to analyze the collected data and create a framework for estimating a geometrically smooth centerline of a road map route. This method involves generating a series of parallel curves, known as offset curves, to facilitate the creation of new routes and alternative lanes. The following examples illustrate some empirical results obtained from this approach., Competing Interests: The authors have declared that no competing interests exist., (Copyright: © 2024 Rasheed, Bashir. This is an open access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited.)

Effective freight transportation planning through different modes drives countries economic growth by ensuring the delivery of goods safely and sustainably. This article provides a systematic literature review focused on intermodal transport tactical planning, addressing logistical technical factors for efficient transportation modes management in cargo delivery. The methodology is based on the research questions definition, search process, and article selection criteria, exploring the network structures evolution to verify technical factors influencing network structures, including mode combinations, geographical distribution, and mathematical models' decision variables and constraints. According to the research question proposed, the most relevant technical factors for intermodal planning network structures are flow cargo, transport modal activation, flow conservation, delivery time, and vehicle management, generally found in countries with extensive road infrastructure and a high modal integration capacity, as China, Europe, and USA. Considering the decision variables and constraints, flow conservation is a common element observed in intermodal transport mathematical models. Thus, a balance between transportation costs and transportation modes utilization was verified, and insights into the relation between technical logistics factors application and network structures for cargo delivery efficiency were revealed. Finally, the systematic literature review contributes to understanding the main intermodal transportation planning evolving landscape, offering valuable insights for future research and practical implementations.

Objective: The objective of this study is to examine the feasibility of using survey data to identify factors that predict commute mode choice., Design: The study design is cross-sectional., Setting: Survey data from the Finnish Public Sector study (2020) were used., Participants: 42 574 public sector employees, of whom 10 983 were selected for the final sample. These included employees with 5 km or less commuting distances and those working full-time onsite or partly remotely. The mean age was 46 (SD 11) years, and 84% were women., Primary Outcomes: Commute by (1) bike or foot (an active mode) during summer and winter weather and (2) by car (a passive mode) during summer and winter weather., Methods: Using logistic Lasso (least-absolute-shrinkage-and-selection-operator) regression, we developed and tested a prediction model for short commutes of 5 km or less to identify the characteristics of employees most likely to commute actively during summer and winter weather and passively during summer and winter weather., Results: All models had a good predictive ability with a C-index of 0.82, 0.77, 0.72 and 0.71. Cycling and walking during summer weather were predicted by shorter commutes, higher physical activity, lower body mass index (BMI), female sex and higher team psychological safety. Predictors of cycling and walking during winter weather were shorter commute length, higher physical activity, lower BMI and higher age. Commuting by car during summer weather was predicted by longer journey length, higher BMI, lower physical activity, male sex and having children 7-18 years old living at home. Predictors of driving during winter weather were almost identical, but the male sex was replaced by having a spouse., Conclusions: We identified the correlates of active and passive commute choice in different weather conditions with eight variables. This information can be used to develop and target interventions to promote sustainable and healthy commuting modes., Competing Interests: Competing interests: None declared., (© Author(s) (or their employer(s)) 2024. Re-use permitted under CC BY. Published by BMJ.)

The escalating generation of household medical waste, a byproduct of industrialization and global population growth, has rendered its transportation and logistics management a critical societal concern. This study delves into the optimization of routes for vehicles within the household medical waste logistics network, a response to the imperative of managing this waste effectively. The potential for environmental and public health hazards due to improper waste disposal is acknowledged, prompting the incorporation of contamination risk, influenced by transport duration, waste volume, and wind velocity, into the analysis. To enhance the realism of the simulation, traffic congestion is integrated into the vehicle speed function, reflecting the urban roads' variability. Subsequently, a Bi-objective mixed-integer programming model is formulated to concurrently minimize total operational costs and environmental pollution risks. The complexity inherent in the optimization problem has motivated the development of the Adaptive Hybrid Artificial Fish Swarming Algorithm with Non-Dominated Sorting (AH-NSAFSA). This algorithm employs a sophisticated approach, amalgamating congestion distance and individual ranking to discern optimal solutions from the population. It incorporates a decay function to facilitate an adaptive iterative process, enhancing the algorithm's convergence properties. Furthermore, it leverages the concept of crossover-induced elimination to preserve the genetic diversity and overall robustness of the solution set. The empirical evaluation of AH-NSAFSA is conducted using a test set derived from the Solomon dataset, demonstrating the algorithm's capability to generate feasible non-dominated solutions for household medical waste recycling path planning. Comparative analysis with the Non-dominated Sorted Artificial Fish Swarm Algorithm (NSAFSA) and Non-dominated Sorted Genetic Algorithm II (NSGA-II) across metrics such as MID, SM, NOS, and CT reveals that AH-NSAFSA excels in MID, SM, and NOS, and surpasses NSAFSA in CT, albeit slightly underperforming relative to NSGA-II. The study's holistic approach to waste recycling route planning, which integrates cost-effectiveness with pollution risk and traffic congestion considerations, offers substantial support for enterprises in formulating sustainable green development strategies. AH-NSAFSA offers an eco-efficient, holistic approach to medical waste recycling, advancing sustainable management practices., Competing Interests: The authors have declared that no competing interests exist., (Copyright: © 2024 Hu et al. This is an open access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited.)

Background: Engaging in active transport will enable individuals across the life course to increase their habitual levels of physical activity. The aim of this study was to engage citizen scientists (CS) to identify factors that influence active transport in their community., Methods: The Our Voice citizen science methodology developed at Stanford University was employed. CS completed a "discovery walk," taking photos of things that help or hinder active transport. Three groups were recruited: children aged 10-12 years (n = 11), adults (n = 12), and older adults >65 years (n = 10). CS rated each photo and provided a narrative explaining their reason for taking the photo. Once all CS in a specific age group had completed the walk, they met for a group discussion. The CS worked together to analyze the data, arranging them into themes and identifying priority actions. Two CS representatives from each age group presented their findings to the local council decision makers., Results: Children highlighted the need for safer crossings, especially from their school to the local park, and suggested zebra crossings as a solution. The adults highlighted that road signs prioritized vehicles, not pedestrians, and requested that this be reversed. Older adults noted that the poor condition of the pavements made it harder for people in wheelchairs to navigate. The CS recommendations have informed the council's walking and cycling network program., Conclusion: Engaging with citizen science provided the community with an opportunity to advocate for meaningful yet realistic improvements in the built environment that could promote neighborhood active transport and physical activity across the lifespan.

Background: The prevalence of tobacco and alcohol use among adolescents is alarming, and these substances are among the leading risk factors for current and future health among adolescents. Physical activity has the potential to help prevent substance use among adolescents. The objective of this study was to evaluate the association between physical activity, modes of transportation to or from school, and sitting time with tobacco and alcohol use among 222,495 adolescents., Methods: This cross-sectional study used data from national surveys conducted in 66 countries, obtained through the Global School-based Student Health Survey, and included adolescents aged 11 to 17 years. Information on physical activity, transportation to or from school, sitting time, and tobacco and alcohol use was collected through self-report questionnaires. Generalized linear models were employed to estimate the associations between these variables., Results: The analysis, adjusted for sex, age, and region, revealed that being physically active was associated with lower odds of smoking (OR: 0.86, 95%CI: 0.83-0.89), alcohol use (OR: 0.74, 95%CI: 0.72-0.76), binge drinking (OR: 0.66, 95%CI: 0.62-0.69), and drunkenness (OR: 0.85, 95%CI: 0.83-0.88) compared to inactivity. Insufficiently active participants also had lower odds of tobacco use (OR: 0.83, 95%CI: 0.80-0.85), alcohol use (OR: 0.77, 95%CI: 0.75-0.79), binge drinking (OR: 0.91, 95%CI: 0.87-0.96), and drunkenness (OR: 0.88, 95%CI: 0.85-0.90) compared to inactive participants. Additionally, active transportation to or from school was associated with lower odds of tobacco use (OR: 0.97, 95%CI: 0.95-0.99), alcohol use (OR: 0.94, 95%CI: 0.92-0.96), and binge drinking (OR: 0.78, 95%CI: 0.75-0.81) compared to those using passive transportation. Participants with acceptable sitting time, however, were more likely to use tobacco (OR: 1.48, 95%CI: 1.45-1.52), use alcohol (OR: 1.68, 95%CI: 1.64-1.72), binge drink (OR: 1.68, 95%CI: 1.62-1.75), and experience drunkenness (OR: 1.66, 95%CI: 1.62-1.69) compared to those with excessive sitting time., Conclusion: Being physically active, even at insufficient levels, may have beneficial effects on tobacco and alcohol use in adolescents. Acceptable sedentary time, on the other hand, was positively associated with tobacco and alcohol use., (© 2024. The Author(s).)

Shared E-scooter (SE) travel is a low-carbon transportation method that can be further enhanced by integrating with metro systems. This study aims to quantify the impact of the built environment, attitude preferences, weather perception, and other factors on the evaluation and intention to use the "SE-metro transfer" travel mode, as well as how to efficiently and concisely measure and model these effects. Empirical analysis was conducted using questionnaire data from Changsha, China, with 683 participants surveyed. Three satisfaction models were established and compared based on the Technology Acceptance Model (TAM), and an optimal M2 model was expanded to incorporate users' subjective perceptions of weather, proposing a method to simplify questionnaire length. The study found that well-designed vehicles and infrastructure, along with necessary supporting facilities, play important roles in enhancing SE usage. However, there are still many areas for optimization in Changsha's SE policies. Despite the advantages of SE in terrain and physical fitness, which have significantly expanded and changed their user base compared to traditional shared bicycles, there is still much potential to adapt to the middle-aged and older user groups. The results of this study can provide valuable insights for professionals and government officials in designing systems, constructing infrastructure, and formulating policies., Competing Interests: The authors have declared that no competing interests exist., (Copyright: © 2024 Lin et al. This is an open access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited.)

Ferry transport has witnessed numerous fatal accidents due to unsafe navigation; thus, it is of paramount importance to mitigate risks and enhance safety measures in ferry navigation. This paper aims to evaluate the navigational risk of ferry transport by a continuous risk management matrix (CRMM) based on the fuzzy Best-Worst Method (BMW). Its originalities include developing CRMM to figure out the risk level of risk factors (RFs) for ferry transport and adopting fuzzy BWM to estimate the probability and severity weights vector of RFs. Empirical results show that twenty RFs for ferry navigation are divided into four zones corresponding to their risk values, including extreme-risk, high-risk, medium-risk, and low-risk areas. Particularly, results identify three extreme-risk RFs: inadequate evacuation and emergency response features, marine traffic congestion, and insufficient training on navigational regulations. The proposed research model can provide a methodological reference to the pertinent studies regarding risk management and multiple-criteria decision analysis (MCDA)., Competing Interests: The authors have declared that no competing interests exist., (Copyright: © 2024 Pham, Van Hoang. This is an open access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited.)

Background: Encouraging alternatives to the car such as walking, cycling or public transport is a key cross-sector policy priority to promote population and planetary health. Individual travel choices are shaped by individual and environmental contexts, and changes in these contexts - triggered by key events - can translate to changes in travel mode. Understanding how and why these changes happen can help uncover more generalisable findings to inform future intervention research. This study aimed to identify the mechanisms and contexts facilitating changes in travel mode., Methods: Prospective longitudinal qualitative cohort study utilising semi-structured interviews at baseline (in 2021), three- and six-month follow up. Participants were residents in a new town in Cambridgeshire, UK, where design principles to promote walking, cycling and public transport were used at the planning stage. At each interview, we followed a topic guide asking participants about previous and current travel patterns and future intentions. All interviews were audio recorded and transcribed. Data analysis used the framework approach based on realist evaluation principles identifying the context and mechanisms described by participants as leading to travel behaviour change., Results: We conducted 42 interviews with 16 participants and identified six mechanisms for changes in travel mode. These entailed increasing or reducing access, reliability and financial cost, improving convenience, increasing confidence and raising awareness. Participants described that these led to changes in travel mode in contexts where their existing travel mode had been disrupted, particularly in terms of reducing access or reliability or increasing cost, and where there were suitable alternative travel modes for their journey. Experiences of the new travel mode played a role in future travel intentions., Implications: Applying realist evaluation principles to identify common mechanisms for changes in travel mode has the potential to inform future intervention strategies. Future interventions using mechanisms that reduce access to, reduce reliability of, or increase the financial cost of car use may facilitate modal shift to walking, cycling and public transport when implemented in contexts where alternative travel modes are available and acceptable., (© 2024. The Author(s).)

Therapeutic monoclonal antibody (mAb) products for intravenous (IV) administration generally require aseptic compounding with a commercially available diluent. When the administration site is located away from the preparation site, the prepared dosing solution may need to be transported in a vehicle. The impact of vehicle transportation on the product quality of mAbs needs to be evaluated to define safe handling and transportation conditions for dosing solutions. The design and execution of actual vehicle transportation studies require considerable resources and time. In this study, we systematically developed three different laboratory equipment-based methods that simulate vehicle transportation stresses: orbital shaker (OS), reciprocating shaker (RS), and vibration test system (VTS)-based simulation methods. We assessed their feasibility by comparing the impact on product quality caused by each simulated method with that caused by actual vehicle transportation. Without residual polysorbate 80 (PS80) in the mAb dosing solution, transportation via a cargo van led to a considerable increase in the subvisible particle counts and did not meet the compendial specifications for the light obscuration method. However, the presence of as low as 0.0004%w/v (4 ppm) PS80 in the dosing solution stabilized the mAb against vehicle transportation stresses and met the compendial specifications. Vehicle transportation of an IV bag with headspace resulted in negligible micro air bubbles and foaming in both PS80-free and PS80-containing mAb dosing solutions. These phenomena were found to be comparable to the VTS-based simulated method. However, the OS- and RS-based simulated methods formed significantly more micro air bubbles and foaming in an IV bag with headspace than either actual vehicle transportation or the VTS-based simulated method. Despite the higher interfacial stress (micro air bubbles and foaming) in the dosing solution created by the OS- and RS-based simulated methods, 0.0004%w/v (4 ppm) PS80 in the dosing solution was found to be sufficient to stabilize the mAb. The study shows that under appropriate simulated conditions, the OS-, RS-, and VTS-based simulated methods can be used as practical and meaningful models to assess the impact and risk of vehicle transportation on the quality of mAb dosing solutions.

Objectives: The study explored the association between maternal transport modes and childhood mortalities in Nigeria., Method: Utilizing data and definitions from the 2018 Nigeria Demographic and Health Survey report, the ten-year early mortality rates of the five childhood mortalities and the percentage of live births in the 5 years before the survey, transported by eight identified means of transportation, were statistically correlated for each of Nigeria's 36 states and the federal capital territory (FCT) in the R environment at a significance level of α < 0.05., Results: In the spatial distribution of the five childhood mortalities, a notable north-south dichotomy was observed, contrasting with the spatial spread of maternal transport modes. The five childhood mortalities exhibited a significant, moderately positive correlation with transportation by Private Car or Truck, while their associations with Public Transport or Bus and Walking were notably moderate but negative., Conclusion for Practice: While the use of private cars or trucks should be encouraged as a means of maternal transport, public transport should be better organized to provide efficient services to women who need such services for maternal and child healthcare. Additionally, steps should be taken to reduce travel distances to health facilities to manageable distances for mothers., (© 2024. The Author(s).)

Copyright of Al-Adab / Al-ādāb is the property of Republic of Iraq Ministry of Higher Education & Scientific Research (MOHESR) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Good distribution network management is a very important competitive advantage for a company. West Java Bulog is the representative of the government in distributing and distributing rice, which is a staple food commodity for the Indonesian people in general, of course, must pay attention to the optimal distribution pattern. In carrying out its operational processes, West Java Bulog will be assisted by 7 regional subdivisions spread throughout the West Java region who will handle rice in their respective working areas. This study aims to determine the planning path and the optimum amount of rice distribution from the West Java Bulog to districts and cities that can minimize distribution costs so that the costs incurred will reach the lowest point using the Linear Programming method. The analysis of this research was assisted by LINDO Software version 7.0 for Windows 10.0. From the results of this study, the optimization of rice distribution at the West Java Bulog, with the optimum total distribution cost of USD 124,272. [ABSTRACT FROM AUTHOR]

Background: Greater public transport use has been linked to higher physical activity levels. However, neither the amount of physical activity associated with each daily public transport trip performed, nor the potential total physical activity gain associated with an increase in trips/day, has been determined. Using objective measures, we aimed to quantify the association between public transport use, physical activity and sedentary time., Methods: A longitudinal study of Australian adults living in Hobart, Tasmania, who were infrequent bus users (≥ 18 years; used bus ≤ 2 times/week). The number of bus trips performed each day was determined from objective smartcard data provided by the public transportation (bus) provider across a 36-week study timeframe. Accelerometer measured steps/day (primary outcome), moderate-to-vigorous physical activity (min/day), and sedentary time (min/day) were assessed across four separate one-week periods., Results: Among 73 participants across 1483 day-level observations, on days that public transport was used, participants achieved significantly more steps (β = 2147.48; 95%CI = 1465.94, 2829.03), moderate to vigorous physical activity (β = 22.79; 95% CI = 14.33, 31.26), and sedentary time (β = 37.00; 95% CI = 19.80, 54.21) compared to days where no public transport trips were made. The largest increase in steps per day associated with a one-trip increase was observed when the number of trips performed each day increased from zero to one (β = 1761.63; 95%CI = 821.38, 2701.87). The increase in the number of steps per day was smaller and non-significant when the number of trips performed increased from one to two (β = 596.93; 95%CI=-585.16, 1779.01), and two to three or more (β = 632.39; 95%CI=-1331.45, 2596.24) trips per day. Significant increases in sedentary time were observed when the number of trips performed increased from zero to one (β = 39.38; 95%CI = 14.38, 64.39) and one to two (β = 48.76; 95%CI = 25.39, 72.12); but not when bus trips increased from two to three or more (β=-27.81; 95%CI=-76.00, 20.37)., Conclusions: Greater public transport use was associated with higher physical activity and sedentary behaviour. Bus use may yield cumulative increases in steps that amount to 15-30% of the daily recommended physical activity target. A policy and public health focus on intersectoral action to promote public transport may yield meaningful increases in physical activity and subsequent health benefits., (© 2024. The Author(s).)

Disruptive events cause decreased functionality of transportation infrastructures and enormous financial losses. An effective way to reduce the effects of negative consequences is to establish an optimal restoration plan, which is recognized as a method for resilience enhancement and risk reduction in the transportation system. This study takes the total travel time as the resilience measure to formulate a bilevel optimization model for a given scenario. However, the uncertainties involved in restoration activities cannot be overlooked. In this context, the inherent uncertainty is represented with a set of scenarios generated via the Latin hypercube technique. To assess the risk under uncertainty, a conditional value at risk with regret (CVaR-R) measure is introduced when considering the existence of worst-case scenarios. Then, the bilevel programming model is transformed from the deterministic case to the stochastic case, where the upper-level problem determines the restoration sequence to minimize CVaR-R and the lower-level problem is a traffic assignment problem. An integrated framework based on a novel genetic algorithm and the Frank-Wolfe algorithm is designed to solve the stochastic model. Numerical experiments are conducted to demonstrate the properties of the proposed bilevel programming model and the performance of the solution algorithm. The proposed methodology provides new insights into the restoration optimization problem, which provides a reference for emergency decision-making., Competing Interests: The authors have declared that no competing interests exist., (Copyright: © 2024 Lin et al. This is an open access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited.)

Transport of biopharmaceuticals from a hospital to a patient's home is scarcely researched but it is essential to investigate the effects of such transport on the stability of the drug, before home-based care can take place. In this study, transport of biopharmaceuticals in vials that are marketed as ready-to-administer from a hospital pharmacy to patients' homes was investigated. Immunoglobulin packages were tracked with 10 G and 25 G shock indicators and temperature data loggers. In the control group, immunoglobulins were transported from the hospital pharmacy to the outpatient daycare unit. During the transport process to patients' homes (n = 39), almost half of the packages were shocked with 25 G and more than half of all packages exceeded the required temperature range. Fortunately, the results found do not affect the stability of the ready-to-administer vials with immunoglobulins. However, these results indicate that the transport of biopharmaceuticals should be better controlled as not all biopharmaceuticals or formulations are so stable. Therefore, results of this pilot study provide a basis for recommendations for home-based therapy., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024 The Authors. Published by Elsevier Inc. All rights reserved.)

Recognizing the evolution pattern of traffic condition and making accurate prediction play a vital role in intelligent transportation systems (ITS). With the massive increase of available traffic data, deep learning-based models have attracted considerable attention for their impressive performance in traffic forecasting. However, the majority of existing approaches neglect to model of asynchronously dynamic spatio-temporal correlation and fail to consider the impact of historical traffic data on future condition. Additionally, the attribute of deep learning method presents challenges in interpreting the explicit spatiotemporal relationships. In order to enhance the accuracy of traffic prediction as well as extract comprehensive and explainable spatial-temporal relevance in traffic networks, we propose a novel attention-based local spatial and temporal relation discovery (ALSTRD) model. Our model firstly implements feature representation learning to effectively express latent input traffic information. Then, a local attention mechanism structure is established to model asynchronous dependencies of historical input data. Finally, another attention network and the Pearson Correlation Coefficient method are introduced to extract the elaborate influence of the historical traffic condition of neighboring roads on the future condition of the target road. The experiment results on several datasets demonstrate that our model achieves significant improvements in prediction accuracy compared to other baseline methods, which can be attributed to its ability to extract the fine-grained correlation among historical traffic data and capture the dynamic association between past and future data. In addition, the incorporation of attention mechanism and Pearson Correlation Coefficient promotes the model's ability to elucidate spatiotemporal correlations among traffic data, thereby providing a more robust explanation., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024 Elsevier Ltd. All rights reserved.)

Background: This study aimed to compare the overall prevalence, stratified by sex and age group of global physical activity (GPA), active commuting to school (ACS), and sedentary behavior (SB) among adolescents from ten Latin American countries, and to assess the correlation of Development Index with the indicators., Methods: This research is grounded on data from the Global School-Based Student Health Survey (2009-2015) and the 2015 Brazilian National School Health Survey. The prevalence and 95% confidence intervals for GPA (≥5 d/wk), ACS (≥1 d/wk), and SB (>2 h/d) were calculated using the chi-square test to compare the sexes (male; female) and age group (≤13 y; 14 y; 15 y; ≥16 y). We also performed Pearson correlation analysis with the Human Development Index., Results: The prevalence of indicators ranged from 16.1% to 28.2% for GPA, from 56.7% to 71.2% for ACS, and from 20.7% to 62.6% for SB. Boys generally had a higher prevalence of GPA and ACS, and girls had a higher prevalence of SB. The prevalence of the indicators by age group varied between countries, with significant differences observed in some, depending on each indicator. A positive correlation was observed between Human Development Index, GPA, and SB., Conclusion: Health promotion policies must include guidelines that encourage and promote a more active and less sedentary lifestyle among young people in Latin America, considering specific groups, the local socioeconomic context, and differences between countries.

In the field of healthcare logistics, the reliance on conventional transport methods such as cars for the delivery of monoclonal antibodies (mAbs) is susceptible to challenges posed by traffic and infrastructure, leading to increased and unpredictable transport times. Recognizing the potential role of drones in mitigating these challenges, we aimed to investigate the impact of medical drone transport on the stability of mAbs. Compromised stability could lead to aggregation and immunogenicity, thereby jeopardizing the efficacy and safety of mAbs. We studied the transportation of vials as well as ready-to-administer infusion bags with blinatumomab, tocilizumab, and daratumumab. The methodology involved the measurement of both temperature and mechanical shock during drone transport. Moreover, the analytical techniques High Performance Size-Exclusion Chromatography (HP-SEC), Dynamic Light Scattering (DLS), Light Obscuration (LO), Micro-Flow Imaging (MFI), and Nanoparticle Tracking Analysis (NTA) were employed to comprehensively assess the presence of aggregates and particle formation. The key findings revealed no significant differences between car and drone transport, indicating that the stability of mAbs in both vials and infusion bags was adequately maintained during drone transport. This suggests that medical drones are a viable and reliable means for the inter-hospital transport of mAbs, paving the way for more efficient and predictable logistics in healthcare delivery., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024 The Authors. Published by Elsevier Inc. All rights reserved.)

Encouraging routine COVID-19 vaccinations is likely to be a crucial policy challenge for decades to come. To avert hundreds of thousands of unnecessary hospitalizations and deaths, adoption will need to be higher than it was in the autumn of 2022 or 2023, when less than one-fifth of Americans received booster vaccines 1,2 . One approach to encouraging vaccination is to eliminate the friction of transportation hurdles. Previous research has shown that friction can hinder follow-through 3 and that individuals who live farther from COVID-19 vaccination sites are less likely to get vaccinated 4 . However, the value of providing free round-trip transportation to vaccination sites is unknown. Here we show that offering people free round-trip Lyft rides to pharmacies has no benefit over and above sending them behaviourally informed text messages reminding them to get vaccinated. We determined this by running a megastudy with millions of CVS Pharmacy patients in the United States testing the effects of (1) free round-trip Lyft rides to CVS Pharmacies for vaccination appointments and (2) seven different sets of behaviourally informed vaccine reminder messages. Our results suggest that offering previously vaccinated individuals free rides to vaccination sites is not a good investment in the United States, contrary to the high expectations of both expert and lay forecasters. Instead, people in the United States should be sent behaviourally informed COVID-19 vaccination reminders, which increased the 30-day COVID-19 booster uptake by 21% (1.05 percentage points) and spilled over to increase 30-day influenza vaccinations by 8% (0.34 percentage points) in our megastudy. More rigorous testing of interventions to promote vaccination is needed to ensure that evidence-based solutions are deployed widely and that ineffective but intuitively appealing tools are discontinued., (© 2024. The Author(s).)

Horses revolutionized human history with fast mobility 1 . However, the timeline between their domestication and their widespread integration as a means of transport remains contentious 2-4 . Here we assemble a collection of 475 ancient horse genomes to assess the period when these animals were first reshaped by human agency in Eurasia. We find that reproductive control of the modern domestic lineage emerged around 2200 BCE, through close-kin mating and shortened generation times. Reproductive control emerged following a severe domestication bottleneck starting no earlier than approximately 2700 BCE, and coincided with a sudden expansion across Eurasia that ultimately resulted in the replacement of nearly every local horse lineage. This expansion marked the rise of widespread horse-based mobility in human history, which refutes the commonly held narrative of large horse herds accompanying the massive migration of steppe peoples across Europe around 3000 BCE and earlier 3,5 . Finally, we detect significantly shortened generation times at Botai around 3500 BCE, a settlement from central Asia associated with corrals and a subsistence economy centred on horses 6,7 . This supports local horse husbandry before the rise of modern domestic bloodlines., (© 2024. The Author(s).)

Over the last 4 decades, physical activity researchers have invested heavily in determining "what works" to promote healthy behaviors in schools. Single and multicomponent school-based interventions that target physical education, active transportation, and/or classroom activity breaks effectively increased physical activity among children and youth. Yet, few of these interventions are ever scaled-up and implemented under real-world conditions and in diverse populations. To achieve population-level health benefits, there is a need to design school-based health-promoting interventions for scalability and to consider key aspects of the scale-up process. In this opinion piece, we aim to identify challenges and advance knowledge and action toward scaling-up school-based physical activity interventions. We highlight the key roles of planning for scale-up at the outset, scale-up pathways, trust among partners and program support, program adaptation, evaluation of scale-up, and barriers and facilitators to scaling-up. We draw upon our experience scaling-up effective school-based interventions and provide a solid foundation from which others can work toward bridging the implementation-to-scale-up gap.

Built environment approaches that improve active transportation infrastructure and environmental design can increase physical activity. Funded by the Centers for Disease Control and Prevention, the Texas Department of State Health Services rejuvenated the Texas Plan4Health program from 2018 to 2023 to expand such approaches in Texas by providing technical assistance to teams of local public health professionals and planners to identify and implement projects connecting people to everyday destinations via active transport in their communities. However, the COVID-19 pandemic prompted Texas Plan4Health to modify the delivery of technical assistance to accommodate restrictions on travel and in-person gatherings. We used qualitative methods to conduct a postintervention process evaluation to describe the modified technical assistance process, understand the experiences of the 4 participating communities, and identify short-term outcomes and lessons learned. Texas Plan4Health helped communities overcome common barriers to built environment change, facilitated collaboration across community public health and planning professionals, and educated professionals about active transportation infrastructure and the relationship between their disciplines, thereby increasing community capacity to implement built environment improvements. This outcome, however, was mediated by the pre-existing resources and previous experiences with active transportation planning among the participating communities. Public health practitioners seeking to improve active transportation infrastructure and environmental design for physical activity should consider community-engaged approaches that advance partnership-building and collaborative experiential education among public health, planning, and other local government representatives, directing particular attention and additional training toward communities with fewer resources.

With the continuous development of large-scale engineering projects such as construction projects, relief support, and large-scale relocation in various countries, engineering logistics has attracted much attention. This paper addresses a multimodal material route planning problem (MMRPP), which considers the transportation of engineering material from suppliers to the work zones using multiple transport modes. Due to the overall relevance and technical complexity of engineering logistics, we introduce the key processes at work zones to generate a transport solution, which is more realistic for various real-life applications. We propose a multi-objective multimodal transport route planning model that minimizes the total transport cost and the total transport time. The model by using the ε - constraint method that transforms the objective function of minimizing total transportation cost into a constraint, resulting in obtaining pareto optimal solutions. This method makes up for the lack of existing research on the combination of both engineering logistics and multimodal transportation, after which the feasibility of the model and algorithm is verified by examples. The results show that the model solution with the introduction of the key processes at work zones produces more time-efficient and less time-consuming route planning results, and that the results obtained using the ε - constraint method are more reliable than the traditional methods for solving multi-objective planning problems and are more in line with the decision maker's needs., Competing Interests: The authors have declared that no competing interests exist., (Copyright: © 2024 Wang et al. This is an open access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited.)

Background: Active transport- for example walking and bicycling to travel from place to place- may improve physical fitness and health and mitigate climate change if it replaces motorised transport. The aim of this study is to analyse the active transport behaviour of adults living in Germany, to investigate differences among population groups and to determine whether climate protection is a frequent motive for this behaviour., Methods: This study uses self-reported data of 4,971 adults who participated in a national health survey (German Health Update 2021), which was conducted as a telephone survey from July to December 2021. Associations between active transport behaviour and corresponding motives with sociodemographic and health-related variables were analysed using logistic regression models., Results: Of the adult population, 83% use active transport at least once a week. The frequency and duration of walking per week are significantly higher than those for bicycling (walking 214 min/week; bicycling 57 min/week). Those with a lower education level are less likely to practise active transport than those with a higher education level. Furthermore, women are less likely to use a bicycle for transport than men. Among those practising active transport, the most frequently mentioned motive is "is good for health" (84%) followed by "to be physically active" (74%) and "is good for the climate/environment" (68%). Women and frequent bicyclists (at least 4 days/week) mention climate protection as a motive more often than men and those bicycling occasionally., Conclusions: The improvement of active transport, especially among people with lower education and women (for bicycling), may benefit from better insights into motives and barriers. Climate protection is an important motivator for practising active transport within the adult population living in Germany and should therefore have greater emphasis in behavioural change programmes., (© 2024. The Author(s).)

RASKIN/RASTRA is a rice distribution program for the poor family with the aim of improving food security starting from the household scale. The Aim of this study is to determine whether the mathematics modelling can use in the transportation methods to provide an efficient solution of costs on the rice distribution in the region of Sidoarjo. The method used in this research is the NWC (Northwest Corner) method used to analyze the initial fiscal solution, and refined by MODI (Modified Distribution) to analyze the most optimal cost. From the calculation by transportation method, the optimum cost is lower than the company's calculation of Rp 85.186.040 while the cost of the company's calculation is Rp 87.209.690,750. Thus the use of transportation methods can save RASTRA's distribution cost of Rp 2.023.650,750.

Background: The purpose of this study was to investigate the effects of a walking school bus intervention on children's active commuting to school., Methods: We conducted a randomized controlled trial (RCT) in Houston, Texas (Year 1) and Seattle, Washington (Years 2-4) from 2012 to 2016. The study had a two-arm, cluster randomized design comparing the intervention (walking school bus and education materials) to the control (education materials) over one school year October/November - May/June). Twenty-two schools that served lower income families participated. Outcomes included percentage of days students' active commuting to school (primary, measured via survey) and moderate-to-vigorous physical activity (MVPA, measured via accelerometry). Follow-up took place in May or June. We used linear mixed-effects models to estimate the association between the intervention and outcomes of interest., Results: Total sample was 418 students [M age =9.2 (SD = 0.9) years; 46% female], 197 (47%) in the intervention group. The intervention group showed a significant increase compared with the control group over time in percentage of days active commuting (β = 9.04; 95% CI: 1.10, 16.98; p = 0.015) and MVPA minutes/day (β = 4.31; 95% CI: 0.70, 7.91; p = 0.02)., Conclusions: These findings support implementation of walking school bus programs that are inclusive of school-age children from lower income families to support active commuting to school and improve physical activity., Trail Registration: This RCT is registered at clinicaltrials.gov (NCT01626807)., (© 2024. The Author(s).)

Background: Transportation policies can impact health outcomes while simultaneously promoting social equity and environmental sustainability. We developed an agent-based model (ABM) to simulate the impacts of fare subsidies and congestion taxes on commuter decision-making and travel patterns. We report effects on mode share, travel time and transport-related physical activity (PA), including the variability of effects by socioeconomic strata (SES), and the trade-offs that may need to be considered in the implementation of these policies in a context with high levels of necessity-based physical activity., Methods: The ABM design was informed by local stakeholder engagement. The demographic and spatial characteristics of the in-silico city, and its residents, were informed by local surveys and empirical studies. We used ridership and travel time data from the 2019 Bogotá Household Travel Survey to calibrate and validate the model by SES. We then explored the impacts of fare subsidy and congestion tax policy scenarios., Results: Our model reproduced commuting patterns observed in Bogotá, including substantial necessity-based walking for transportation. At the city-level, congestion taxes fractionally reduced car use, including among mid-to-high SES groups but not among low SES commuters. Neither travel times nor physical activity levels were impacted at the city level or by SES. Comparatively, fare subsidies promoted city-level public transportation (PT) ridership, particularly under a 'free-fare' scenario, largely through reductions in walking trips. 'Free fare' policies also led to a large reduction in very long walking times and an overall reduction in the commuting-based attainment of physical activity guidelines. Differential effects were observed by SES, with free fares promoting PT ridership primarily among low-and-middle SES groups. These shifts to PT reduced median walking times among all SES groups, particularly low-SES groups. Moreover, the proportion of low-to-mid SES commuters meeting weekly physical activity recommendations decreased under the 'freefare' policy, with no change observed among high-SES groups., Conclusions: Transport policies can differentially impact SES-level disparities in necessity-based walking and travel times. Understanding these impacts is critical in shaping transportation policies that balance the dual aims of reducing SES-level disparities in travel time (and time poverty) and the promotion of choice-based physical activity., (© 2024. The Author(s).)

Intrafacility transport of mice is an essential function for both laboratory and husbandry personnel. However, transport may induce a stress response that can alter research findings and negatively impact animal welfare. To determine minimally adverse intrafacility transport methods, in-cage noise and vibration exposure during transport on a variety of transport vehicles (hand carrying, stainless steel rack, flatbed cart, metal teacart, plastic teacart, and a cart with pneumatic wheels) were measured. Under-cage and in-cage padding was tested for its ability to decrease noise and vibration on each vehicle. Behavioral (open field test and elevated plus maze) and corticosterone responses of mice were then measured following transport on the most adverse (metal teacart) and least adverse (pneumatic cart) methods of multicage transport. Behavioral measures showed no difference between transported mice and untransported mice in both single- and group-housed settings. Plasma corticosterone was significantly elevated in mice transported on the metal teacart immediately following transport and continued to have elevated trends in circadian peaks during the 48h of sampling. The cart with pneumatic wheels was most effective at reducing noise and vibration, reflected in posttransport corticosterone readings that remained equivalent to those in untransported mice. This study demonstrates that mitigation of noise and vibration during cart transport may decrease the impact of transport on certain stress parameters in mice.

Active mobility, encompassing walking and cycling for transportation, is a potential solution to health issues arising from inadequate physical activity in modern society. However, the extent of active mobility's impact on individual physical activity levels, and its association with health as mediated by physical activities, is not fully quantified. This study aims to clarify the direct relationship between active mobility usage and individual health, as well as the indirect relationship mediated by physical activity, with a focus on varying levels of physical activity intensity. Utilizing data from the 2017 U.S. National Household Travel Survey (NHTS), we employed Poisson regression to predict active mobility usage based on socio-demographic and household socio-economic characteristics. A Structural Equation Model (SEM) was then used to investigate the direct and indirect effects of active mobility on individual health, mediated by physical activity. We further segmented individuals according to their intensity of physical activity to examine how such effect differs between different levels of physical activity. The study demonstrates that active mobility usage positively correlates with both the amount and intensity of physical activity. The effect of active mobility on individual health includes a direct positive effect (29% for intensity, 67.7% for amount) and an indirect effect mediated by physical activity (71% for intensity, 32.3% for amount). Notably, the mediation effect of active mobility on health is more substantial in the context of vigorous physical activities compared to light or moderate activities. Our findings reveal a significant positive influence of active mobility on individual health, encompassing both direct and indirect effects mediated by physical activities. These results quantitatively underscore the health benefits of active mobility and suggest the importance of promoting active mobility as a strategy to improve public health., (Copyright © 2024 The Authors. Published by Elsevier Ltd.. All rights reserved.)

Transportation is an underrecognized, but modifiable barrier to accessing cancer care, especially for clinical trials. Clinicians, insurers, and health systems can screen patients for transportation needs and link them to transportation. Direct transportation services (i.e., ride-sharing, insurance-provided transportation) have high rates of patient satisfaction and visit completion. Patient financial reimbursements provide necessary funds to counteract the effects of transportation barriers, which can lead to higher trial enrollment, especially for low socioeconomic status and racially and ethnically diverse patients. Expanding transportation interventions to more cancer patients, and addressing knowledge, service, and system gaps, can help more patients access needed cancer care., (© 2024. The Author(s).)

Background: Recent modifications to low-dose CT (LDCT)-based lung cancer screening guidelines increase the number of eligible individuals, particularly among racial and ethnic minorities. Because these populations disproportionately live in metropolitan areas, we analyzed the association between travel time and initial LDCT completion within an integrated, urban safety-net health care system., Methods: Using Esri's StreetMap Premium, OpenStreetMap, and the r5r package in R, we determined projected private vehicle and public transportation travel times between patient residence and the screening facility for LDCT ordered in March 2017 through December 2022 at Parkland Memorial Hospital in Dallas, Texas. We characterized associations between travel time and LDCT completion in univariable and multivariable analyses. We tested these associations in a simulation of 10,000 permutations of private vehicle and public transportation distribution., Results: A total of 2,287 patients were included in the analysis, of whom 1,553 (68%) completed the initial ordered LDCT. Mean age was 63 years, and 73% were underrepresented minorities. Median travel time from patient residence to the LDCT screening facility was 17 minutes by private vehicle and 67 minutes by public transportation. There was a small difference in travel time to the LDCT screening facility by public transportation for patients who completed LDCT versus those who did not (67 vs 66 min, respectively; P=.04) but no difference in travel time by private vehicle for these patients (17 min for both; P=.67). In multivariable analysis, LDCT completion was not associated with projected travel time to the LDCT facility by private vehicle (odds ratio, 1.01; 95% CI, 0.82-1.25) or public transportation (odds ratio, 1.14; 95% CI, 0.89-1.44). Similar results were noted across travel-type permutations. Black individuals were 29% less likely to complete LDCT screening compared with White individuals., Conclusions: In an urban population comprising predominantly underrepresented minorities, projected travel time is not associated with initial LDCT completion in an integrated health care system. Other reasons for differences in LDCT completion warrant investigation.

Background: Knowledge of changes in the domains of physical activity (PA) during the transition period from primary to secondary education and the factors associated with these changes, are prerequisites for the design of effective PA promotion strategies. Therefore, the first aim of this study was to systematically review changes in general, leisure-time, school, transport, work, and home PA across the transition from primary to secondary education. The second aim was to systematically review the individual, social, and physical environmental factors that were associated with these changes., Methods: Records published up until September 2023 were retrieved from five electronic databases. We included longitudinal and cross-sectional studies that investigated general or domain-specific PA from 2 years before to 2 years after the transition from primary to secondary education. Information on source, study characteristics, sample characteristics, PA, and factors were extracted from the papers included. We reported the direction of change in general and domain-specific PA and the direction of association of the factors with change in general and domain-specific PA., Results: Forty-eight papers were included in the study. The evidence on changes in PA and associated factors was greatest for general PA. A limited number of the studies investigated the separate domains of leisure-time, school, and transport. Most studies on general and school PA reported a decline in PA, but there were no consistent results for the domains of leisure-time and transport. With respect to the associated factors, evidence was predominantly found for individual factors and to a lesser degree for physical environmental and social environmental factors. None of the factors were consistently associated with changes in general or domain-specific PA during the school transition., Conclusions: For the design of targeted PA promotion strategies, further studies are warranted to explore changes in the specific domains of PA across the transition from primary to secondary education, especially in the domains of leisure-time, transport, home, and work PA. In addition, the interactions between factors at different socioecological levels to influence changes in PA need to be addressed more in the future., Trial Registration: PROSPERO CRD42020190204., (© 2024. The Author(s).)

Background: Prior studies suggest that physical activity lowers circulating C-reactive protein (CRP) levels. However, little is known about the association between regular active commuting, i.e. walking or cycling to work, and CRP concentrations. This study examines whether active commuting is associated with lower CRP., Methods: We conducted a cross-sectional study using population-based FINRISK data from 1997, 2002, 2007 and 2012. Participants were working adults living in Finland (n = 6208; mean age = 44 years; 53.6% women). We used linear and additive models adjusted for potential confounders to analyze whether daily active commuting, defined as the time spent walking or cycling to work, was associated with lower high-sensitivity (hs-) CRP serum concentrations compared with passive commuting., Results: We observed that daily active commuting for 45 min or more (vs. none) was associated with lower hs-CRP [% mean difference in the main model: -16.8%; 95% confidence interval (CI) -25.6% to -7.0%), and results were robust to adjustment for leisure-time and occupational physical activity, as well as diet. Similarly, active commuting for 15-29 min daily was associated with lower hs-CRP in the main model (-7.4; 95% CI -14.1 to -0.2), but the association attenuated to null after further adjustments. In subgroup analyses, associations were only observed for women., Conclusions: Active commuting for at least 45 min a day was associated with lower levels of low-grade inflammation. Promoting active modes of transport may lead not only to reduced emissions from motorized traffic but also to population-level health benefits., (© The Author(s) 2023. Published by Oxford University Press on behalf of the European Public Health Association.)

To understand the environmental determinants of physical activity (PA), precise spatial localization is crucial. This cross-sectional study focuses on the spatiotemporal distribution of PA among Czech adolescents (n = 171) using Global Positioning System loggers and accelerometers. The results showed that adolescents spent most of their time in sedentary behavior, with 57.2% and 58.5% of monitored time at home and school, respectively. The park and playground had the lowest proportion of sedentary behavior but also the lowest amount of moderate to vigorous PA (MVPA). However, when considering the time spent in each domain, the highest proportion of MVPA was seen in publicly accessible playgrounds (13.3% of the time). Chi-square analysis showed that the relative distribution of different PA intensities did not differ across spatial domains. Based on these results, the authors propose 2 key strategies for increasing MVPA in adolescents: Increase the time spent in activity-supportive environments, such as parks and playgrounds, and design techniques to increase MVPA at home and school settings.

Objectives: Changing the mode of commuting from nonactive by car or motorcycle to active by walking, cycling, or public transport is expected to benefit health. However, the proportion of nonactive commuters who can change their commute mode to active forms remains unclear. The aim of this study was to determine the proportions of nonactive commuters and of those who can change their commute mode to an active form in various regions in Japan., Methods: In this descriptive study, data were used from an online survey conducted from April to May 2021. Participants included 3,000 adults (20 to 79 years), who were registered with an online survey company. Workers were asked their means of transportation to work and commuting time. Workers using a car or motorcycle for more than 1 minute for commuting were defined as nonactive commuters, and the others were defined as active commuters. Then, nonactive commuters were asked about the possibility of changing their commute mode to active commuting (0%-100%, 11 options in 10% increments). The possibility of change was classified into four groups, i.e., impossible (0%), difficult (10%-40%), probably possible (50%-90%), and possible (100%). The proportions of nonactive commuters and nonactive commuters who can transition to active commuting were described by region., Results: A total of 2,683 participants answered the survey, including 1,647 workers, of whom 1,551 were commuters. The nonactive commuters accounted for 41.4% of commuters overall. The proportion of nonactive commuters was higher in rural than in urban regions. The proportion of nonactive commuters who could change their commute mode was 32.9% of the nonactive commuters or 12.8% of all workers. Among the nonactive commuters, the proportion who could change their commute mode was higher in urban than in rural regions. Of the total workers, the proportion of nonactive commuters who could change their commute mode was higher in rural regions., Conclusion: Nonactive commuters accounted for 41.4% of all commuters. The proportion of nonactive commuters who could change their commute mode among nonactive commuters was higher in urban regions. However, in rural regions, as the proportion of nonactive commuters was high, the proportion of nonactive commuters who could change their commute mode among total workers was also high. These results suggest that some of nonactive commuters can change their commute mode from nonactive to active commuting, in rural as well as in urban regions.

In the United States, selected subgroups of historically marginalized populations include people with disabilities and people in racial/ethnic minority groups ("critical populations") who have been disproportionately affected by COVID-19. These groups are also more likely to use public transit to access essential resources; thus, understanding transit agencies' communication strategies to reach these populations during crises is of utmost importance. We conducted a content analysis of 16 transit agencies' webpages and Twitter® accounts during the first 6 months of the pandemic to assess alignment of agencies' COVID-19-related communications with best practices in crisis communication across five themes: perceivability, navigability, understandability, suitability, and content. Findings suggested that transit agencies frequently communicated about schedule changes and safety, eg, masking, station sanitation, and reflected racial/ethnic diversity in images. Yet, less than half consistently used communication strategies known to enhance accessibility and uptake of messaging among critical populations, eg, alternative text, and even less reflected disability diversity in images. We offer recommendations for public transit agencies to move beyond compliance to effectively address the needs of ridership most substantially impacted by public health emergencies.

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Background: Over the last decades, the prevalence of AST has decreased significantly. Barriers to active school transport (AST) have been extensively examined in the literature, while psychosocial factors that facilitate AST have received less attention. To our best knowledge, there are currently no reviews on this subject. Therefore, the objective of this review was to scope the literature and identify published research about psychosocial factors related to AST., Methods: Systematic searches conducted in PubMed, Web of Science, TRID, Scopus, and ERIC resulted in a total of 1933 publications, and 77 of them were considered eligible for this review., Results: The results of the included articles were categorised into four psychosocial factors: confidence in ability, attitudes, social support, and social norms, which were all generally positively related to AST, with a few exceptions., Conclusion: The findings of this review indicate that these psychosocial factors may be important to consider when developing interventions and highlight that both children and parents should be involved in the process. This knowledge can serve as a valuable guide for developing interventions to promote AST. However, the evidence base supporting these psychosocial factors requires further investigation to fully understand how and when to incorporate them to maximise AST efficacy., (© 2024. The Author(s).)

Objective: The health benefits of active commuting have been reported. However, few studies have assessed commuting modes using objective methods. This study clarified the association between changes in objectively measured commuting modes and body weight among Japanese workers., Methods: This longitudinal study used data from the annual health examinations and personnel records of a company with branches in all prefectures of Japan. Data from 2018 and 2019 were used as the baseline and follow-up data, respectively. The commuting mode was assessed using the commuting mode code included in the personnel records and classified into 3 types: walking, public transport, and car or motorcycle. The participants were classified into 9 categories based on the combination of their commuting modes in 2018 and 2019. Body weight was measured objectively during health examinations. The 1-year changes in body weight were calculated for the 9 categories and assessed using an analysis of covariance with adjustments for covariates., Results: The analysis included 6551 workers (men: 86.8%; mean age: 42.8 years). Overall, body weights tended to increase (+0.40 kg/y). The participants who switched to more active commuting, such as from car or motorcycle to walking (-0.13 kg/y), from car or motorcycle to public transport (+0.10 kg/y), and from public transport to walking (-0.07 kg/y), exhibited small weight gains or losses. A similar trend was observed even after adjustment., Conclusions: Changing to a more active commuting mode may prevent weight gain among workers., (© The Author(s) [2024]. Published by Oxford University Press on behalf of Journal of Occupational Health.)

Pneumatic transportation systems (PTS) were recently proposed as a method to carry ready-for-injection diluted monoclonal antibodies (mAbs) from the pharmacy to the bedside of patients. This method reduces transportation time and improves the efficiency of drug distribution process. However, mAbs are highly sensitive molecules for which subtle alterations may lead to deleterious clinical effects. These alterations can be caused by various external factors such as temperature, pH, pressure, and mechanical forces that may occur during transportation. Hence, it is essential to ensure that the mAbs transported by PTS remain stable and active throughout the transportation process. This study aims to determine the safety profile of PTS to transport 11 routinely used mAbs in a clinical setting through assessment of critical quality attributes (CQA) and orthogonal analysis. Hence, we performed aggregation/degradation profiling, post-translational modifications identification using complementary mass spectrometry-based methods, along with visible and subvisible particle formation determination by light absorbance and light obscuration analysis. Altogether, these results highlight that PTS can be safely used for this purpose when air is removed from the bags during preparation., (© 2023. The Author(s).)

In order to effectively balance enforced guidance/regulation during a pandemic and limit infection transmission, with the necessity for public transportation services to remain safe and operational, it is imperative to understand and monitor environmental conditions and typical behavioural patterns within such spaces. Social distancing ability on public transport as well as the use of advanced computer vision techniques to accurately measure this are explored in this paper. A low-cost depth-sensing system is deployed on a public bus as a means to approximate social distancing measures and study passenger habits in relation to social distancing. The results indicate that social distancing on this form of public transport is unlikely for an individual beyond a 28% occupancy threshold, with an 89% chance of being within 1-2 m from at least one other passenger and a 57% chance of being within less than one metre from another passenger at any one point in time. Passenger preference for seating is also analysed, which clearly demonstrates that for typical passengers, ease of access and comfort, as well as seats having a view, are preferred over maximising social-distancing measures. With a highly detailed and comprehensive set of acquired data and accurate measurement capability, the employed equipment and processing methodology also prove to be a robust approach for the application.

Background: Active commuting, such as walking or cycling to work, can be beneficial for health. However, because within-individual studies on the association between change in active commuting and change in health are scarce, the previous results may have been biased due to unmeasured confounding. Additionally, prior studies have often lacked information about commuting distance., Methods: We used two waves (2020, T1 and 2022, T2) of self-report data from the Finnish Public Sector study (N = 16,881; 80% female) to examine the within- and between associations (in a hybrid model) between active commuting and health. Exposure was measured by actively commuted kilometers per week, that is, by multiplying the number of walking or cycling days per week with the daily commuting distance. The primary outcome, self-rated health, was measured at T1 and T2. The secondary outcomes, psychological distress, and sleep problems were measured only at T2 and were therefore analyzed only in a between-individual design., Results: After adjustment for potential time-varying confounders such as socioeconomic factors, body mass index, and health behaviors, an increase equivalent to 10 additional active commuting kilometers per week was associated with a small improvement in self-rated health (within-individual unstandardized beta = 0.01, 95% CI 0.01-0.02; between-individual unstandardized beta = 0.03, 95% CI 0.02-0.04). No associations were observed between changes in active commuting and psychological distress or sleep problems., Conclusions: An increase in active commuting may promote self-rated health. However, increase of tens of additional kilometers in commuting every day may be required to produce even a small effect on health., Competing Interests: Declaration of Competing Interest The authors declare that there are no conflicts of interests., (Copyright © 2023 The Authors. Published by Elsevier Inc. All rights reserved.)

Hazardous material transportation problems have widely been studied in the past especially in the context of routing, scheduling, and network design problems. Yet, the combined hazardous material facility location-routing problem has not been studied adequately. We emphasize that locating a hazardous material facility is a rich process, and a good site can mitigate the potential transportation risk beforehand. A methodological framework is proposed which allows evaluation and ranking of potential sites based on hierarchical relationship utilities. The proposed method attempts to improve the risk functions and applies a stochastic analysis to measure the risk, which relaxes some assumptions in deterministic analysis, and is more realistic while avoiding overestimation of the risk. The study covers multi-objective optimization considering the decision-makers' preferences on network segments and risk to the population and water bodies. Potential hazardous material facility sites' rank is determined by the probability of optimality and one-to-one relationship utilities with the points of interests. Results show that the proposed stochastic analysis offers more flexibility to select and rank the potential sites., Competing Interests: The authors have declared that no competing interests exist., (Copyright: © 2023 Khan, Mehran. This is an open access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited.)

Developing an efficient and economical journey plan in multimodal transportation networks is of significant and fast-growing importance, but it is still an annoying experience for a traveler. This paper aims to find the journey plan at a combined cross-border and inter-regional level when visiting a sequence of cities while utilizing several transport modes to reduce travel costs and planning time. We study a traveling itinerary problem in a scheduled multimodal transportation network with constraints on both arcs and nodes as a new extension of the shortest path problem. We formulate a 0-1 integer linear programming model for the traveling itinerary problem and develop an exact algorithm that finds a combined cross-border and inter-regional low costs journey plan. We present case studies based on real-world transport data to illustrate the usefulness and computational efficiency of the proposed approaches. We compare the results with the previously proposed approach to demonstrate the benefits of multimodal journeys. Finally, we compare the results with the solution obtained by the general-purpose 0-1 integer linear programming solver to evaluate the computational time., Competing Interests: The authors have declared that no competing interests exist., (Copyright: © 2023 Ali et al. This is an open access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited.)