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The overflow of cold water through the Faroe Bank Channel (FBC) is the densest water crossing the Greenland‐Scotland Ridge and the densest source for the Atlantic Meridional Overturning Circulation (AMOC). Here, we show that the overflow volume transport remained stable from 1996 to 2022, but that the bottom water warmed at an average rate of 0.1°C per decade, mainly caused by warming of deep waters upstream. The salinity of the overflow water has increased as a lagged and reduced response to the salinity increase seen in the upper‐layer source waters. Therefore, the potential density of the bottom water over the FBC sill shows no statistically significant trend. After entrainment of warmer ambient waters downstream of the FBC, the nonlinear density dependence upon temperature implies, however, that the overflow contributed water of reduced density to the local overturning and the deep limb of the AMOC. Plain Language Summary: As part of the Atlantic Meridional Overturning Circulation—often called AMOC—dense water is formed north of the subsea ridge between Greenland and Scotland. On its route southward at depth, the dense water has to cross this subsea ridge called the Greenland‐Scotland Ridge. The densest water flows through the deepest trench, which is the Faroe Bank Channel with a sill depth of 840 m. Here, the strength of the flow has been monitored since 1995 together with its temperature and salinity characteristics. While the strength of the flow has been stable throughout the monitoring period, the dense water in the Faroe Bank Channel has warmed and also become more saline. Despite the warming, the density of the water, which is determined by the combination of temperature and salinity, has remained nearly unchanged. After leaving the Faroe Bank Channel, the dense water intensively entrains and mixes with warmer surrounding water and forms a larger volume of water, termed Iceland‐Scotland Overflow Water, that feeds the AMOC. The density of this large volume is sensitive to warming. The observed warming of the dense water may, therefore, have implications for the AMOC and thereby on the regional as well as global climate. Key Points: Observed Faroe Bank Channel overflow strength has been stable from 1996 to 2022, but the overflow waters warmed in the recent two decadesConcurrent salinity increase prevented the bottom water density from decreasing significantly from the effect of warmingAfter entrainment downstream, the overflow contributed water of reduced density to global overturning due to non‐linear effects of warming [ABSTRACT FROM AUTHOR]

Objectives: In Western society, high-caloric diets rich in fats and sugars have fueled the obesity epidemic and its related disorders. Disruption of the body-brain communication, crucial for maintaining glucose and energy homeostasis, arises from both obesogenic and genetic factors, leading to metabolic disorders. Here, we investigate the role of hypothalamic tanycyte shuttles between the pituitary portal blood and the third ventricle cerebrospinal fluid in regulating energy balance. Methods: We inhibited vesicle-associated membrane proteins (VAMP1-3)-mediated release in tanycytes by expressing the botulinum neurotoxin type B light chain (BoNT/B) in a Cre-dependent manner in tanycytes. This was achieved by injecting either TAT-Cre in the third ventricle or an AAV1/2 expressing Cre under the control of the tanycyte-specific promoter iodothyronine deiodinase 2 into the lateral ventricle of adult male mice. Results: In male mice fed a standard diet, targeted expression of BoNT/B in adult tanycytes blocks leptin transport into the mediobasal hypothalamus and results in normal-weight central obesity, including increased food intake, abdominal fat deposition, and elevated leptin levels but no marked change in body weight. Furthermore, BoNT/B expression in adult tanycytes promotes fatty acid storage, leading to glucose intolerance and insulin resistance. Notably, these metabolic disturbances occur despite a compensatory increase in insulin secretion, observed both in response to exogenous glucose boluses in vivo and in isolated pancreatic islets. Intriguingly, these metabolic alterations are associated with impaired spatial memory in BoNT/B-expressing mice. Conclusions: These findings underscore the central role of tanycytes in brain-periphery communication and highlight their potential implication in the age-related development of type 2 diabetes and cognitive decline. Our tanycytic BoNT/B mouse model provides a robust platform for studying how these conditions progress over time, from prediabetic states to full-blown metabolic and cognitive disorders, and the mechanistic contribution of tanycytes to their development. The recognition of the impact of tanycytic transcytosis on hormone transport opens new avenues for developing targeted therapies that could address both metabolic disorders and their associated cognitive comorbidities, which often emerge or worsen with advancing age.

Abstract The overflow of cold water through the Faroe Bank Channel (FBC) is the densest water crossing the Greenland‐Scotland Ridge and the densest source for the Atlantic Meridional Overturning Circulation (AMOC). Here, we show that the overflow volume transport remained stable from 1996 to 2022, but that the bottom water warmed at an average rate of 0.1°C per decade, mainly caused by warming of deep waters upstream. The salinity of the overflow water has increased as a lagged and reduced response to the salinity increase seen in the upper‐layer source waters. Therefore, the potential density of the bottom water over the FBC sill shows no statistically significant trend. After entrainment of warmer ambient waters downstream of the FBC, the nonlinear density dependence upon temperature implies, however, that the overflow contributed water of reduced density to the local overturning and the deep limb of the AMOC.

The economy of a country is based on five fundamental branches, namely agriculture, industry, trade, tourism and transports. Each of these contributes to the economy, as a whole, in various weights, according to the geographic, social, political and economic specificity of that state. But the only one representing the bond between all the other ones is the transport field. It provides mobility and purpose to all of them. Approaching the transports issue by minimal coordinates, we notice that they are resilient by necessity, but also sustainable by variety and permanent development. The article hereby aims to brings to the forefront the financial diagnosis, based on financial indicators, related to a local company which has an activity which fits in this sector.

The transport activity represents an essential component of the economy, making the connection between all its branches and sectors. Within the transport sector, the road freight transport has an extremely important place. In view of elaborating the article hereby, we have chosen a transport company, considering the importance of this object of activity at economic level, but also from the particularities in the field. The selected firm is a family business, fitting into the SMEs category, as regards its dimension. Beyond the theoretical aspects reviewed, the work is grounded on a short financial analysis in terms of balance sheets for a period of four years (2018-2021), also emphasizing the way in which the management of the financial-accounting information is used for taking the managerial decisions.

Effects of microstructure factors on the acoustic performance of open-cell foams can be characterized numerically by a microstructure-based approach. To this regard, the numerical homogenization approach and the equivalent-fluid theory are employed to study the acoustic behavior of random open-cell foams within their Voronoi tessellation-based Representative Volume Elements (RVE). As a validation step, the numerical predictions are compared with the reference findings to either verify the finite element procedure or demonstrate that the constructed RVE can capture both the local geometrical characteristics and the acoustic macrobehavior of cellular solid foams. It can be seen from the obtained results that the morphological characteristics of open-cell foams could be controlled to achieve the desired sound absorbing behavior. In addition, the analytical expressions, formulating the relationship between the geometry of foam absorbers and their target absorption performance, are established to design sound absorbing foam layers.

This paper focuses on the demolition of boulevards and the construction of flyovers in Madrid. These two engineering works are part of a concept of modernization based on private transport that was promoted during the 1960’s which resulted in a serious urban crisis. The concept of the “urban” is seen as a global phenomenon embedded in wider historical processes that went beyond the Spanish national background: this transformation was a result of the solutions given by traffic engineering and urban planning. These two branches of international knowledge shared a same tendency to prioritize driver’s interests at the expense of pedestrians, who were pushed out of the streets. Moreover, the reliance on private transport failed to organize communications between the center and the outskirts of Madrid, regarded as a metropolitan area. The local authorities used propaganda to legitimize its idea of modernization. However, a wave of discomfort spread across the citizens and was channeled into open criticism of the flyovers. This unease can be linked to a general rejection of the practical applications of post-World War II urban planning.

The effect of transportation on the atmosphere is immense because it is the biggest energy consumer which burns much of the global oil. This triggers environmental impact and leads to a global warming by releasing carbon dioxide, including nitrous oxide and particulate pollution. This analysis key motive is to estimate the inter links of CO2 emissions from transportation, solid and liquid fuel utilization, industrialization and manufacturing, fossil fuel energy with economic progress in Pakistan. For stationarity purposes, time span data ranging from 1971-2019. The ARDL (Autoregressive Distributed Lag) method was applied with the estimation of long- and short-run dynamics. Furthermore, FMOLS (Fully Modified Least Square) and DOLS (Dynamic Least Square) techniques were also used to estimate the long term relationships amid variables. Outcomes exposed during the long-run that CO2 emissions from transportation, liquid fuel usage, industrialization and manufacturing sector and fossil energy use has positive coefficients with probability-values (0.476), (0.653), (0.613) and (0.711) correspondingly that exposed a constructive interaction with economic progress, while carbon emission from solid fuel utilization and CO2 emissions has adverse influence to economic progress of Pakistan. Similarly, FMOLS and DOLS techniques outcomes show that the variables CO2 emissions from transportation, liquid and solid fuel usage and fossil energy use demonstrate a constructive correlation with economic growth, while carbon emission from industrialization and manufacturing and CO2 emissions has adverse influence on economic progress in Pakistan. As a cross-cutting trend of sustainable development policy, Pakistan should pay greater attention to environmental issues and recognize their importance. [ABSTRACT FROM AUTHOR]

In Western society, high-caloric diets rich in fats and sugars have fueled the obesity epidemic and its related disorders. Disruption of the body-brain communication, crucial for maintaining glucose and energy homeostasis, arises from both obesogenic and genetic factors, leading to metabolic disorders. Here, we investigate the role of hypothalamic tanycyte shuttles between the pituitary portal blood and the third ventricle cerebrospinal fluid in regulating energy balance. We inhibited vesicle-associated membrane proteins (VAMP1-3)-mediated release in tanycytes by expressing the botulinum neurotoxin type B light chain (BoNT/B) in a Cre-dependent manner in tanycytes. This was achieved by injecting either TAT-Cre in the third ventricle or an AAV1/2 expressing Cre under the control of the tanycyte-specific promoter iodothyronine deiodinase 2 into the lateral ventricle of adult male mice. In male mice fed a standard diet, targeted expression of BoNT/B in adult tanycytes blocks leptin transport into the mediobasal hypothalamus and results in normal-weight central obesity, including increased food intake, abdominal fat deposition, and elevated leptin levels but no marked change in body weight. Furthermore, BoNT/B expression in adult tanycytes promotes fatty acid storage, leading to glucose intolerance and insulin resistance. Notably, these metabolic disturbances occur despite a compensatory increase in insulin secretion, observed both in response to exogenous glucose boluses in vivo and in isolated pancreatic islets. Intriguingly, these metabolic alterations are associated with impaired spatial memory in BoNT/B-expressing mice. These findings underscore the central role of tanycytes in brain-periphery communication and highlight their potential implication in the age-related development of type 2 diabetes and cognitive decline. Our tanycytic BoNT/B mouse model provides a robust platform for studying how these conditions progress over time, from prediabetic states to full-blown metabolic and cognitive disorders, and the mechanistic contribution of tanycytes to their development. The recognition of the impact of tanycytic transcytosis on hormone transport opens new avenues for developing targeted therapies that could address both metabolic disorders and their associated cognitive comorbidities, which often emerge or worsen with advancing age. [Display omitted] • Blockade of tanycytic transcytosis abrogates access of blood-borne signals to the hypothalamus. • Obstructing tanycytic shuttles promotes intra-abdominal fat accumulation and carbohydrate consumption. • Expression of botulinum toxin in tanycytes alters peripheral lipid homeostasis. • Hindering tanycytes transports promotes glucose intolerance and insulin resistance. • Impairing tanycytic transcytosis leads to normal-weight central obesity and cognitive alterations. [ABSTRACT FROM AUTHOR]

Effects of microstructure factors on the acoustic performance of open-cell foams can be characterized numerically by a microstructure-based approach. To this regard, the numerical homogenization approach and the equivalent-fluid theory are employed to study the acoustic behavior of random open-cell foams within their Voronoi tessellation-based Representative Volume Elements (RVE). As a validation step, the numerical predictions are compared with the reference findings to either verify the finite element procedure or demonstrate that the constructed RVE can capture both the local geometrical characteristics and the acoustic macrobehavior of cellular solid foams. It can be seen from the obtained results that the morphological characteristics of open-cell foams could be controlled to achieve the desired sound absorbing behavior. In addition, the analytical expressions, formulating the relationship between the geometry of foam absorbers and their target absorption performance, are established to design sound absorbing foam layers. [ABSTRACT FROM AUTHOR]

In order to develop the present article, we selected a transport entity listed on the Bucharest Stock Exchange and financially diagnosed over three consecutive years, from 2018 to 2020, through structural ratios, creditworthiness indicators (liquidity and solvency) and, last but not least, financial balance indicators.

In the current period, there is a high demand for the production of liquid fuel which is used for transport purposes all over the world. Therefore, the conversion of methane to methanol fuel is reported as an alternative option for natural gas. Some approaches such as the two-step syngas process, direct single step, and bacterial agent catalyzed reaction use steam reform of methane, methane oxidation processes (via methane selectivity), and methane gaseous form (via methane monooxygenase enzymes) respectively to produce methanol fuel from methane. Also, chemical routes have applied high temperature/pressure catalytic conversion of syngas to methanol. Most conventional approaches discussed are gas to liquid technologies that exploit and monetize nontraditional methanol sources. The utility of methanol as liquid fuel is discussed and now researchers have invented the greatest potential of methanol as a robust product that is produced or synthesized by using a commercial scale conversion process from methane. Normal conversion for methane to methanol via chemical routes is exploited by high temperature and pressure as an energy-intensive process. However, the biological modes of conversion of methane to methanol occur by using methanotrophic bacteria, exhibiting desired transformation capacity at ambient conditions via methane monooxygenase enzyme. Biotechnological modes of conversion have shown the potentiality for their application in an industrially relevant process in eco-friendly ways. Some approaches of biotechnological modes of conversion of methane to methanol by whole-cell, wild-type, and methanotroph cultures are discussed along with many chemical route approaches. In this paper, the authors emphasize the different chemical and biological approaches for methane to methanol conversion with their limitations and applications. [ABSTRACT FROM AUTHOR]

Mooring observations in the eastern Eurasian Basin of the Arctic Ocean showed that mean 2013–2018 along-slope volume and heat (calculated relative to the freezing temperature) transports in the upper 800 m were 4.8 ± 0.1 Sv (1 Sv = 106 m3/s) and 34.8 ± 0.6 TW, respectively. Volume and heat transports within the Atlantic Water (AW) layer (∼150–800 m) in 2013–2018 lacked significant temporal shifts at annual and longer time scales: averaged over the two periods of mooring deployment in 2013–2015 and 2015–2018, volume transports were 3.1 ± 0.1 Sv, while AW heat transports were 31.3 ± 1.0 TW and 34.8 ± 0.8 TW. Moreover, the reconstructed AW volume transports over longer, 2003–2018, period of time showed strong interannual variations but lacked a statistically significant trend. However, we found a weak positive trend of 0.08 ± 0.07 Sv/year in the barotropic AW volume transport estimated using dynamic ocean topography (DOT) measurements in 2003–2014 – the longest period spanned by the DOT dataset. Vertical coherence of 2013–2018 transports in the halocline (70–140 m) and AW (∼150–800 m) layers was high, suggesting the essential role of the barotropic forcing in constraining along-slope transports. Quantitative estimates of transports and their variability discussed in this study help identify the role of atlantification in critical changes of the eastern Arctic Ocean.

Tourism is a dynamic activity and necessarily involves the displacement of people. The pandemic scenario (covid-19) reinforces the need to travel in order to verify the tourist phenomenon. Without displacement of people there is no tourism (except in the case of virtual tourism, despite its doubt and legitimacy). In this sense, the transport companies assume themselves as determinants in the success and quality of the tourist service provided. Transport companies play a special role in tourism-related activities. Transport companies play an important role in the economy and in the quality of life of the population and visitors. Consequently, the present manuscript will present some theoretical and practical contributions of good practices (benchmarking) for the quality of service in specific tourism contexts (i.e. transport companies in the Portuguese context). At the end, the main limitations of the study will be presented, as well as guidelines for future work will be presented. [ABSTRACT FROM AUTHOR]

The shelf based West Greenland Current System carries both Arctic Water and Greenland meltwater around Cape Farewell, the southern tip of Greenland, where it may impact the deep water formation in the Labrador Sea. Nevertheless, this current system remains largely unknown due to limited observations. Using a very high‐resolution (1°/60°) numerical simulation integrated from 2005 to 2014, the annual cycle of the current structure in the vicinity of southern Greenland is analyzed to present the seasonal variability of the West Greenland Current System. A distinct shelf break West Greenland Coastal Current (WGCC) exists for about half the year between Cape Farewell and Cape Desolation, although it merges with the main jet of the West Greenland Current (WGC) in winter and separates in summer. The WGC has three components at Juliannehaab Bight: A shelf component, a shelf‐break component and a main slope jet. The shelf system is most energetic in fall, when the freshwater transport is also the greatest in a range of 25–40 mSv, with a broad transport minimum in spring in a range of 15–25 mSv. The seasonal cycle is strongest near Cape Farewell and weakest at Cape Desolation. The strength of the shelf system decreases as one moves north as water is lost offshore, with strongest transports of 0.61 Sv to the east of Cape Farewell and weakest of 0.41 Sv at Cape Desolation. This decrease in transport between Cape Farewell and Cape Desolation suggests substantial exchange between WGCC and WGC in this region. Plain Language Summary: A West Greenland Coastal Current (WGCC), located along the west Greenland continental shelf, was previously found to transport cold, fresh water to the Labrador Sea through exchange with the shelf break current, potentially influencing the deep convection that feeds the climate‐related Atlantic Meridional Overturning Circulation. Our very high‐resolution regional model is the first to successfully simulate the WGCC, which is difficult due to its very narrow nature. It is shown that the part of the WGCC that rounds the southern tip of Greenland merges with shelf break current in winter, and the WGCC remains separate from the shelf break current in summer. The main WGCC consists of persistent flow on the shelf except when it splits into multiple branches at Juliannehaab Bight. The WGCC significantly strengthens in summer and autumn. Its volume and freshwater transports increase from a minimum in spring to a maximum in October and this cycle weakens northward and westward along the shelf. The decrease in the transport suggests substantial exchange of WGCC water with the West Greenland Current. Key Points: A shelf break West Greenland Coastal Current exists about half a year between Cape Farewell and Cape Desolation, with a three current system at the Overturning in the Subpolar North Atlantic Program (OSNAP) West sectionThe shelf system is strongest in fall, with largest freshwater transport (25–40 mSv), with a transport minimum in spring (15–25 mSv)The transport decreases as water is lost offshore, decreasing from OSNAP East (0.61 Sv) to Cape Desolation (0.41 Sv) [ABSTRACT FROM AUTHOR]

Copyright of Esboços: Historias em Contextos Globias is the property of Esbocos: historias em contextos globais 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.)

The Tōhoku Pacific Coast earthquake on 11 March 2011 severely disrupted transport networks, suddenly jeopardising a large part of Japan, and prompting authorities to take fast action. Refugees and inhabitants of the affected areas were forced to adapt their transport needs. This unprecedented situation laid bare the need for a more resilient Japanese transportation infrastructure in order to significantly improve physical and social reconstruction capacity during an emergency situation. This paper analyses the damage and impact of the disaster on transport and its energy infrastructure, reviews the measures adopted, and assesses past and acquired resilience. [ABSTRACT FROM AUTHOR]

This paper examines the impact of gender on decisions that military, police, and bureaucrats made in selection of western European Jews for deportation venues, on initial treatment at Auschwitz and death camps, and on survival. Examining data collected and made public by Yad Vashem on 1100 transports carrying more than 550,000 Western European Jews to the east, I find that women comprised a majority on most transports and a disproportionate number of those sent to immediate death at Auschwitz. Patterns of gender composition of transports varied over the course of the war and from country to country in significant and mostly predictable ways. Overall survival rates for men were higher than for women based on transports carrying about 210,000 of the 550,000 people. [ABSTRACT FROM AUTHOR]

This work aimed to propose routing options to distribute medical-hospital materials from a central warehouse to 21 hospitals in the State of Minas Gerais. It is an applied study, of quantitative approach, developed in Fundação Hospitalar do Estado de Minas Gerais, the largest network of public hospitals in Latin America. In this way, some models were tested to optimize the deliveries of such items to the units. The aim was to reduce distribution costs by reducing the distances traveled, when using more than one vehicle, with different capacities. An adaptation of the Traveling Salesman Problem was implemented in IBM CPLEX software, presenting routing proposals with variables with index. Routes were obtained using more than one vehicle, attending to all units, obeying the quantitative and the frequencies stipulated by the organization. It has been demonstrated that the adoption of vehicles with greater capacity can optimize the deliveries, reducing the distance traveled by 19%, approximately. We emphasize the importance of this study because it is a network of hospitals, being a differential within the literature of the area. [ABSTRACT FROM AUTHOR]

Copyright of Interação em Psicologia is the property of Universidade Federal do Parana 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.)

The transport sector presents itself as a worrying area in terms of safety risk and worker performance. The inadequacy of the workload may be able to impair the achievement of the task. Therefore, the need to conduct a literature review on the topic workload on drivers. PROKNOW-C was used to select articles for portfolio formation, bibliometric analysis and systemic review. The results identify that the level of workload experienced by drivers is associated with personal factors such as age, length of service, time pressure and working conditions. The most important methodologies were NASA TLX for evaluation of the subjective workload and analysis by methods linked to biomechanics. Based on the knowledge acquired on the subject, it is sought to start a research on the topic of workload on drivers. [ABSTRACT FROM AUTHOR]

A recent study has shown increased warming in the fjords of west Spitsbergen. Their location is critical, as they are situated along the main northward pathway of Atlantic Water (AW) which is a great source of heat to the Arctic Ocean and the fjords. In the light of ongoing warming, we aim to discuss differences between the fjords under northward transformation of oceanic waters. We compared summer hydrographic conditions in two fjords located in two opposite ends of west Spistbergen: Hornsund in the south and Kongsfjorden in the north. The study is based on high resolution CTD measurements collected during Arctic cruises between 2001 and 2015. The emphasis was put not only on differences in water temperature, salinity and water masses but also the freshwater content (FWC), AW transport and heat delivery to the fjords. In general, the water in Kongsfjorden is on average 1°C warmer and its salinity is higher by 0.5 compared to Hornsund. It is also characterized by two times greater transport of AW and heat delivery to the fjord. On the other hand, Hornsund reveals two times higher FWC. Both fjords undergo a gradual warming due to an increased presence of Atlantic origin waters. The ongoing warming is accompanied by an increase in variability of temperature and salinity dependent on the domination of the Sørkapp Current (SC) or the West Spitsbergen Current (WSC) on the West Spitsbergen Shelf (WSS). Nonetheless, Hornsund remains more Arctic-type fjord compared to Kongsfjorden, due to stronger blocking by SC.

Urban policies that encourage walking or cycling to work are widely considered as healthy public policies given the benefits of increased physical activity, reduced traffic congestion and reduced air pollution. The difficulty for public health actors is that action to promote walking or cycling is largely outside their reach, for instance : building walking and cycling infrastructure (broader sidewalks, cycling lanes, and so on), improving access to public transit, or changing bylaws on maximum speed limits. These actions fall under the responsibility of transportation and urban planning sectors. In other words, creating healthy public policies requires that public health actors partner with actors from other sectors. In doing so, they are likely to come up against « politics and power games » (de Leeuw, 2017, p. 344). This paper explores what public health actors do to integrate a health perspective into urban policies for active transportation. As policy instruments fall under the responsibility of other sectors, what do they do? Are they limited to advocacy efforts? And how can these policy instruments be implemented when these other sectors are primarily concerned with something other than health? To answer these questions, this paper examines the role of public health actors in the process of leading two major Canadian cities, Montreal and Toronto, to develop active transportation policies (the policy emergence phase) and to implement these policies, including specific initiatives to change the built environment for active transportation (the implementation phase). We observe how public health actors, and in particular the local public health authorities, interact with actors from other sectors concerned with active transportation. We also consider how health knowledge and values are used in the legitimisation of active transportation policies. This focus on interactions and values stems from our use of an advocacy coalition framework (Sabatier & Weible, 2007). The methods include documentary analysis (official plans and documents related to active transportation) and semi-structured interviews (Montreal=20, Toronto=20) with key actors from the active transportation policy subsystem (in particular: municipal councillors and employees; public health actors, especially from local public health agencies; representatives from interest groups involved with active transportation). There are four main results from this study. Firstly, arguments for active transportation based on health benefits have circulated beyond the community of public health actors. Such arguments are found in the official plans stating the objectives of both cities’ active transportation policies; in rationales justifying the specific initiatives under study; and in the discourses of actors from other sectors. Secondly, public health actors spend considerable time and effort in the production and diffusion of knowledge regarding the intersections between transportation, urban planning and health. Based on this knowledge, they also adopt public positions on policy issues regarding active transportation. They are, however, largely absent from the implementation phase of the specific active transportation initiatives under study here (figure 1). Third, public health actors engage with actors from other policy sectors that share their values and vision regarding active transportation policies. This is especially true of their interactions with non-governmental organisations and university researchers. Lastly, it is more difficult for them to establish interactions with actors that do not share their values and visions regarding preferred policies, especially with municipal transportation services. In conclusion, our results suggest that the inclusion of health knowledge and values into official plans that state the objectives of active transportation policies is not sufficient to determine that health has become part of active transportation policies. Constitutional rules that define how responsibilities are shared between sectors, and the definition of a policy sector by a dominant profession and a dominant policy paradigm, limit the extent to which public health actors may shape active transportation policies so that they become healthier urban policies.

This paper aimed to identify the role played by transportation and distance in access to health care for the population using the Brazilian public health care system and to assess the impact on health inequalities in the city of São Paulo. The data come from a qualitative study carried out in a central area of São Paulo in 2017-2018. Interviews were led with the regulatory staff of the regional and local health administration, and with 37 users of the public health system. In São Paulo, access to specialized care is regulated by administrators of the primary health care facilities, who are in charge of taking all of the users’ appointments in specialized public health care. The users’ health mobilities are thus constrained, in an urban context already constrained by transportation and traffic issues. The interviews with regulators revealed that they try as much as they can to take into account accessibility to specialized health care by public transportation. This adaptation occurs by two means: by trying to choose the best locations when negotiating with the municipal administration, and by knowing the physical abilities of their patients. However, their own representation of acceptable distance is not necessarily the same as the users’, and the spatial barriers to mobility that are considered in the regulatory process do not acknowledge the existence of mental barriers. Thus, the regulators’ practices, though helping to organize a theoretically accessible health care system, are not sufficient to lower the very high absenteeism in specialized consultations. The impact of transportation on the representation of proximity and distance to health care was then evaluated, in order to identify possibly remaining barriers in term of access. The users’ interviews enabled us to conclude that public transportations were used by local populations to assess the distance to a health care facility, and that transportation could be an obstacle to access and was a potential source of discontent. However, it only became a real access barrier when associated with other factors, like waiting time for consultations, the urgency of the health care problem, the acceptability of the facility or of the doctor, or the location of the facility. Finally, we tried to study the impact of two alternatives on health mobility. The first one was the availability of a personal or a family car. Even though it does not change the perception of distance, having access to a private car allows users to have better mobility options and less restrictions on access to health facilities they preferred or where they were sent. The second one was paying for a private health plan: users that had access to private care generally used it in order to get consultations in locations of their choice, either in areas close to their home or workplace, or in locations considered as accessible given their own mobility capacities. These alternatives were not equally distributed amongst the interviewees, and previous studies showed that these alternatives are more frequently available to the more affluent and educated population, proving that accessibility and mobility to health care are reproducing health inequalities. Moreover, these results allow us to infer that these prior inequalities contribute to various urban health trajectories. These trajectories appear to be more constrained for those with less health care or mobility options, thus accentuating health inequalities in São Paulo.

It has been shown that El Niño events contribute to discharge the warm pool excess of energy out of the tropical Pacific. In a different climate, the energetic budget in the tropical Pacific is altered, which might have an effect on the El Niño amplitude and/or occurrence and thereby on the role of El Niño on energy redistribution. The mid-Holocene period (6 ka BP) offers a good example of changes in the distribution of incoming solar energy. In particular, the equator-pole gradient was weaker compared to the modern period. We analyze long stable simulations of the mid-Holocene and the pre-industrial era and discuss the mean- and El Niño-related energy transports in the two climates. We show that the role of global energy pump played by the tropical Pacific is reduced in the mid-Holocene in our simulation, both in long-term mean and during El Niño years. We demonstrate that this is not only a direct response to insolation forcing but this is further amplified by changes in internal processes. We analyze the relative role of El Niño events in the Pacific discharge in the two climates and show that it is reduced in the mid-Holocene, i.e. the fraction of the Pacific discharge that is due to El Niño is reduced. This is mainly due to reduction in the occurrence of El Niño events. This work gives a new approach to address El Niño changes, from the perspective of the role of El Niño in global energy redistribution. [ABSTRACT FROM AUTHOR]

Enhancement of nano zero-valent iron (nZVI) stability and transport in the subsurface environment is important for in situ degradation of contaminants. Various biodegradable dispersants (poly (acrylic acid) (PAA), Tween 20 and Reetha Extracts) have been tested to evaluate their effectiveness in this regard. Application of dispersants during the synthesis of nZVI have positively affected the reduction in particle size. The transport capacity in terms of fraction elution at different pore water velocities and collector grain size (filter media) was analyzed using correlation equation for the filtration model by Rajagopalan and Tien (RT model). At a surfactant concentration of 5% for PAA, Tween 20 and Reetha (Sapindus trifoliata) extracts, the lowest particle size and the highest zeta potential achieved are 8.67 nm and −55.29 mV, 75.24 nm and −62.68 mV, 61.6 nm and −37.82 mV, respectively. The trend of colloidal stability by The Derjaguin—Landau—Verwey—Overbeek (DLVO) Theory model for PAA and Reetha applied concentration was 3% > 4% > 5% > 2% > 1% > 0%. For Tween 20, modified nZVI particle shows a higher repulsive force with increasing Tween 20 concentration. Results indicated that some mechanisms such as aggregation, ripening and surface modification with different carrier pore water velocities had a considerable impact on nZVI retention in porous media. The results indicate that natural surfactant like Reetha extracts exhibits an alternative potential capacity for nZVI modification in comparison with synthetic surfactants (PAA and Tween 20). [ABSTRACT FROM AUTHOR]

The global trade of agricultural commodities seeks to meet the demands of economic agents engaged in the production, processing and/or commercialization of agroindustrialized, agro-food and agrienergy products. This article aims to analyze through the perspective of the Geography of International Trade the exportation's policy and the how the modes of transport are used to movement Brazilian's agricultural commodities into the global markets, between 1997 and 2017. The methodological procedures adopted were the revision, collection and analysis of secondary data provided by Comex Stat. The agricultural commodities (in natura and processed) were exported to international markets and its flows are concentrated in domestic land transport, ports and maritime transport. [ABSTRACT FROM AUTHOR]

How can governments renegotiate public private partnerships (PPPs) in order to reduce public expenditures? In 2011, in the aftermath of the financial and sovereign debt crisis, Portugal asked for financial assistance from the European Union, the European Central Bank, and the International Monetary Fund ("the Troika"). Annual payments to PPPs in the highway sector represented one of the major burdens of public finances. Over the last two decades, Portugal used PPPs to close the "infrastructure gap" by building 4000 km of highways. The Troika demanded that the Portuguese government renegotiate these PPPs in order to reduce annual payments by 30%, and to develop a more sustainable model. This paper describes these renegotiations. We also discuss the strategy of these renegotiation, in order to reduce costs focus on the main motivations for the public and private sector to conduct this process. A reduction of 18% on future payments was achieved, by using five main strategies: (1) reduce operational service levels; (2) transfer operational service to the public sector, at a lower marginal cost; (3) increase the period between "major repairs"; (4) reduce private sector profitability; and (5) change the risk allocation. We detail each strategy and analyse their respective impact on total cost reductions. This paper should be useful to both academics and practitioners, as it describes a complex renegotiation process that led to gains for both sides and reduced public payments in one of countries that used PPPs most aggressively worldwide. [ABSTRACT FROM AUTHOR]

The teaching case for Mobility at Governador Aluízio Alves International Airport presents a decision making situation related to the problem of passenger and tourism mobility on the way to the airport. The Tourism Secretary of São Gonçalo do Amarante and also all the secretaries of the metropolitan region of Natal are facing challenges related to the definition of roles and attributions of transport services offered at the airport terminal: public and private transportation (chartered vans, tourist receptions, taxis and Uber). It also highlights the problems of mobility infrastructure for the use of transport services to the airport, related to: conditions and maintenance of roads, signs, mobility costs, quality of services offered by transport companies and time of passenger transport logistics. The secondary data for the development of the case were extracted from newspapers, books and websites, while the primary data were obtained through interviews. The case may be applied in undergraduate and postgraduate courses in management, tourism and public management in the following disciplines: general management theory; logistics; tourism organization and dynamics; transport systems and urban and regional development. [ABSTRACT FROM AUTHOR]

This article addresses the economic value of tourism, namely as a tradable good primarily produced with the intent of export. Before revealing the numbers to examine the increasing impacts of the tourism economy in today's world, a brief insight is provided on the first steps of this recent industry, which flourishes at times of long standing peace and disruptive technological change on the transport and telecommunications sector. Although the benefits of tourism tend to largely surpass any negative side effects, the role of authorities in avoiding and addressing any mounting negative externalities is explored, as timely and promptly public action is often required to protect the tourism assets. Finally, the social role of tourism is also addressed as an anchor and a complement to its undisputable economic relevance. [ABSTRACT FROM AUTHOR]

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