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To link to full-text access for this article, visit this link: http://dx.doi.org/10.1016/j.robot.2006.02.012 Byline: Vicente Feliu, Emiliano Pereira, Ivan M. Diaz, Pedro Roncero Abstract: This paper proposes a method to modify the dynamics of single-link flexible arms in order to allow the design of a control system which is more robust to changes in the payload value. This is achieved by attaching some small lumped masses at some points of the link. Therefore, connections between the dynamics and the feedforward control of single-link flexible manipulators are considered to simplify the control and make the system faster and more robust. The feedforward controller design is based on the so-called dynamic model inversion technique derived from a discretization of the system dynamic model. A comparative assessment between the discrete model inversion based on feedforward control and the command preshaping technique is presented. Numerical examples and experimental results thus changing the payload values are carried out. Author Affiliation: Departamento Ingenieria Electrica, Electronica y Automatica, E.T.S. Ingenieros Industriales, UCLM, Campus universitario s/n, 13071 Ciudad Real, Spain Article History: Received 15 October 2005; Revised 15 February 2006; Accepted 18 February 2006

People with chronic pain are at increased risk of opioid misuse. Less is known about the unique risk conferred by each pain management treatment, as treatments are typically implemented together, confounding their independent effects. This study estimated the extent to which pain management treatments were associated with risk of opioid use disorder (OUD) for those with chronic pain, controlling for baseline demographic and clinical confounding variables and holding other pain management treatments at their observed levels. Data were analyzed in 2024 from 2 chronic pain subgroups within a cohort of non-pregnant Medicaid patients aged 35–64 years, 2016–2019, from 25 states: those with (1) chronic pain and physical disability (CPPD) (N=6,133) or (2) chronic pain without disability (CP) (N=67,438). Nine pain management treatments were considered: prescription opioid (1) dose and (2) duration; (3) number of opioid prescribers; opioid co-prescription with (4) benzo- diazepines, (5) muscle relaxants, and (6) gabapentinoids; (7) nonopioid pain prescription, (8) physical therapy, and (9) other pain treatment modality. The outcome was OUD risk. Having opioids co-prescribed with gabapentin or benzodiazepine was statistically significantly associated with a 37–45% increased OUD risk for the CP subgroup. Opioid dose and duration also were significantly associated with increased OUD risk in this subgroup. Physical therapy was significantly associated with an 18% decreased risk of OUD in the CP subgroup. Coprescription of opioids with either gabapentin or benzodiazepines may substantially increase OUD risk. More positively, physical therapy may be a relatively accessible and safe pain management strategy. [ABSTRACT FROM AUTHOR]

This paper discusses the importance of incorporating online home delivery services (OHDS) into the concept of accessibility and marginalization. The authors propose a method to quantify access to OHDS and assess levels of inequalities in access to OHDS using data from OHDS providers in the pharmaceutical and food sectors, as well as from transport operators delivering parcels. The Västra Götaland Region in the West coast of Sweden is used as a case study. The results show significant inequalities in access to OHDS. Moreover, there are segments of population under a compound marginalization during the COVID-19 pandemic due to (i) limited accessibility to OHDS services, (ii) high incidence of COVID-19 cases in their area that makes physical visits to a store a risk activity, and (iii) high vulnerability (e.g., high share of individuals older than 65). These results reveal a need for the public sector to prioritize innovations in services that target specific clusters of the population that are vulnerable and marginalized, but also shows the imminent risk for some of these segments during the pandemic. • This paper discusses the need to extend online home delivery services (OHDS) by the concepts of accessibility and marginalization. • It proposes a method to assess the inequalities in access to online delivery services with quantitative data. • It compares access to online delivery services and demographics in the Västra Götaland Region (Sweden). • It discusses inequalities in access to OHDS and identifies population at higher risk during the pandemic due to limited access to OHDS. [ABSTRACT FROM AUTHOR]

Freight curbside management has become a contentious issue as various stakeholders claim access to public urban space. Although prior research has offered solutions to mitigate freight-related conflicts in the use of space, a deeper understanding of the extent to which those interventions contribute to cities' sustainable development goals is needed. This paper presents the results of a meta -analysis that examines the effects of four freight curbside interventions: curbside space allocation for freight, data sharing, parking duration limits, and enforcement. The paper pinpoints benefits and drawbacks of those interventions on last-mile deliveries, the urban environment, and the use of public transport infrastructure. The findings suggest positive impacts and underscore the necessity of incorporating people-centred approaches in the design, implementation, and evaluation of policies concerning public space. Nevertheless, trade-offs when implementing those interventions have been identified. The paper concludes by outlining directions for future research and suggesting implications for urban freight policies. [ABSTRACT FROM AUTHOR]

• This paper proposes a set of models to quantify freight trip generation of offices. • This paper applies the model to assess the contribution of offices to the overall freight traffic of the city of Stockholm. • Policy implications and applications for public authorities and other stakeholders are presented. This paper studies the impact of offices on urban freight traffic. Research on freight activity generated by offices is very limited because they are not seen as important contributors to urban freight traffic, and because the amount of deliveries per office is very small compared to the number of deliveries per establishment in freight-intensive sectors (e.g., retail, wholesale, manufacturing). However, the number of offices in cities is so large that altogether they represent a significant share of urban deliveries and generate a nonnegligible share of urban freight traffic. Hence, the relevance of quantifying their freight trip generation. This paper uses the City of Stockholm as a case study. The author collected data from offices and other establishments, estimated regression models and applied them to the city. The results show that offices represent 36% of establishments in Stockholm, 62% of employees and are responsible for 15% of freight trips generated in the city. [ABSTRACT FROM AUTHOR]

Background Patients at intermediate risk (IR) according to The Society of Thoracic Surgeons risk score are today frequently oriented toward the transfemoral aortic valve replacement (TAVR) option. Our goal was to evaluate the best treatment strategies for IR patients with severe aortic stenosis. Methods Of a consecutive series of 1,144 surgical aortic valve replacements (AVRs) performed in our institution between 2008 and 2014, we reviewed the early and late outcomes of two different groups: a low-risk (LR) group of 470 patients, and an IR group of 620. We eliminated from the analysis 54 high-risk patients who were currently candidates for TAVR. All patients underwent surgical AVR with or without concomitant coronary artery bypass grafting. Social Security database interrogation provided long-term information. Results The early mortality rate (30 days) between LR and IR patients was similar (1.70% vs 2.74%, p = 0.25) and both lower than predicted mortality rates. However, cumulative 5-year survival was significantly higher in LR patients (86.3%) than in IR patients (75.4%; p = 0.0007 by log-rank test), although excellent in IR group. Comparing IR survivors and nonsurvivors, ages at operation were 69.5 ± 12.7 years for survivors vs 75.4 ± 9.6 years for those experiencing late deaths ( p = 0.002). Risk factors for late deaths after multivariate analysis were age, hemodialysis, and chronic lung disease. Conclusions Most IR patients today should undergo surgical AVR, but because of survival rates combined with still unavailable late structural deterioration rates in TAVR valves, patients in the IR group with high Society of Thoracic Surgeons scores and known risk factors may be better served with TAVR as data regarding late percutaneous valve function accrue. [ABSTRACT FROM AUTHOR]

Trade imbalances and global disturbances generate mismatches in the supply and demand of empty containers (ECs) that elevate the need for empty container repositioning (ECR). This research investigated dry ports as a potential means to minimize EC movements, and thus reduce costs and emissions. We assessed the environmental and economic effects of two ECR strategies via dry ports—street turns and extended free temporary storage—considering different scenarios of collaboration between shipping lines with different levels of container substitution. A multi-paradigm simulation combined agent-based and discrete-event modelling to represent flows and estimate kilometers travelled, CO 2 emissions, and costs resulting from combinations of ECR strategies and scenarios. Full ownership container substitution combined with extended free temporary storage at the dry port (FTDP) most improved ECR metrics, despite implementation challenges. Our results may be instrumental in increasing shipping lines' collaboration while reducing environmental impacts in up to 32 % of the inland ECR emissions. [ABSTRACT FROM AUTHOR]

Commercial activity and the underlying freight movements supporting them are essential to urban life. Unfortunately, urban freight has negative effects on sustainability and requires innovative approaches to enhance the positive aspects and minimize the negative ones. There is a common understanding among practitioners, with support from the literature, that the negative impacts of urban freight can be alleviated with better knowledge about the system and by identifying and engaging influential stakeholders. This paper focuses on property owners and their role in encouraging initiatives that lead to more sustainable urban freight delivery practices. Property owners engage in sustainability issues in real estate because they are interested in developing their properties to increase their attractiveness, competitiveness, and future market value. A shopping mall is an example of a property that generates a lot of freight traffic due to intense commercial activity. This paper studies the delivery patterns to a centrally located shopping mall in the city of Gothenburg and identifies how property owners could influence the delivery patterns of their tenants. A range of initiatives is proposed based on the literature and considering the delivery patterns observed. The results show that property owners can include freight deliveries in their sustainability strategy, focusing on fostering collaboration and communication between the tenants and promoting supply chain strategies that consider the type of activities that take place and the scope to reduce the number of truck movements and increase the efficient and sustainable goods deliveries. [ABSTRACT FROM AUTHOR]

Objectives: To derive models that identify patients with COVID-19 at high risk for stroke.Materials and Methods: We used data from the AHA's Get With The Guidelines® COVID-19 Cardiovascular Disease Registry to generate models for predicting stroke risk among adults hospitalized with COVID-19 at 122 centers from March 2020-March 2021. To build our models, we used data on demographics, comorbidities, medications, and vital sign and laboratory values at admission. The outcome was a cerebrovascular event (stroke, TIA, or cerebral vein thrombosis). First, we used Cox regression with cross validation techniques to identify factors associated with the outcome in both univariable and multivariable analyses. Then, we assigned points for each variable based on corresponding coefficients to create a prediction score. Second, we used machine learning techniques to create risk estimators using all available covariates.Results: Among 21,420 patients hospitalized with COVID-19, 312 (1.5%) had a cerebrovascular event. Using traditional Cox regression, we created/validated a COVID-19 stroke risk score with a C-statistic of 0.66 (95% CI, 0.60-0.72). The CANDLE score assigns 1 point each for prior cerebrovascular disease, afebrile temperature, no prior pulmonary disease, history of hypertension, leukocytosis, and elevated systolic blood pressure. CANDLE stratified risk of an acute cerebrovascular event according to low- (0-1: 0.2% risk), medium- (2-3: 1.1% risk), and high-risk (4-6: 2.1-3.0% risk) groups. Machine learning estimators had similar discriminatory performance as CANDLE: C-statistics, 0.63-0.69.Conclusions: We developed a practical clinical score, with similar performance to machine learning estimators, to help stratify stroke risk among patients hospitalized with COVID-19. [ABSTRACT FROM AUTHOR]

Background: Preventing anatomic failure after rotator cuff repair (RCR) remains a challenge. Augmentation with a surgical mesh may permanently reinforce the repair and decrease failure rates. The purpose of this study is to assess the postoperative outcomes of open RCR augmented with a novel reticulated polycarbonate polyurethane patch. Materials and methods: Ten patients with supraspinatus tendon tears underwent open RCR augmented with a polycarbonate polyurethane patch secured in a 6-point fixation construct placed over the repaired tendon. Patients were evaluated with preoperative and postoperative outcome measures, including the Simple Shoulder Test, visual analog pain scale, American Shoulder and Elbow Surgeons shoulder score, Cumulative Activities of Daily Living score, and University of California, Los Angeles shoulder scale, as well as range of motion. Postoperative magnetic resonance imaging was used to evaluate repair status. Results: Patients showed significant improvements in visual analog pain scale, Simple Shoulder Test, and American Shoulder and Elbow Surgeons shoulder scores at both 6 and 12 months postoperatively (P < .05 and P < .01, respectively). The University of California, Los Angeles postoperative score was good to excellent in 7 patients at 6 months and in 8 patients at 12 months. Range of motion in forward flexion, abduction, internal rotation, and external rotation was significantly improved at both 6 and 12 months postoperatively (P < .05 and P < .01, respectively). Magnetic resonance imaging at 12 months showed healing in 90%; one patient had a definitive persistent tear. We found no adverse events associated with the patch, including the absence of fibrosis, mechanical symptoms, or visible subacromial adhesions. Discussion: The polycarbonate polyurethane patch was designed to support tissue in growth and enhance healing as shown by preclinical animal studies. Clinically, the patch is well tolerated and shows promising efficacy, with a 10% retear rate at the 12-month time point. [Copyright &y& Elsevier]

Background Outcomes of acute stroke management are time dependent. Intravenous tissue plasminogen activator (t-PA) is indicated within 3-4.5 hours of symptom onset and endovascular intervention within 6 hours. Time to treatment may depend on the patient's location. This study seeks to determine whether there is a difference in the timing of key aspects of stroke codes between the emergency room and the inpatient setting. Methods Stroke codes ending in t-PA administration or endovascular intervention between 2010 and 2013 were included. Emergency room stroke codes were compared with those in the inpatient setting. Data were obtained from the Yarmon Stroke Center log. The variables were time to neurological evaluation, time to computed tomography (CT) scan, time to t-PA administration, time from CT scan to t-PA, and time to endovascular intervention. The variables were compared using the t test. Results One hundred twenty-two stroke codes were included (106 from emergency room and 16 from inpatient setting). There was no difference in the time to neurological evaluation ( P = .19). The time to CT scan and to t-PA administration was significantly increased in the inpatient group ( P ≤ .001 and P = .01, respectively). There was no difference in the time from CT scan to t-PA ( P = .09) and in the time to endovascular intervention ( P = .21). Conclusions Our results show that in the inpatient setting, there was a significant delay in the time to CT scan and to t-PA administration and that the source of the delay is the time to CT scan. [ABSTRACT FROM AUTHOR]

Freight transport management and planning traditionally relies on freight transport models. However, e-commerce has changed the way freight is transported and requires a paradigm shift in such models. In contrast to conventional purchases in physical outlets, there is a spatial and temporal disconnection between the purchase and the reception of goods bought online. While traditionally the shopper brings home the purchases, the courier, express and parcel (CEP) sector must bridge this leg for the online retail channel by delivering the parcel to the household. These new type of freight trips have been ignored in the literature on freight modeling. Given the increasing number of urban freight trips destined for households, this omission implies significant errors when demonstrating transport impacts, identifying potential innovations, or assessing policy initiatives with these models. Therefore, we develop a framework that demonstrates how households' online consumption translates into freight trips. Three key factors in this framework seem to determine the magnitude of freight traffic originated by household's online shopping: (i) consumer shopping behavior, (ii) the supplier network and distribution system designed by the online store, and (iii) the fragmentation of the CEP market and the density of the delivery network. The identification of these three key factors provides a framework for policy action to mitigate the impact of household freight. • We provide a framework to convert households' online consumption into freight trips. • In Belgium, a neighborhood is on average crossed by 3.6 freight trips per day. • Cities should create sufficient capacity to manage local freight impacts. [ABSTRACT FROM AUTHOR]

• A probabilistic model for energy estimation with Bayesian machine learning is pro- posed. • A two stage time-dependent EVRP with chance-constrained partial recharging is pre- sented. • Realistic simulations and experiments with data from electric vehicles are performed. • Results indicate high accuracy, reliability and potential for energy savings. Routing electric commercial vehicles requires taking into account their limited driving range, which is affected by several uncertain factors such as traffic conditions. This paper presents the time-dependent Electric Vehicle Routing Problem with Chance-Constraints (EVRP-CC) and partial recharging. The routing method is divided into two stages, where the first finds the best paths and the second optimizes the routes. A probabilistic Bayesian machine learning approach is proposed for predicting the expected energy consumption and variance for the road links, paths and routes. Hence it is possible to consider the uncertainty in energy demand by planning charging within a confidence interval. The energy estimation is validated with data from electric buses driving a public transport route in Gothenburg-Sweden as well as with realistic simulations for 24 hours traffic in the city of Luxembourg connected to a high fidelity vehicle model. Routing solutions are compared with a deterministic formulation of the problem similar to the ones found in the literature. The results indicate high accuracy for the energy prediction as well as energy savings and more reliability for the routes. [ABSTRACT FROM AUTHOR]

The second in a series of two, this paper conducts a review of the public-sector initiatives that could be used to improve freight activity in metropolitan areas, collects data about the initiatives that have been implemented and their performance, and produces a ranking of suggested initiatives. The review of public-sector initiatives is based on a comprehensive analysis of their performance, which cataloged the initiatives into seven major groups, 15 subgroups, and 48 unique initiatives. The initiatives covered in this paper include: Financial Approaches; Logistical Management; and Demand/Land Use Management. The characterization of the state of the practice, and the performance of the initiatives, was based on a survey that collected data from 32 countries and 56 cities throughout the world. The third component of the work consisted of the generation of a ranking of suggested initiatives based on the performance data collected by the survey. The fourth component of the research reported here is the development of a process intended to lead to the sustained improvement of urban freight management. The paper ends with a discussion of chief findings. [ABSTRACT FROM AUTHOR]

Abstract: Association studies provide a powerful approach to link DNA variants and genetic predisposition to complex diseases. In this study, we determined the genotype and allelic frequencies of genes encoding enzymes involved in alcohol metabolism in alcoholic and nonalcoholic subjects of related ethnicity. A total of 118 individuals of Otomi Mexican Indian ancestry were included. Fifty-nine were chronic alcoholics according to WHO criteria and alcohol dependents according to the Diagnostic and Statistical Manual of Mental Disorders, Fourth Edition (DSM IV) criteria. They were compared to 59 teetotalers or alcohol consumers of <10g per day. The restriction fragment length polymorphisms analyzed were ADH1B/MaeIII, ALDH2/MboII, CYP2E1/DraI, CYP2E1/RsaI, and CYP2E1/TaqI. Of the studied polymorphisms, a significant difference between alcoholic and nonalcoholic Otomies was observed only in the CYP2E1/TaqI. The common genotype in alcoholics was A1/A2 (54%), and in nonalcoholics the homozygous A2/A2 (63%) (odds ratio [OR]: 0.28; 95% confidence interval [CI]: 0.13–0.60; P =.002). The frequency of the mutant allele A1 was significantly higher in alcoholics than in nonalcoholics (41 vs. 21%; OR: 2.4; 95% CI: 1.3–4.3; P =.003). This documents the presence of a polymorphism of CYP2E1 that is overexpressed in alcoholic Otomies, in which the variant allele (A1 of CYP2E1/TaqI) is associated with increased susceptibility to alcoholism. The appreciation that this finding may be an additional factor contributing to the high frequency of liver cirrhosis in Otomies requires further investigation. [Copyright &y& Elsevier]

Dynamic routing of electric commercial vehicles can be a challenging problem since besides the uncertainty of energy consumption there are also random customer requests. This paper introduces the Dynamic Stochastic Electric Vehicle Routing Problem (DS-EVRP). A Safe Reinforcement Learning method is proposed for solving the problem. The objective is to minimize expected energy consumption in a safe way, which means also minimizing the risk of battery depletion while en route by planning charging whenever necessary. The key idea is to learn offline about the stochastic customer requests and energy consumption using Monte Carlo simulations, to be able to plan the route predictively and safely online. The method is evaluated using simulations based on energy consumption data from a realistic traffic model for the city of Luxembourg and a high-fidelity vehicle model. The results indicate that it is possible to save energy at the same time maintaining reliability by planning the routes and charging in an anticipative way. The proposed method has the potential to improve transport operations with electric commercial vehicles capitalizing on their environmental benefits. • The Dynamic Stochastic Electric Vehicle Routing Problem (DS-EVRP) is introduced. • A Safe Reinforcement Learning solution method is presented. • A tailored Value Function Approximation, safe policy and a training strategy are proposed. • Realistic computational experiments are performed. • Results indicate energy savings and increased reliability. [ABSTRACT FROM AUTHOR]

Highlights • An energy model is shown including topography, speed, acceleration and powertrain efficiency. • A method to calculate energy cost coefficients for the road network is proposed. • The cost coefficients are incorporated into the vehicle routing problem. • A two-stage approach is presented, integrating path finding with route planning. • Results show that energy and time estimation are more precise than existing methods. Abstract When planning routes for fleets of electric commercial vehicles, it is necessary to precisely predict the energy required to drive and plan for charging whenever needed, in order to manage their driving range limitations. Although there are several energy estimation models available in the literature, so far integration with Vehicle Routing Problems has been limited and without demonstrated accuracy. This paper introduces the Two-stage Electric Vehicle Routing Problem (2sEVRP) that incorporates improved energy consumption estimation by considering detailed topography and speed profiles. First, a method to calculate energy cost coefficients for the road network is outlined. Since the driving cycle is unknown, the model generates an approximation based on a linear function of mass, as the latter is only determined while routing. These coefficients embed information about topography, speed, powertrain efficiency and the effect of acceleration and braking at traffic lights and intersections. Secondly, an integrated two-stage approach is described, which finds the best paths between pairs of destinations and then finds the best routes including battery and time-window constraints. Energy consumption is used as objective function including payload and auxiliary systems. The road cost coefficients are aggregated to generate the path cost coefficients that are used in the routing problem. In this way it is possible to get a proper approximation of the complete driving cycle for the routes and accurate energy consumption estimation. Lastly, numerical experiments are shown based on the road network from Gothenburg-Sweden. Energy estimation is compared with real consumption data from an all-electric bus from a public transport route and with high-fidelity vehicle simulations. Routing experiments focus on trucks for urban distribution of goods. The results indicate that time and energy estimations are significantly more precise than existing methods. Consequently the planned routes are expected to be feasible in terms of energy demand and that charging stops are properly included when necessary. [ABSTRACT FROM AUTHOR]

Abstract: Genetic diversity of porcine reproductive and respiratory syndrome virus (PRRSV) has been based on ORF5/GP5 and ORF7/N protein variations. Complete viral genome studies are limited and focused on a single or a few set of strains. Moreover, there is a general tendency to extrapolate results obtained from a single isolate to the overall PRRSV population. In the present study, six genotype-I isolates of PRRSV were sequenced from ORF1a to ORF7. Phylogenetic comparisons and the variability degree of known linear B-epitopes were done considering other available full-length genotype-I sequences. Cytokine induction of all strains was also evaluated in different cellular systems. Non structural protein 2 (nsp2) was the most variable part of the virus with 2 out of 6 strains harboring a 74 aa deletion. Deletions were also found in ORF3 and ORF4. Phylogenetic analyses showed that isolates could be grouped differently depending on the ORF examined and the highest similarity with the full genome cluster was found for the nsp9. Interestingly, most of predicted linear B-epitopes in the literature, particularly in nsp2 and GP4 regions, were found deleted or varied in some of our isolates. Moreover, 4 strains, those with deletions in nsp2, induced TNF-α and 3 induced IL-10. These results underline the high genetic diversity of PRRSV mainly in nsp1, nsp2 and ORFs 3 and 4. This variability also affects most of the known linear B-epitopes of the virus. Accordingly, different PRRSV strains might have substantially different immunobiological properties. These data can contribute to the understanding of PRRSV complexity. [Copyright &y& Elsevier]

In recent years, the location of logistics facilities, in particular with regard to "logistics sprawl," has emerged as a topic in the literature that is, a process of spatial decentralisation of logistics facilities in large metropolitan areas. The aim of this paper is to look at logistics sprawl patterns in the Gothenburg metropolitan area, in the south-west of Sweden. Looking at a medium-size monocentric urban region that is also a major port gateway for the country, this study provides novel elements in the study of locational patterns of freight facilities in metropolitan areas. It also provides an opportunity to identify the role of freight in planning, land use and zoning policies. A literature review is carried out on the issues of freight and logistics facilities locational patterns. A quantitative analysis is proposed, using data from Swedish statistics about the number of establishments with a NACE code related to logistics, as well as an original method providing a "cleaned" and more comprehensive dataset. We look at data at two different scales, one metropolitan and one regional, for years 2000 and 2014, as to enable a comparative and diachronical analysis. Logistics sprawl is measured by the average distance of warehouses to their common centre of gravity. Finally, interviews with transport and logistics providers as well as real estate investors and public agencies in the region, add qualitative information on the relative importance of different location factors related to logistics facilities and the issues raised. Logistics sprawl in Gothenburg occurs in specific ways, and differently at the two geographical levels of analysis. [ABSTRACT FROM AUTHOR]