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• People living with HIV experience "syndemics." • Transdiagnostic treatment can address multiple psychiatric and medical problems. • Developed a transdiagnostic CBT treatment to address the needs of people living with HIV. • Treatment description and case examples are provided as a guide for clinicians. People living with HIV (PLWH) experience a range of co-occurring psychosocial stressors, mental health symptoms, and structural barriers (e.g., "syndemics") that can impair their ability to adhere to medical recommendations for treatment. This has consequences for their health and the health of others as nonadherence increases the likelihood of unsuppressed HIV viral load, and therefore the ability to transmit HIV to others. Transdiagnostic treatment, or treatment not focused on a single mental health condition, can efficiently address a range of mental health problems by skills training to reduce symptoms. Additionally, cognitive behavioral and problem-solving approaches can be used to address larger, structural factors by helping individuals navigate systemic challenges using evidence-based skills. This article describes the development of a transdiagnostic treatment for PLWH and illustrates the application of the treatment through case examples. This treatment might be appropriate for integration into an HIV clinic or within an outpatient setting when working with a patient who is experiencing syndemic conditions and living with HIV. [ABSTRACT FROM AUTHOR]

Clinical preceptorship is an effective teaching tool for Certified Registered Nurse Anesthetists (CRNAs) and Student Registered Nurse Anesthetists (SRNAs). Strategies for success and barriers to effective clinical preceptorship have been explored across the literature to improve learning experiences for SRNAs. The purpose of this literature review was to identify barriers to effective clinical preceptorship in the field of nurse anesthesiology. A rapid review of the literature utilizing PubMed, Embase, CINAHL, Scopus, and Cochrane Library ultimately yielded 14 relevant articles. Clinical preceptorship in the discipline of nurse anesthesiology has a significant impact on both student experiences and preceptor satisfaction. Barriers within the clinical preceptorship model have been identified across the literature from both the preceptor and student perspectives. The overarching theme is that development of clinical preceptor workshops and specific guidelines would enhance the experiences of both clinical preceptors and students and allow goals and objectives to be more easily met. • Clinical preceptorship is an effective teaching tool for CRNAs and SRNAs. • Barriers to effective clinical preceptorship in nurse anesthesia have been identified. • Clinical preceptor workshops would enhance the experiences of providers. • Guidelines for preceptors would enhance experiences of providers and students. [ABSTRACT FROM AUTHOR]

Bicycles and other forms of micromobility have been anecdotally used in past disasters to help save lives and improve community recovery. However, research and practice are scarce on this resilient transportation strategy, which limits its usefulness and possible benefits. To fill this gap, our paper investigates the potential role bicycles and micromobility in facilitating (or limiting) disaster response and recovery. Given the lack of exploration on the topic, we convened an online workshop where we conducted brainstorming and focus group discussions with disaster experts from various government agencies, not-for-profit organizations, academia, and policy groups. We present a synthesis of that discussion, along with a review of the existing literature. We conclude there is strong potential for bicycles and micromobility for different disaster phases, hazard types, and groups of people. However, multiple barriers exist related to implementation and safety, suggesting a need for future research and policy in the transportation and emergency management fields and practices. • Feasibility of micromobility to aid evacuation is determined by disaster type, disaster phase, vehicle type, and geography. • Micromobility has the potential to aid both the short-term response and longer-term recovery from natural disasters. • Micromobility is flexible and cheap for resource movement and can navigate roads that are impassable for cars and trucks. • Availability of bikes and micro-modes is both a barrier and a facilitator for use during disaster response. • Many political and coordination barriers remain to make micromobility a part of disaster planning. [ABSTRACT FROM AUTHOR]

As bike-share systems proliferate across the US, a deeper understanding of current bike-share users could enable an expansion of these services and their benefits to a larger population. To grow bike-share demand sustainably and equitably, cities must understand how different segments of the population use this service. Understanding the different segments within a market enable operators to develop strategies that are tailored toward the needs of each segment. This study uses data from bike-share user surveys in the Sacramento region to perform market segmentation based on perceptions of the bike-share service, mode use patterns, and bike-share use. We focus on the market segments with more limited means of transportation: low-income individuals, zero-car households, students, and transit and car-share users. The results show that individuals with low incomes, those without cars, and students use the service frequently for commuting and a variety of non-commuting purposes. Bike-share is generally adopted by all mode user groups but is used at a higher rate by the super multimodal and active multimodal groups. The occasional users of the bike-share service are mainly those with higher incomes and individuals who have access to a personal car. The segments consisting of non- and infrequent-personal bike users use the bike-share service at a greater rate for different purposes than regular bicyclists, suggesting that bike-share may act as a lever for increasing bike travel for some users. Results from data mining suggest that bike-share operators should target low-income and zero-car owners for new recruitment as these groups are more likely to use bike-share frequently. The results provide insights that may be helpful to cities as they consider strategies to increase bike-share demand in a way that enhances social equity. • We perfom market segmentation based on the perception of the bike-share service, mode use patterns, and bike-share use. • Bike-share is generally adopted by all types of modality groups. • Individuals with low incomes, students, and non-auto owners use the service frequently for variety of travel purposes. • Bike-share may act as a lever for increasing bike travel for some users. [ABSTRACT FROM AUTHOR]

E-bike incentive programs are being utilized across the United States to encourage the adoption of active modes of travel. This study assesses the impacts of three e-bike rebate programs in Northern California using data from surveys of rebate recipients. We answer three research questions: how has e-bike ownership impacted the mode choices, trip purpose, and travel frequency of new adopters?; how much do e-bike rebate recipients reduce their transportation-related GHG emissions?; how did the design of each program impact who was able to participate and the program outcomes? The analysis reveals changes in travel behavior and the replacement of car travel, as well as variation in outcomes by program design. E-bike recipients reported more regular bike use after getting their e-bike, although their frequency of bicycle use declined over time. Most respondents also reported replacing car trips with their e-bikes somewhat regularly (1–3 times per week and 1–3 times per month). However, many of these same respondents reported that they used their e-bikes most often for recreational travel. We estimated a monthly reduction of 12–44 kg of CO2 per rebate participant, similar to the GHG emissions reductions observed in past studies. The program with the larger rebate and stronger low-income requirements successfully reached those most in need of financial assistance (as self-reported). However, those requirements did not reach a diverse recipient pool by other metrics (e.g., gender, race). • Impacts of e-bike rebates on travel behavior. • California E-bike incentive programs. • How has e-bike ownership impacted participants' mode choice, trip purpose, and travel frequency? • How much do e-bike rebate recipients reduce their transportation-related GHG emissions? • How did the design of each program impact who was able to participate and the program outcomes? [ABSTRACT FROM AUTHOR]

The objective is to evaluate the rate of sentinel lymph node (SLN) mapping in patients with body mass index (BMI [kg/m2]) BMI ≥ 45 compared with < 45. A retrospective chart review. Three urban referral-based settings—1 academic and 2 community based. Patients age ≥ 18 years, with endometrial intraepithelial neoplasia or clinical stage 1 endometrial cancer who underwent robot-assisted total laparoscopic hysterectomy with attempted SLN mapping between January 2015 and December 2021. Robot-assisted total laparoscopic hysterectomy with attempted SLN mapping. A total of 933 subjects were included: 795 (85.2%) with BMI < 45 and 138 (14.8%) with BMI ≥ 45. Comparing the BMI < 45 with BMI ≥ 45 group, bilateral mapping was successful in 541 (68.1%) vs 63 (45.7%), respectively. Unilateral mapping was successful in 162 (20.4%) vs 33 (23.9%), respectively. Failure to map occurred in 92 (11.6%) vs 42 (30.4%) (p <.001), respectively. Exploratory analysis also suggested an inverse relationship between success rate of bilateral SLN mapping and BMI, with patients with BMI < 20 having bilateral SLN mapping rates of 86.5% and patients with BMI ≥ 61 having rates of 20.0%. The steepest decline in bilateral SLN mapping rates was from BMI group 46 to 50 compared to 51 to 55, at 55.4% to 37.5%, respectively. Adjusted odds ratio (compared with those with BMI < 30) for those in the BMI 30 to 44 group was 0.36 (95% confidence interval 0.21–0.60) and for those in the BMI ≥ 45 group was 0.10 (95% confidence interval 0.06–0.19). There is a statistically significant lower rate of SLN mapping in patients with a BMI ≥ 45 than BMI < 45. Understanding the success of SLN mapping in patients with morbid obesity is essential for preoperative counseling, surgical planning, and developing a risk-appropriate postoperative treatment plan. [ABSTRACT FROM AUTHOR]