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Hydrogen could be a key driving force for decarbonizing various sectors. This analysis, based on the Slovak National Hydrogen Strategy, evaluates 6 low-emission hydrogen production methods, varying in raw material, technology, and operational conditions. Technologies are assessed using three criteria: levelized cost of energy, carbon footprint, and technology readiness level. Three alternative fuels are analysed: methanol, methane, and sustainable aviation fuel (SAF). Multi-criteria decision analysis evaluates 139 combinations of criteria importance. Proton exchange membrane electrolysis and steam biogas reforming (SBR) emerge as the most advantageous technologies, ranking first in 45 and 32 cases, respectively. Economically, high-temperature electrolysis and SBR are preferred, with a levelized cost (LCOH) of 11.7 €/kg H 2 under current conditions. SAF stands out as the best alternative fuel, with the lowest levelized cost of 3.3 €/kg. Reducing Slovakia's electricity price by 80% would make domestic hydrogen production increasingly competitive in Europe by 3.7 times reduction of LCOH. [Display omitted] • 3 alternative fuel pathways based on 6 hydrogen production technologies. • MCDA considers economic and environmental aspect and technology readiness. • Electrolysis evaluated as the most feasible solution for the national strategy. • SAF production is the most profitable pathway. [ABSTRACT FROM AUTHOR]

Despite the significant role of alleyways in urban spatial configuration and accessibility as critical structures of urban infrastructure, there remains a noticeable gap in understanding their specific role in urban transportation policies. The main aim of the present study is to investigate the role of configurational accessibility of alleyways in facilitating wayfinding within organic street network systems. A mixed method was applied using Space Syntax and empirical observations. Moreover, Pearson correlations and t-tests were used to discern the association between variables and compare independent groups using SPSS software. The findings from the syntactical analysis strongly indicate that alleyways significantly impact configurational accessibility within urban network systems. Furthermore, the complex and labyrinthine structure of organic alleyways was found to significantly hinder the intelligibility of urban areas, making navigation more challenging. The results revealed a significant correlation between vehicle mobility and connectivity values, with higher levels of mobility consistently linked to increased connectivity values. The outcomes also indicated that alleys connected to main streets play a crucial role in facilitating wayfinding within urban network systems. This study contributes to a more profound understanding of the role of alleyways in urban network systems for urban planners and transportation engineers, paving the way for more targeted sustainable urban planning strategies. • Alleyways connecting main streets boost connectivity and vehicle mobility in organic urban networks. • The maze-like structure of organic alleyways complicates urban intelligibility and makes wayfinding harder. • The research indicates a significant correlation between vehicle mobility and alleyway connectivity. • Two alleyway types found: those connecting alleys and those linking main streets, with the latter easing traffic. • Planners should improve alleyway clarity to enhance wayfinding and support sustainable transportation in organic contexts. [ABSTRACT FROM AUTHOR]

When selecting an instrument for canal preparation, it is important to consider several parameters that influence the shaping efficiency, including instrument design, metallurgy, and operating motion. This study aimed to evaluate the shaping ability of the ProTaper Next (PTN), WaveOne Gold (WOG), and XP-endo Rise Shaper (XPRS) rotary systems in severely and abruptly curved root canals using cone beam computed tomography (CBCT) and ImageJ software. Forty-eight mesial root canals of the mandibular first molars were assigned equally to three groups: PTN, WOG, and XPRS. Using ImageJ software, CBCT images were acquired pre- and post-instrumentation to assess dentin removal, remaining dentin thickness (RDT), canal transportation, and centering ratio at the coronal, middle, and apical levels. Statistical analyses were conducted on all numerical data. All rotary systems removed significantly more distocoronal dentin in the danger zone (DZ), than the mesiocoronal area. PTN removed significantly more dentin and caused less RDT than XPRS (p < 0.05). However, there were no significant differences between PTN-WOG and WOG-XPRS. In the DZ, the highest percentage of specimens with an RDT < 0.5 mm was observed when using PTN (50%), followed by WOG (31.3%), and XPRS (6.3%). Compared with PTN and WOG, XPRS demonstrated less coronal transportation. Among all rotary systems, there was no significant difference in apical transportation or centering ratio. Based on our observations, all rotary instruments exhibited a tendency to remove dentin in the DZ, but to different degrees. XPRS demonstrated better results in terms of coronal transportation and dentin thickness in the DZ. Comparable centering abilities and minimal apical transportation were demonstrated using all rotary instruments. [ABSTRACT FROM AUTHOR]

Hydrogen locomotives offer a promising cleaner alternative to conventional diesel locomotives. However, hydrogen production methods and energy sources may introduce additional emissions. This paper evaluates the environmental and potential social impacts of hydrogen locomotives in Canada from a life cycle perspective, encompassing the locomotive's retrofitting components and the fuel life cycle. Results show varying emissions across different hydrogen production pathways and regions. Electrolysis has the highest emission reduction potential in provinces with cleaner electricity sources, such as Manitoba, Quebec and British Columbia, resulting in up to 47% reduction in life cycle emissions. Conversely, in Alberta and Saskatchewan, emissions are approximately three times higher than diesel due to reliance on fossil fuel-derived electricity. The social assessment underscores the imperative of considering emissions, costs, and technical implications to address potential social impacts. This positions hydrogen locomotives with significant challenges that necessitate resolution before they can be considered a superior alternative to diesel. • A social and environmental life cycle analysis of hydrogen locomotives is provided. • Various hydrogen production methods and different regions are analyzed. • Emissions from fuel production are the primary drivers of the lifecycle emissions. • The region's electricity source highly impacts hydrogen locomotive evaluation. • Hydrogen locomotives pose potential social challenges that need to be addressed. [ABSTRACT FROM AUTHOR]

The objective of this study was to investigate the effects of feeding surplus dairy calves a milk replacer (MR) or one of 2 different oral rehydration solutions (ORS) during a midtransportation rest period on metabolic and clinical health indicators, growth, and behavioral outcomes after arrival at a calf-raising facility. Surplus dairy calves (n = 128) were transported in 4 cohorts from February to July 2022 for 12 h to a holding facility, rested for 8 h, then transported for an additional 6 h to a calf-raising facility. Upon arrival at the holding facility, calves were randomly assigned to 1 of 3 treatments: MR (n = 43), a high-sodium ORS developed for diarrhea (ORS-D; n = 43), or a high-potassium ORS developed for transportation (ORS-T; n = 42). The exact age of calves at transportation was unknown; however, all calves were less than 14 d of age. Calf BW at enrollment was 43.9 ± 5.9 kg, 43.7 ± 6.5 kg, and 45.0 ± 4.5 kg for calves fed MR, ORS-D, and ORS-T, respectively. Calves were fed 2.0 L of their treatment twice, once upon arrival and once before leaving the holding facility. At unloading and reloading at the holding facility, calves were weighed and blood samples were obtained. Calves were also health scored at unloading at the holding facility. After arrival at the calf-raising facility, calves were weighed, health scored, and blood samples were taken. Blood samples were collected at 24 and 48 h and BW was recorded at 24 h, 48 h, 72 h, 5 d, 7 d, 14 d, and at 8 wk after arrival at the calf-raising facility. Calves were also health scored daily for 14 d; health scoring included fecal consistency scoring and evaluating the presence or absence of respiratory disease. Lying time, lying bouts, and activity index were measured during transportation and from 3 d relative to transportation using accelerometers. At arrival to the calf-raiser, calves fed ORS-D had higher concentrations of nonesterified fatty acids (NEFA) and BHB than calves fed MR. Furthermore, calves fed ORS-T had higher concentrations of BHB at arrival to the calf raiser compared with calves fed MR. In the 14 d after arrival at the calf-raiser, there was evidence that calves fed ORS-T had a higher proportion of days with diarrhea and respiratory disease compared with those fed MR. During transportation, calves fed ORS-T had a lower activity index than calves fed MR, suggesting that ORS-T calves had lower overall activity. In addition, on the day of transportation (d 0), ORS-T and ORS-D calves had a lower activity index than calves fed MR. There were no treatment effects on growth outcomes. The results of this study suggest that feeding MR rather than an ORS during a midtransportation rest period could minimize fat mobilization and can potentially improve diarrhea and respiratory disease but does not affect growth outcomes after arrival at calf-raisers. [ABSTRACT FROM AUTHOR]

This paper analyzes the role of networks in the spatial diffusion of local economic shocks in Africa. We show that geographic connectivity, along with road and ethnic connectivity, are important for diffusing economic spillovers over longer distances. We then determine the key players, that is, which districts are key in propagating local economic shocks across Africa. Using these results, we conduct counterfactual policy exercises to evaluate the potential gains from policies that increase economic activity in specific districts or improve road connectivity between districts. [ABSTRACT FROM AUTHOR]

Long-lasting space missions as well as space tourism are technically possible today and economically in reach. It is a matter of time until the use of biopharmaceutical drug products in space will be common practice. Until drug product manufacturing in space is possible, the products need to be brought to space with rockets, which means that stable and light-weight products are preferred. Lyophilization is a promising approach to reduce weight during transportation and achieve storage stability at room temperature without cold-chain demands. This implies that recycled water in space needs to be used for reconstitution which poses a microbiological challenge and should be considered during formulation development. Furthermore, administration of the injectable drugs in space has an impact on the chosen packaging material which needs to be considered during drug product development. [ABSTRACT FROM AUTHOR]

This study investigated the associations of occupational physical activity and active transport with depressive symptoms, stratified by income range, among Brazilian working adults. This cross-sectional study drew on data from the 2019 Brazilian National Health Survey. We used the Patient Health Questionnaire (PHQ-9) to assess depressive symptoms in working adults aged 18–65 years, with physical activities (occupational physical activity and active transport) self-reported through a specially developed questionnaire. Crude and adjusted logistic regression models were fitted. Individuals at the highest level of occupational physical activity (odds ratio [OR] 1.35; 95% confidence interval [95% CI] 1.19–1.53) and at the moderate level of active transport to work (OR 1.66; 95% CI 1.24–2.22) returned increased odds of depressive symptoms as compared with those who were inactive in these domains. Stratified by income group, light active transport to work (OR 0.57; 95% CI 0.34–0.95) in the lower income group (Range 1) was associated with lower odds of depressive symptoms. On the other hand, individuals at the highest level of active transport to work returned higher odds of depressive symptoms in the low- and intermediate-income groups, Ranges 3 and 4 (OR 1.92; 95% CI 1.22–3.00 and OR 2.91; 95% CI 1.71–4.95, respectively). Our results suggest that occupational physical activity and active transport may be a risk factor for depressive symptoms. They also point to differences in this relationship by income range. Further studies are needed to pursue the analysis of how specific domains of physical activity contribute to depressive symptoms. [ABSTRACT FROM AUTHOR]

Transportation significantly affects the health and welfare of surplus dairy calves, largely due to the various stressors and pathogen exposures encountered during the process. Concurrently, an animal's microbiome is known to correlate with its health status, with stress-induced alterations in the microbiota potentially precipitating various diseases. This study aimed to compare the effects of transportation durations of 6, 12, or 16 h on the fecal microbiota in young surplus dairy calves. We used a randomized controlled design in which surplus dairy calves aged 1 to 19 d from 5 commercial dairy farms in Ontario were allocated into 1 of 3 transportation groups (6, 12, and 16 h of continuous transportation). Health assessments were conducted before, immediately after, and for 2 wk following transportation. Fecal samples were collected before, immediately after, and at 24 and 72 h after transportation and subjected to 16S rRNA sequencing. Alpha diversity metrics showed no significant differences between the 3 transportation groups at any of the sampling time points. Although β diversity metrics revealed no clustering by transportation groups, they indicated significant differences across sampling time points within each group. The overall analysis revealed a total of 22 phyla and 353 genera, with Firmicutes, Bacteroidetes, Proteobacteria, Actinobacteria , and Fusobacteria being the most abundant phyla. Bacteroides, Escherichia / Shigella, Lactobacillus, Collinsella , and Bifidobacterium were the most abundant genera. The reduction in Fusobacteria abundance before and after transport was significantly larger in the 16-h transportation group when compared with the 6-h transportation group. We also identified several genus-level and amplicon sequence variation-level taxa that displayed significant differences in their abundances across various transportation groups, observed at all sampling time points investigated. This research identifies microbiota changes due to varying transportation durations in surplus dairy calves, providing a broad understanding of the microbial shifts in surplus dairy calves after transportation across varying durations. Although these variations may not directly correlate with overall calf health or indicate dysbiosis, these results emphasize the importance of further investigating transportation practices to enhance calf health and well-being. Further studies are warranted to elucidate the relationship between microbiota and calf health. [ABSTRACT FROM AUTHOR]

This paper presents an innovative approach to optimize traffic networks in a supplier-customer system based on specific strategies of game theory. The traffic network is represented as a routing configuration in which the arcs represent various possible roads between supplier and customer entities, each route having an associated transport cost for the product unit. The game structure is defined by a matrix of transport costs between the players, supplier and customer, with their corresponding strategies. Based on these costs, the game matrix is built to which the existing quantities in warehouses are added, respectively the quantities requested by the final customers. By solving the game associated to the transportation traffic network, the different strategies are proposed for choosing the optimal solution. The simulation results confirm the effectiveness of the proposed approach and recommend some performant procedures for solving the game, such as Hurwicz, Laplace and Savage, close to optimal solution. This research opens new directions for management optimization in other domains such as comunication, electrical and administrativ networks. [ABSTRACT FROM AUTHOR]

Transportation networks frequently employ hub-and-spoke network architectures to route flows between many origin and destination pairs. Hub facilities work as switching points for flows in large networks. In this study, we focus on a problem, called the single allocation hub-and-spoke network design problem. In the problem, the goal is to allocate each non-hub node to exactly one of the given hub nodes so as to minimize the total transportation cost. The problem is essentially equivalent to another combinatorial optimization problem, called the metric labeling problem. The metric labeling problem was first introduced by Kleinberg and Tardos in 2002, motivated by application to segmentation problems in computer vision and related areas. In this study, we deal with a case where the set of hubs forms a star, which is encountered especially in telecommunication networks. We propose a polynomial-time randomized approximation algorithm for the problem, whose approximation ratio is less than 5.281. Our algorithms solve a linear relaxation problem and apply dependent rounding procedures. [ABSTRACT FROM AUTHOR]

A mobile stroke unit (MSU) is a specialized ambulance, enabling to shorten the time to diagnosis and treatment for stroke patients. In the current paper, we present a simulation-based approach to study the potential impacts of collaborative use of regular ambulances and MSUs in prehospital transportation for stroke patients, denoted as co-dispatching. We integrated a co-dispatch policy in an existing modeling framework for constructing emergency medical services simulation models. In a case study, we applied the extended framework to southern Sweden to evaluate the effectiveness of using the co-dispatch policy for different types of stroke. The results indicate reduced time to diagnosis and treatment for stroke patients when using the co-dispatch policy compared to the situation where either a regular ambulance or an MSU is assigned for a stroke incident. [ABSTRACT FROM AUTHOR]

Electric vehicles (EVs) are widely recognized as low-carbon transportation that adopts green and clean technology with contributing to mitigating global climate change. However, it appears that the practice in using EVs has not gained widespread popularity despite the promotion of various incentives with the presence of various restricting factors and challenges. In conducting this study in the context of China, we hypothesize that restricting factors have varying impacts on promoting EVs in China, where the adoption of EVs is of great potential. This paper identifies these restricting factors by applying AHP-FCE integrated approach, and these factors are classified into five dimensions, namely, technical, infrastructural, economic, governance and social. The results indicate that the top five restricting factors are security issues, limited driving range, long charging time, improper distribution of charging stations and lack of sharing between charging piles respectively. Our research contributes to a better understanding of EV restricting factors and their significance, which offers the assistance in the formulation of policies and decisions in order to promote effectively EVs in China. • The promotion of EVs is of great potential in China for mitigating global climate change. • Explore the RFPEVs in China using AHP-FCE integrated approach. • The RFPEVs in China can be classified into five dimensions, namely, technical, infrastructural, economic, governance and social. • The technical and infrastructural related are the most important constraints. • The main three important restricting factors are security issues, limited driving range, long charging time. [ABSTRACT FROM AUTHOR]

The appropriate siting of hydrogen refueling stations (HRSs) can contribute to reducing hydrogen costs and promoting the widespread adoption of hydrogen fuel cell vehicles (HFCVs). This study integrates hydrogen sources and transportation, aiming to minimize the unit hydrogen cost. Two models for hydrogen station siting along the expressway are established. For the selection of feasible station siting schemes under discrete conditions, we design a screening process and algorithm Taking a specific highway section as a case study, both models are optimized, resulting in the unit hydrogen cost of 50.44 CNY/kg and 51.69 CNY/kg, respectively. Optimization verification is conducted, with percentage variances of 6.61 % and 18.77 %, respectively. Furthermore, the study delves into the impacts of different hydrogen demand, hydrogen production capacities, and the maximum allowable spacing between HRSs on station siting for both models. This research provides significant insights for hydrogen station siting along the expressway. [Display omitted] • Two hydrogen station siting models along the expressway are constructed. • The siting models integrate both hydrogen sources and transportation. • One of the models contemplates co-locating refueling and HRSs. • A feasible station siting scheme screening process and algorithm are designed. • Case studies are established to conduct sensitivity analysis on various factors. [ABSTRACT FROM AUTHOR]

This comprehensive study assesses the current state of the hydrogen energy system and investigates its potential to transform the global energy landscape while addressing important concerns about climate change. While hydrogen energy has numerous advantages, including sustainability and cleanliness, it faces substantial challenges in the areas of storage, manufacturing, distribution, infrastructure, safety, and cost. Scholars, lawmakers, business leaders, and the general public must all work together to address these complex issues. The research emphasizes the significance of breakthrough technology and astute government policies for the successful development and widespread deployment of hydrogen energy systems. It highlights that this revolutionary effort cannot be performed in solitude. Public education and enhanced awareness appear to be significant factors in promoting greater acceptance and use of hydrogen energy. Furthermore, the study identifies critical future research objectives. It underlines the importance of enhancing the efficiency, sustainability, safety, and economic feasibility of hydrogen energy systems. The development of new storage systems, superior infrastructure designs, and seamless integration technologies is vital to achieving the full potential of hydrogen energy. Finally, the research presented here gives a critical assessment of the hydrogen energy situation and outlines a roadmap toward a more sustainable and resilient future. The review's conclusions are significant for policymakers, academics, and stakeholders because they provide critical insights into the opportunities and problems associated with realizing the full potential of hydrogen energy. • Critical review of hydrogen for global energy needs and climate change is presented. • Potential applications and characteristics of hydrogen energy are scrutinized. • New technology and regulations are critical to developing hydrogen energy systems. • Acceptance and increased use of hydrogen energy are driven by increased awareness. • Future studies on hydrogen should include sustainability, safety, and feasibility. [ABSTRACT FROM AUTHOR]

• Compared to the country of origin, Recent Latino Immigrants (RLIs) reported a decline in driving upon arrival to Miami/Dade County (MDC). • Nevertheless, RLIs driving rates in MDC were higher than previously reported for other locations. • The initial reduction in driving was paralleled by an increase in the use of transit, riding as passengers in private vehicles, and walking. • A year later, driving rates increased (even during the pandemic lockdown), while the use of other transportation modes decreased. • A year after the pandemic lockdown, driving as well as the use of other transportation modes receded. Introduction : Understanding the transportation needs of immigrants is crucial for the design and promotion of safe, equitable, and sustainable living environments. This study examines the transportation patterns from a sample of Recent Latinx Immigrants (RLIs) upon arrival to Miami/Dade Co (MDC), Florida. Methods: Collected between 2018 and 2021, data came from a longitudinal study examining drinking and driving trajectories among 540 RLIs to MDC. Retrospective pre-immigration data (T0) were obtained simultaneously with the first-year post-immigration data (T1). Follow up surveys were conducted one year later, before (T2-BC) or during a pandemic lockout (T2-DC), and two years later (T3). Descriptive and repeated measures mixed-model regression were used to examine the data. Results: Driving declined from T0 to T1, although remained higher than previously reported for other locations. Not having a valid driver's license was the main reason for the decline. The initial reduction in driving was paralleled by an increase in the use of transit, riding as passengers in private vehicles, and walking. A year later (T2), as RLIs' income and access to a driver's license grew, driving rates increased (even during the pandemic lockdown), while the use of other transportation modes decreased. A year after the pandemic lockdown (T3), driving as well as the use of other transportation modes receded. Reasons for this decline are unclear. Conclusions: RLIs reported elevated driving rates upon their arrival to MDC. The COVID-19 pandemic seems to have altered the RLIs' transportation patterns, provoking an overall decline in mobility that lasted even after the pandemic lockdown ceased. Practical applications: Transportation planners working on developing safe and equitable transportation systems in MDC should: (1) identify and address barriers to the use of transportation modes other than driving by RLIs; and (2) understand reasons for the broad decline in transportation modes after the pandemic lockdown. [ABSTRACT FROM AUTHOR]

This work discusses the novel application of proton exchange membrane fuel cells (PEMFC) in the transport sector as well as portable applications. This kind of fuel cell produces a considerable quantity of heat while in operation. This quantity of heat is about 45–60% of entire energy composition of the hydrogen that is introduced into the cell. A correctly built cooling system must be used to efficiently eliminate produced heat from the stack to extend the stack's life and preserve its efficiency throughout its entire lifespan. Using appropriate thermal management techniques coupled with exploiting possibilities for fuel cell heat recovery may significantly improve size, cost, etc., while also reducing its total energy consumption. It is possible to collect and utilise the heat produced by PEMFC in other applications. A thorough analysis of heat recovery possibilities in this type of fuel cells is presented in this investigation. Similarly, the study further touched on the need for experimental studies into waste heat recovery from proton exchange membrane fuel cells as most of the recent work being championed are modelling based and does not really present a real life scenario of the system investigated. The need for investigations into the environmental performance of the waste heat recovery unit coupled to the proton exchange fuel cell system is also another important research direction that must be considered in future studies. Finally most of the studies on waste heat recovery from fuel cells have largely employed the use of organic Rankine cycle but other types of thermodynamic cycles like Kalina cycle is however recommended for further investigations due to their range of operation hence making them suitable for low and high temperature proton exchange membrane fuel cells. • Role of PEMFC in the transport sector as well as portable applications was discussed. • PEM Fuel cell in Combine Heat and Power Applications was illustrated. • Waste heat recovery in FCs was summarised. [ABSTRACT FROM AUTHOR]

To assess the barriers and facilitators to online food purchasing through a meal kit and grocery shopping website titled NY SNAP Express among Supplemental Nutrition Assistance Program (SNAP) beneficiaries. A purposive sample of SNAP-eligible adults residing in New York State participated in interviews guided by the Capabilities, Opportunities, Motivations, and Behaviors Model. Barriers to online food purchasing among participants (n = 32) include physiological and health conditions, the weight of food, technology, language, the price of foods, transportation challenges, the stigma associated with SNAP, and concerns regarding the quantity and quality of meal kits. Facilitators include health and nutrition improvements, knowledge and skills, saving money, culturally relevant meals, increased efficiency in food purchases and preparation, and customization. Online platforms such as NY SNAP Express have the potential to increase nutritious food access and resources among SNAP recipients; however, improvements are necessary to meet the needs of its audience. [ABSTRACT FROM AUTHOR]

Emissions from road traffic, power generation and industry were substantially reduced during pandemic lockdown periods globally. Thus, we analysed reductions in traffic-related air pollution in Australian capital cities during March–April 2020 and then modelled the mortality benefits that could be realised if similar reductions were sustained by structural policy interventions. Satellite, air pollution monitor and land use observations were used to estimate ground-level nitrogen dioxide (NO 2) concentrations in all Australian capital cities during: (a) a typical year with no prolonged air pollution events; (b) a hypothetical sustained reduction in NO 2 equivalent to the COVID-19 lockdowns. We use the WHO recommended NO 2 exposure-response coefficient for mortality (1.023, 95 % CI: 1.008–1.037, per 10 μg/m3 annual average) to assess gains in life expectancy and population-wide years of life from reduced exposure to traffic-related air pollution. We attribute 1.1 % of deaths to anthropogenic NO 2 exposures in Australian cities, corresponding to a total of 13,340 years of life lost annually. Although COVID-19-related reductions in NO 2 varied widely between Australian cities during April 2020, equivalent and sustained reductions in NO 2 emissions could reduce NO 2 -attributable deaths by 27 %, resulting in 3348 years of life gained annually. COVID-19 mobility restrictions reduced NO 2 emissions and population-wide exposures in Australian cities. When sustained to the same extent by policy interventions that reduce fossil fuel consumption by favouring the uptake of electric vehicles, active travel and public transport, the health, mortality and economic benefits will be measurable in Australian cities. [Display omitted] [ABSTRACT FROM AUTHOR]

To address the growing uncertainties in the future transportation industry, planners and engineers have identified and implemented scenario planning, a multi-step and strategic approach, in long-range transportation planning. A comprehensive examination of how equity is envisioned, planned, and analyzed during this process remains absent, despite several key guidelines of scenario planning exercises. This paper conducts a systematic literature review focusing on how equity has been considered and evaluated in scenario planning. The resources include academic papers, agency reports, and materials from the recent scenario planning conference, the 2nd Conference on Scenario Planning in Transportation hosted by the Transportation Research Board. This paper examines equity in scenario planning in three important ways: 1) the ways equity has been integrated across steps; 2) how equity analysis has evolved; and 3) when it is necessary to consider equity. This work adds value to the existing body of knowledge by presenting the policy implications based on the review of the current scenario planning research and practices. Early policy recommendations include the need for more vertical equity evaluations, the construction of robustness and justice indicators, and the adoption of a flexible mindset of planning for rather than being fixated on a single scenario. • A systematic literature review focusing on equity analysis in scenario planning. • It is vital to conduct policy robustness analyses incorporating equity. • More vertical equity research needs to be incorporated. • Having the mindset of equity planning for in more than one scenario is critical. [ABSTRACT FROM AUTHOR]

Most mobility needs in rural America are primarily met via driving. Yet many disabled adults cannot drive. Lack of adequate public transportation in rural areas exacerbates transportation-related disparities. We interviewed 33 non-driving disabled adults throughout the U.S. to explore how they get around in their rural communities. Research questions primarily focused on the relationships between transportation, community participation, healthcare access, and social capital. We used thematic analysis to identify themes related to our research questions. In general, interviewees described a dearth of public transportation options. Even if public transit were available, other issues limited use such as inaccessibility, expenses, or schedules and routes. Many participants also described getting rides from others. While this was a critical component of many individuals' daily travel, it also introduced a layer of dependency and social pressure that otherwise would not exist with more independent means of transportation. Policy implications include improved public transit funding and strategies to promote universal auto access. • Disabled non-drivers in rural America patch together different transportation modes. • Inaccessibility, expenses, or inadequate schedules/routes limit public transit use. • Most interviewees also relied on getting rides from others to meet mobility needs. • Relying on others for rides introduced aspects of dependency and social pressure. • Policy suggestions include improved rural transit funding and universal auto access. [ABSTRACT FROM AUTHOR]

We investigated the effects of road transportation and administration of the vitamin E and selenium (ESe) on circulating cortisol, haptoglobin, blood metabolites, oxidative biomarkers, white blood cell profiles, and behaviors in pregnant dairy heifers. Forty pregnant Holstein heifers were randomly assigned to one of 4 treatments: no transportation and no ESe administration, no transportation and ESe administration, transportation and no administration, and transportation and ESe administration. The ESe (70 IU/kg dry matter feed of dl -α-tocopheryl acetate and 0.3 mg/kg dry matter feed of sodium selenite) was orally delivered once a day from 7 d before transportation to 3 d after transportation. The heifers were transported in trucks designed for cattle transportation. Blood was collected 1 h before transportation, immediately after transportation (IAT), and at 6, 24, and 48 h after transportation. Behaviors were recorded using a video camera for 2 consecutive days after transportation. Transported/non-ESe-administered heifers had greater cortisol at IAT, haptoglobin at 6 and 24 h after transportation, total oxidative status at 6 h after transportation, and nonesterified fatty acid levels, white blood cell numbers, and neutrophil percentages at IAT and 6 h after transportation in the blood than nontransported heifers. Transported/non-ESe-administered heifers had lower total antioxidative status levels at 48 h after transportation and lymphocyte percentages at IAT and 6 h after transportation than nontransported heifers. Lying time was shorter in transported heifers than nontransported/non-ESe-administered heifers. Transported/ESe-administered heifers had lower cortisol, total oxidative status, nonesterified fatty acid levels at IAT, and haptoglobin concentrations at 6 and 24 h after transportation than transported/non-ESe-administered heifers. Transported/ESe-administered heifers had greater total antioxidative status levels at 48 h after transportation than transported/non-ESe-administered heifers. No ESe administration effects were observed for white blood cell number and neutrophil and lymphocyte percentages and lying time. In conclusion, road transportation caused temporary oxidative stress. Administrating ESe partially alleviated the stress, suggesting that ESe administration could be a viable strategy to reduce stress in transported pregnant heifers, providing a novel role of vitamin E and selenium for improving animal welfare. [ABSTRACT FROM AUTHOR]

This paper presents a survey assessing factors contributing to the public acceptance of hydrogen as a fuel for vehicles in Malaysia. For the survey, a set of questionnaires was prepared in Google Forms and distributed to respondents through social media (WhatsApp, Facebook, Messenger, and Telegram). The survey was conducted during the movement order control in Malaysia due to the global pandemic, and the responses were collected from November to December 2021. One hundred seventy-six local respondents voluntarily participated in the survey. The responses were analysed using non-parametric statistical tests in the Statistical Package for the Social Sciences (SPSS). The highest number of respondents from the 18–25 age group is 101 (57.39 per cent), followed by 26–35 (26.7 per cent) and 36–45 (7.95 per cent). The statistical analysis of the survey shows that socio-demographics is a factor influencing public acceptance. The Spearman correlation test shows a positive correlation between Malaysia's environmental awareness and the potential to use a hydrogen-powered car; hence, there is a good chance of Malaysian acceptance of using hydrogen as fuel. Safety and public perception of hydrogen-powered cars also indicate a positive correlation, where the R- values for all questions are more than 0.5, indicating that safety is a factor that shapes public acceptance. Although the number of samples does not represent the population, it provides a reasonable basis to examine the influencing factors of public acceptance of hydrogen as a fuel for vehicles. [ABSTRACT FROM AUTHOR]

This study aimed to assess the canal transportation with 6 preparation systems. Sixty curved mesial roots of mandibular molars were scanned, and their root canals (n = 20 per group) were prepared with XP-endo Shaper, BioRace, ProTaper Next, Twisted File Adaptive, Reciproc, or Reciproc Blue systems. After preparation, a new scan was conducted, and transportation was determined by comparing the geometric center of the canal in 13,542 cross-sectional slices. The transport direction frequencies were recorded, and linear transport were compared using a Univariate GLM model and Tukey honestly significant difference tests (α = 5 %). Transportation was affected by the preparation system and root third (P <.05), with no significant effect observed for the root canal (P >.05). The Twisted File Adaptive had the highest transport (P <.05), and the lowest transports were observed with XP-endo Shaper, ProTaper Next, and BioRace (P <.05). Reciproc Blue and Reciproc showed intermediate results (P <.05). The apical and coronal third exhibited the lowest and highest transportation, respectively (P <.05). A significant interaction was observed between the preparation system and root third (P <.05). In the coronal third, transportation was mostly toward the disto-inside direction, whereas in the middle and apical thirds, transportation was predominantly toward the mesio-outside direction. XP-endo Shaper had the lowest mean linear transportation followed by the ProTaper Next, BioRace, Reciproc Blue, and Reciproc systems. The Twisted File Adaptive system had the worst performance. The direction of transportation was generally toward the inner aspect of the canal at the coronal third and toward the outer aspect of the curve at the middle and apical thirds. [ABSTRACT FROM AUTHOR]

The current model of obstetric care does not integrate multiple subspecialty services for high-risk pregnancies with substance use disorder (SUD), resulting in fragmented care. We describe the framework of our multidisciplinary and integrated perinatal substance use clinic and provide recent clinical outcomes. We detail the Partnering for the Future (PFF) clinic, which integrates numerous subspecialty and support services for patients with SUDs and complex mental health needs. Additionally, a retrospective chart review of patients receiving care in the PFF clinic from 2017 to 2021 was completed. Seven integrated services are detailed with a focus on reducing stigma, providing trauma-informed care and mitigating harm. During the study period, 182 patients received care in PFF clinic, with opioid use disorder the most common indication for care. Co-occurring mental illness was common (81%). NICU admissions and severe NOWS diagnosis declined after the implementation of Eat-Sleep-Console. Social services identified care coordination, transportation assistance and adjustment counseling as the most common needs. A novel virtual behavioral health consultation service was successfully launched. Our integrated care model supports the holistic care of pregnant people with SUD and mental health disease. Patient-centered care and co-located services have improved perinatal outcomes, particularly for opioid-exposed pregnancies. • Trauma-informed care is a key pillar of integrated perinatal SUD treatment. • 81% of patients had mood disorders, stressing need for integrated psychiatric care. • Eat-Sleep-Console reduced NICU admission and NOWS in opioid-exposed pregnancies. [ABSTRACT FROM AUTHOR]

Surplus dairy calves are commonly transported long distances from dairy farms to calf-raising facilities and livestock auctions. Current calf transportation research mainly describes physiological changes resulting from transportation. However, few studies have described the effects of transportation on calf behavior. The main objective of this study was to determine the effects of different durations of transportation (6, 12, and 16 h) on lying time and bouts in surplus dairy calves. A secondary objective of this study was to investigate whether calf age affected lying behavior around transportation. Surplus dairy calves (n = 175) were transported in 7 cohorts from 5 commercial dairy farms in Ontario to a single veal facility. On the day of transportation (d 0), calves were randomly assigned to 1 of 3 treatment groups: (1) 6 h (n = 60), (2) 12 h (n = 58), or (3) 16 h (n = 57) of continuous transportation by road. Calf lying and standing behaviors were recorded using HOBO data loggers (Hobo Pendant G Acceleration Data Logger, Onset Computer Corporation). Daily lying time (h/d) and bouts (no./d) were assessed from −1 to 3 d relative to transportation. The total time spent lying during transportation was assessed as the percentage of time lying (min lying/total min on the trailer × 100) from the time each calf was loaded onto the trailer until the time each calf was unloaded at the veal facility (n = 167). On the day of transportation (d 0), calves transported for 12 and 16 h spent less time lying (6 h: 17.1 h/d; 12 h: 15.9 h/d; 16 h: 15.0 h/d) and had more lying bouts (6 h: 21.9 bouts/d; 12 h: 25.8 bouts/d; 16 h: 29.8 bouts/d) compared with those transported for 6 h. On the day after transportation (d 1), calves transported for 16 h spent more time lying down than calves transported for 6 h (19.9 h/d vs. 18.8 h/d, respectively). In addition, during transportation, calves transported for 12 h and 16 h spent 5.8% and 7.6% more time lying down, respectively, than calves transported for 6 h. On each day relative to transportation (d −1 to 3), younger calves (2 to 5 d of age) spent a greater amount of time lying down than older calves (6 to 19 d of age) and, overall, had a greater number of lying bouts. The results of this study suggest that longer durations of transportation influence the lying behavior of surplus dairy calves, resulting in more fatigue during and after the journey and, therefore, potentially have negative implications for calf welfare. Additionally, longer durations of transportation may have greater influence on younger calves than older calves. [ABSTRACT FROM AUTHOR]

On-demand ride-hailing is among the first in a new wave of technology-enabled transportation services to shape cities around the world. Due to ensuing disruption of established transportation systems, policymakers and planners have introduced various regulatory responses. This paper presents findings from expert interviews to understand the underlying processes associated with policymaking and planning for on-demand ride-hailing in Toronto and Vancouver, Canada. Interviews are conducted with planning practitioners and policymakers from local, regional, provincial, and private sector entities involved in regulating and planning related to on-demand ride hailing. Interviews are assessed using coding and thematic analysis and results suggest that both structural and experiential factors influence policymaking and planning in this area. Four themes emerge from interviews, highlighting that policymaking responses and processes stemmed from planners' processes of perception, prioritization, role interpretation, and anticipation of broader impacts. Results point to a significant pattern of regulating on-demand ride-hailing using already available policy tools – implying that while on-demand ride-hailing may represent dramatic changes, policy responses represent only incremental shifts. Should other emerging transportation technologies follow a similar trajectory, they may also become integrated into existing structures as policymakers respond to future challenges. • Both structural and experiential factors influence on-demand ride hailing policy and planning in Toronto and Vancouver. • On-demand ride-hailing has become integrated into existing regulatory structures. • Existing regulatory structures are flexible in accommodating emerging transportation technologies and services. • The outlook is positive for other emerging transportation technologies to be integrated into existing policy structures. [ABSTRACT FROM AUTHOR]

This laboratory study aimed to evaluate the accumulated hard tissue debris (AHTD) and shaping performance following root canal instrumentation with a novel stainless steel rotary system (Gentlefile; MedicNRG, Kibbutz Afikim, Israel) compared with two single-file nickel-titanium instruments of different kinematics through micro–computed tomography (micro-CT) analysis. Thirty isthmus-containing mesial roots of human mandibular molars with a curvature of 15°–35° were scanned with micro-CT at an isotropic resolution of 12 μm and randomly assigned to three groups (n = 10) according to the instruments used for canal preparation: Gentlefile (GF; #23/.04), One Curve (OC; #25/.06; Micro-Mega, Besancon, France), and Reciproc Blue R25 (RB; #25/.08; VDW, Munich, Germany). The AHTD, unprepared canal surface area, volume changes, surface area changes, and transportation were evaluated by comparing preoperative and postoperative micro-CT images. In addition, the time required for canal preparation was recorded. Data were statistically analyzed using the one-way analysis of variance (ANOVA) test or the Kruskal-Wallis test at a significance level of 5%. No significant differences were observed in the percentage of AHTD or in the unprepared canal surface area between the three groups (P >.05). The RB group demonstrated a significantly greater percentage increase in volume and surface area than the GF group (P <.05). The GF and OC groups showed significantly less transportation at 3 mm from the apex than the RB group (P <.001). The OC group required significantly less time for instrumentation than the RB and GF groups (P <.05). Instrumentation with GF (#23/.04), OC, and RB yielded similar levels of AHTD and unprepared surface area in isthmus-containing curved canals. GF achieved this with less dentin removal and apical transportation, at the expense of a longer preparation time. [ABSTRACT FROM AUTHOR]

The aims of this study were (1) to examine the differences in the mode of commuting and barriers to active commuting to university between the sexes (men and women) and in different countries (Chile and Spain); and (2) to analyse the association between the mode of commuting and the perceived barriers for male and female university students in Chile and Spain. This cross-sectional study took place between April 2017 and May 2018 in Chile and Spain. The study population included 2269 university students (53.0% women). The mode of commuting and barriers to active commuting to university were assessed by a self-reported questionnaire. Multinomial logistic regression analysis was used to examine the associations. In both sexes, public and private transport were the main modes of commuting used in Chile and Spain, respectively, followed by active commuting in all participants, except for female students in Spain. Women perceived more environmental and psychosocial barriers compared to men (Chile: P < 0.001; Spain: P = 0.006). Perceived environmental barriers showed higher significant differences between students in Chile and Spain (P < 0.05). Private commuters reported a larger proportion of psychosocial barriers compared to active commuters (Chile: men P = 0.001, women P < 0.001; Spain: men P < 0.001, women P = 0.036). The study findings suggest that the mode of commuting and the barriers to active commuting to university may be influenced by sex and country. [ABSTRACT FROM AUTHOR]

Global warming has hit The modern period worse than ever since the industrial revolution. As a result, more programs that benefit the environment have been launched, notably in renewable energy and green financing. This research delves into how carbon neutrality and sustainable financial development in China are affected by factors including renewable energy, green finance, technological innovation, and economic complexity. The report evaluates the impacts of renewable energy, transportation infrastructure, and green economic growth on China's green financial development from 2008 to 2020. A two-stage ordinary least squares method is used to account for the endogeneity of this connection. Empirical research supports the significance of green finance in China's sustainable development, with the results indicating that renewable energy and green economic growth (GDP) are critical determinants for sustainable development. The study's findings inform policy decisions on how best to promote green finance, renewable energy, and technical innovation in China, all of which are essential to the country's long-term economic success. [ABSTRACT FROM AUTHOR]

Autonomous Vehicle (AV) technology is a disruptive transportation technology that promises to revolutionize how people travel. Due to their potential mobility benefits and associated impacts on public health and the environment, they have received massive attention from transportation experts. To date, there have been numerous academic research conducted regarding AVs, and many attempts have been made to summarize these research documents by manually reviewing them. Nevertheless, due to the vast nature of the existing literature, it is challenging to synthesize the themes in AV-related research and to explore their trends to inform future research direction. This study aims to utilize an advanced natural language processing technique to provide a comprehensive overview of the recent developments in AV-related research. The abstracts of 3292 articles published in transportation-based journals from January 2016 to October 2022 were collected and used for this study. A Structural Topic Model (STM) was employed to explore the dominant research themes hidden in the extant literature on AV research, examine their evolution over time, and determine the topics highly associated with developing and developed economies. Overall, the study highlighted that the least common themes in the literature are in the areas of the development of complex vehicle designs, safety, environmental benefits, and the impact of AVs on transportation infrastructure. Nevertheless, themes concerning AV safety and the environment are emerging as hot topics since late 2021. Topics related to investigating user perceptions, policies/approaches to increase user demand, and AV control/stability are highly studied. Besides, they predominantly originated from developed countries. The research themes, their associated trends, and the key policy suggestions drawn from the study are potentially useful for making well-informed research funding decisions, setting research priorities for countries, and guiding the future research endeavours of researchers. • This paper explores the developments in Autonomous Vehicle-related research. • Topics regarding user perceptions and vehicle stability are predominantly discussed. • Safety issues and the impact of AVs on road infrastructure are less matured topics. • High prevalent topics were mostly studied by authors in developed countries. • Object detection and environmental perception have remained hot topics since 2016. [ABSTRACT FROM AUTHOR]

• Conceptual paper outlining the subjective experience process in bike riders. • Subjective experiences consist of thoughts and feelings (e.g.., emotions). • Subjective experiences arise from appraisal – how people interpret events. • Subjective experiences are measurable on valence and arousal dimensions. • Continued research is needed to understand the complexity of subjective experience. Research indicates that subjective experiences such as happiness, joy, anxiety, and fear influence peoples' decisions to bike ride. Negative user experiences in particular are a key barrier to increased bike riding participation. However, existing research has not considered the theoretical mechanisms that give rise to subjective experiences while bike riding. To achieve a more nuanced understanding necessary to enable subjective experiences to contribute to policy and planning, there is a need to both establish theoretically-informed definitions of what subjective experiences consist of, and common approaches to describing how they arise and can be measured. This conceptual paper addresses a translation gap between theory and existing research by applying the transactional model of stress and coping and the circumplex model of affect to demonstrate potential causal mechanisms and measurement approaches of bicycling-related subjective experiences. The transactional model of stress and coping proposes that individuals continuously appraise the demands of their environment relative to their coping abilities, stating that stress and negative emotions occur when an environment exceeds perceived coping abilities. The circumplex model of affect proposes that emotions exist on dimensions of valence and arousal, measuring the unpleasant-pleasantness and degree of activation of an emotion from low to high, respectively. By proposing theoretically-informed definitions and theoretical approaches, this paper establishes a framework that unifies existing research and enables a more nuanced understanding of individual differences in subjective experiences that can contribute to bicycling uptake. [ABSTRACT FROM AUTHOR]

To fight fare evasion, Public Transport Companies (PTC) mainly use two strategies: increasing inspection to detect fare evaders and enforcing fines incurred in case of being caught. PTC communicate differently on sanctions and inspection probabilities. Little is known about the effects of such a communication on fare evasion. Using a survey-based experiment, we examine experimentally what information (fine or inspection rate) and what framing of that information (minimum, maximum, average and range) can better refrain people from travelling irregularly on public transports. We found relatively high levels of fare evasion intentions and results on deterrence consistent with the existing literature. We showed that participants are not sensitive to the content of the information delivered nor to its framing when considering to fare evade or not. We found that beliefs about the pervasiveness of fare evasion (e.g., the social norm) seems to be the main determinant to fare evade. • We investigate the impact of anti-fare evasion communication on participants' propensity to fare evade. • We manipulate both the content of the message and the framing of the message. • We find no effect of both the content of the message nor its framing on participants' propensity to fare evade. [ABSTRACT FROM AUTHOR]

• Economic and environmental impacts of reverse logistics (RL) were evaluated. • Labor cost was the biggest financial expenditure. • Fuel cycle of applied vehicles caused the majority of the environmental impacts. • Comprehensive cost of RL amounted to 71.34%-82.12% of the entire management chain. • Classification showed greater environmental advantage but less economic feasibility. The economic and environmental impacts of the reverse logistics (RL) process (including drop-off, collection and transportation [C&T]) of the waste disposal chain are becoming increasingly prominent with the increasing generation of municipal solid waste (MSW) and promotion of MSW classification. Quantitative evaluation of this process from economic and environmental perspectives is of great significance for MSW management. This study focused on the financial capital, materials, and energy consumption in the RL process in Xi an City, China. Based on field investigation, the magnitude of pollutant emissions from MSW C&T vehicles over their life cycle was predicted using the GREET software and total RL life-cycle cost and life-cycle assessment were analyzed. The results showed that the finical costs of RL were $46.35–$49.03 per ton of food waste and $62.52–$88.84 per ton of residual waste; the environmental impacts caused by the RL process accounted for 79.24%–96.00% and 20.87%–68.55% of the entire food waste and residual waste management chains, respectively. Labor costs were the biggest financial expenditure and the fuel cycle of C&T vehicles caused the majority of the environmental impacts. Source-separated waste management scenarios represented more environmental benefits but poorer economic positions. In the future, improving MSW source-separation accuracy, replacing diesel C&T vehicles with electric ones, and optimizing the RL system could reduce the environmental and economic impacts of the entire waste management system. [ABSTRACT FROM AUTHOR]

• The adsorption capacity of FOSA by PS was the highest, similarly, PS displayed the highest adsorption capacity to PFOA. • The pH and salinity of solution can influence adsorption of FOSA and PFOA on microplastics. • The calculated adsorption energy values of FOSA and PFOA on PS are similar to the experimental adsorption constant values. • FOSA can be photodegraded and its main product is PFOA, while the presence of microplastics has little effect on the photodegradation of FOSA. PFAS (per- and polyfluoroalkyl substances) are omnipresent in the environment and their transportation and transformation have attracted increased attention. Microplastics are another potential risk substances that can serve as a carrier for ubiquitous pollutants, thus affecting the presence of PFAS in the environment. In this study, the adsorption of perfluorooctane sulfonamide (FOSA) and perfluorooctanoic acid (PFOA) on four microplastics (PE, PVC, PS, and PTFE) and their effect on the photodegradation of FOSA were studied. The adsorption capacity of FOSA by PS was the highest, in similar, PS displayed the highest adsorption capacity in the presence of PFOA. Different effects of pH and salinity on the adsorption of FOSA and PFOA were observed among different microplastics indicating inconsistent interaction mechanisms. Furthermore, FOSA could be photodegraded, with PFOA as the main product, while the presence of microplastics had a negligible effect on the degradation of this contaminant. The results indicated that microplastics could act as PFAS concentrators. Moreover, their photochemical inertias make the pollutants enriched on microplastics more resistant to degradation. [Display omitted] [ABSTRACT FROM AUTHOR]

Research on racial and ethnic differences in barriers to care among patients with chronic inflammatory skin diseases (CISDs) is limited. To investigate the prevalence of a broad range of barriers to care among patients with CISDs across different racial and ethnic groups. A cross-sectional study was conducted using survey data from participants with CISDs in the All of Us Research Program. Multivariable regression was used to analyze the relationship between race and ethnicity and experiencing barriers to care. Our study included 16,986 patients with CISDs. Compared to White patients, Black and Hispanic patients were significantly more likely to delay care because of cost and a broad range of additional structural barriers, including transportation, work, childcare, adult care, living in a rural area, and the lack of health care workforce diversity. However, associations between race and ethnicity and many barriers to care were substantially attenuated after controlling for insurance, income, and education. The population studied was not a representative sample of US adults, and responses were not specific to dermatologic care. Racial and ethnic minority patients with CISDs, especially Black and Hispanic patients, are disproportionately affected by a broad range of barriers to care. [ABSTRACT FROM AUTHOR]

This study systematically reviewed scientific evidence regarding the impact of economic growth on physical activity (PA) and sedentary behaviors. A keyword and reference search was conducted in PubMed, Web of Science, Cochrane Library, Scopus, and EBSCO from the inception of an electronic bibliographic database to November 2021. Studies that met all of the following criteria were included in the review: (1) study designs: observational studies; (2) study subjects: people of all ages; (3) exposure: macroeconomic growth; (4) outcomes: PA or sedentary behaviors/sitting time. 15 studies were identified. Eight among 12 studies found economic growth positively associated with at least one domain/measure of PA, whereas the remaining four found an inverse relationship. One of two studies examined the association of economic growth and physical inactivity found a positive relationship, while another found no significant relationship. Four studies examined the associations between economic growth and sedentary behaviors, and the results were inconclusive. The impact of economic growth on PA is through three main pathways—(a) building and maintaining parks and green spaces, (b) adoption of the modern workplace and high technology, and (c) motorized transportation. Building and maintaining parks and green spaces can effectively promote leisure time physical activity and active commute in developed countries, whereas promoting workplace and transportation-related PA could be prioritized in developing nations. Future research calls for longitudinal study design and further exploration of macro-environmental factors. Policymakers and stakeholders should be informed about the potential PA reduction resulting from economic growth and develop preventive strategies to alleviate the problem. [ABSTRACT FROM AUTHOR]

[Display omitted] • Covid-19 pandemic consequences on the global energy sector examined. • AChances and obstacles of the shift towards clean energy. • Lessons, future tactics and policy consequences. • Current renewables status and roadmap to sustainable energy. • Investment approaches, and policy landscapes towards renewables. The novel coronavirus (2019-nCoV) was extended to 213 countries globally by August 2021. The world has been threatened by rising infection rates and emerged as the catastrophic event in the field of health triggering the international emergency panic button. COVID-19′s sudden arrival wreaked havoc on the world economic picture, particularly in the energy sector. A steep drop in oil prices, as well as an imbalance in energy, was the result of strict travel restrictions, fewer transportation options, and people's fears of a flu pandemic. However, confined mobility and a drop in energy demand coated the environment with a silver line and drowned the nation's economic opportunities. Industrial transport, and not to mention every conventional energy-related thing, is completely devastated, but renewables were immunized. Wind, solar, hydrothermal, hydrogen, biomass-based energy systems were on high gear yielding maximum results in counterbalancing the demand–supply chain. Moreover, the pandemic created an opportunity to showcase the importance of renewable energy and tackle the difficult emergency like now. In addition to this, the mindset of the investors was slowly fading away from conventional fuels and shifting towards renewable energy. However, it is too early to state the booming renewables at the moment, and no idea about its long-time survival. Thus, the present review gives a clear picture of the current status of fossils and renewables, the impact of a pandemic, energy investments, government policy standings, threats, and opportunities, and finally, the key takeaways avoiding energy scarcity in once a lifetime disaster situation. [ABSTRACT FROM AUTHOR]

Among the various climate change causing agents, transportation alone is responsible for 19.2% of the carbon emissions. By proper implementation of various preventive measures, the impact of transportation on climate change can be drastically reduced. It is also necessary to determine the relationship between the transportation factors responsible for creating environmental degradation and causing climate change and to rank them based on the preventive measures impact to deal with them. In this paper, we have identified the transportation factors that affect climate change and the factors related to its preventive measures based on the 'environment', 'sociology' and 'modernity' elements of Ecological Modernization Theory (EMT). Given the context, this study focusses on development of an assessment framework that combines three techniques: Simple Additive Weighting (SAW), Interpretive Structural Modelling (ISM) and Interpretive Ranking Process (IRP). • We integrate SAW-ISM-IRP approach to understand the impact of transportation on climate change. • We have identified the factors based on Ecological Modernization Theory. • First, SAW has been used to reduce the number of factors in order to apply ISM and IRP easily. • We have collected data from 10 experts. [ABSTRACT FROM AUTHOR]

We draw on 16 waves of longitudinal data to examine the relationship between transport poverty and obesity in Australia. We focus on transport poverty relating to public and private transport use, and measure obesity based on body mass index. We find that transport poverty is associated with a decline in obesity. We examine social capital and physical activity as potential mechanisms through which transport poverty transmits to obesity. Our results suggest that transport poverty is associated with higher social capital and an increase in the frequency of engagement in physical activity – both of which have obesity reducing effects. Our findings highlight the need for policies that promote social capital and physical activity as a viable way to address growing concerns around obesity. • Examine the relationship between transport poverty and obesity in Australia. • Endogeneity is resolved using several quasi-experimental econometric techniques. • Transport poverty is associated with a decline in obesity. • Social capital and physical activity serve as important channels in the process. [ABSTRACT FROM AUTHOR]

[Display omitted] • Village, town and county models with three gasification scales were compared. • The environmental impacts and economic cost of transportation were considered. • The overall environmental impact of county model is the lowest. • Town model delivers the lowest economic cost in three models. • Waste sorting was considered in scenario analysis via LCA and LCC. The dispersed sources and inconvenient transportation of rural domestic waste (RDW) lead to difficult centralized treatment. Gasification is suitable for decentralized waste treatment, which can effectively avoid RDW long-distance transportation and reduce dioxin emissions compared with small-scale incineration. Hence, economically-affordable and environmentally-friendly RDW treatment models with different gasification scales are required, and village, town and county models were compared via life cycle assessment (LCA) and life cycle cost (LCC) methods in this study. Furthermore, scenario analysis investigated waste sorting based on two food waste (FW) treatment technologies, different FW separate collection efficiency, and electricity recovery to explore the environmental and economic improvement potentials of three models. LCA results show that electricity consumption and direct emissions are significant contributors to environmental impacts, and the county model outperforms village and town models. Moreover, transportation accounts for 6% of the overall environmental impact in the county model. Scenario analysis reveals that waste sorting and electricity recovery can reduce the overall environmental impact by 29% to 146% for three models. LCC results demonstrate that the town model delivers the lowest economic cost, while the village model is the highest. In scenario analysis, resource utilization of FW and electricity recovery of other waste exhibit promising economic benefits. The findings provide comprehensive references for sustainable RDW treatment. [ABSTRACT FROM AUTHOR]

The integration of electric vehicles (EVs) into power systems worldwide will be challenged in many locations by grid constraints, such as load shedding in developing countries or active network management in developed countries. Nevertheless, an opportunity exists for EV fleets to alleviate financial and operational repercussions of these constraints while reducing carbon emissions through integrated photovoltaic-energy storage-charging station (PV-ES-CS) systems. However, the effectiveness of PV-ES-CS systems depends on the load they serve, and many commercial fleets may only partially electrify their vehicle stock, thus limiting their energy demand. Consequently, there is a need for methodologies that incorporate grid constraints into the design and techno-economic assessments of PV-ES-CS systems, alongside an understanding of the impact of varying levels of fleet EV penetration on system performance. We develop a novel methodology that incorporates grid constraints into a PV-ES capacity optimization model, and investigate the impacts of optimistic and conservative grid constraint scenarios and different degrees of fleet EV penetration on PV-ES-CS system performance through a case study of a paratransit fleet in Dobsonville, South Africa. To determine the most cost-effective design of the systems, the PV and ES components are optimized to maximize net present value (NPV). Three generalized insights emerge from the analysis: The first relates to the importance of timing PV-ES investments based on the planned fleet electrification strategy. The second sheds light on the sensitivity of PV-ES system performance to grid constraint frequency and forecasting, emphasizing the need for nuanced understanding and adaptive strategies in regions with pervasive grid constraints. The third explores the influence of trickle charging on system feasibility and economic performance, particularly at lower levels of EV penetration. Enhanced utilization of trickle charging emerges as a promising avenue to improve the economic viability of PV-ES systems, especially for fleets with morning and evening peak loads. Collectively, these insights contribute to advancing the understanding of renewable energy integration in commercial fleet operations in grid and capital-constrained environments. Moreover, the methodology provides a robust framework for fleet owners in these environments to optimally plan PV-ES investments, fostering informed decision-making and propelling the transition towards sustainable and economically efficient transportation. • Novel method for integrating grid constraints in solar-battery capacity optimization. • Analyzes impact of varying levels of energy supply via fleet EV penetration on system performance. • Investigates effect of intelligent battery management on system performance. • Investigates effects of feed-in-tariff and uncertain grid forecasting. • First techno-economic assessment of solar-battery charging station for paratransit. [ABSTRACT FROM AUTHOR]

The widespread application of pesticides in China has led to the accumulation of residues in soil. However, few regional studies have fully elucidated the characteristics of pesticide residues in soil (PRS) and the associated risks to the ecosystem and human health on a national level. Therefore, this study aims to compile a dataset on PRS in China from 2006 to 2020 and analyze the interactions and impacts between PRS and the environment. The average concentration of PRS in China was 243.96 μg/kg which was lower than the levels reported in Euro-Americans and other nations. This study revealed PRS in China predominantly originates from organochlorine pesticide residues, with DDTs and HCHs being significant contributors. Despite the high intensity of pesticide application in the Southeast China, PRS concentrations were comparable to those in the Northeast, due to environmental factors that favor pesticide degradation in the Southeast. Both legacy and in-use pesticides were transported by surface runoff or air current, resulting in their accumulation in soil of the lower Yangtze River basin or the piedmont soil of Qinling Mountains, respectively. The average soil environment carrying capacity of PRS in China was −69.5 kg. The ecological risk contributed by PRS in China was mainly at a negligible level. Carcinogenic risks of PRS to adults (4.6 ×10−4) and children (6 ×10−4) exceeded the tolerable thresholds (10−5) by a small margin. [Display omitted] • The dataset of pesticide residues in soil (PRS) was developed. • Organochlorine pesticide residues were significant contributors to PRS. • Increased soil moisture, temperature and acidity lower PRS levels. • Pesticides in watershed soil migrate downstream through surface runoff. • Pesticides in the soil deposited in piedmont soil through airflow transport. [ABSTRACT FROM AUTHOR]

Road traffic injuries (RTIs) pose significant public health threats, particularly for vulnerable road users such as pedestrians and cyclists. While recent studies have revealed adverse impacts of heat exposure on RTI frequency among motorized road users, a research gap persists in understanding these impacts on non-motorized road users, especially in tropical regions where their vulnerability can be heightened due to differential thermal exposure, adaptive capacity, and biological sensitivity. In this study, we compared associations between high temperatures and RTIs across four different crash-involved modes of transportation—pedestrians, cyclists, motorcyclists, and car drivers in Taiwan. Leveraging data on RTI records and temperature conditions in Taiwan's six municipalities from 2018 to 2022, we conducted a city-time-stratified case-crossover analysis. We employed distributed lag non-linear models with conditional Poisson regression models to estimate temperature-RTI associations for each mode of transportation, adjusting for various weather factors and unmeasured spatio-temporal patterns. Our findings reveal that individuals using exposed, open transportation modes (i.e., pedestrians, cyclists, and motorcyclists) exhibited higher relative risks of heat-induced RTIs than car drivers, with non-motorized mode users showing greater susceptibility compared to their motorized counterparts. These elevated risks can be attributed to the absence of built-in cooling systems in open travel modes and the increased exertional heat stress implied in active travel. Our study contributes novel insights to a global concern related to climate change, extending its impact to road safety, a health outcome rarely studied in the context of a changing climate. Our findings are thus important, especially for regions where rising temperatures regularly approach or exceed human physiological limits related to heat tolerance in the coming decades. Additionally, our findings hold significance in the existing urban health literature, particularly within the context of the emerging era of micromobility—a category of low-speed, non-enclosed, and lightweight vehicles increasingly integrated into urban activities worldwide. • Road injury frequency linked to temperature via time-stratified case-crossover analysis. • Heat effects on road injury frequency compared among walking, bicycle, motorcycle, and car. • Open transportation modes show greater heat-related injury risks than enclosed ones. • Active modes exhibit higher heat-induced injury risks than motorized ones. [ABSTRACT FROM AUTHOR]

Transport can pose substantial challenges for people with dementia. Dementia-friendly approaches seek to encourage public transport use by enhancing people and places through educational initiatives and architectural augmentation respectively. The Greater Manchester Combined Authority is implementing dementia-friendliness within a major re-municipalisation of public transport. Reporting findings from a journeying ethnography of bus travel with passengers with dementia, this paper critiques contemporary friendly transport. It argues that buses are vital sociospatial infrastructures, the friendliness of which is constituted by entangled socio-material and political economic forces. The re-municipalisation of friendly transport requires a radical civic offer of social de-segregation and equitable development. • Dementia-friendly public transport centres education & architectural augmentation • This paper critiques conventional DF approaches • Reports on creative go-along ethnography with passengers with dementia • Repositions buses as vital sociospatial infrastructures • Friendliness is constituted by entangled socio-material & political economic forces [ABSTRACT FROM AUTHOR]

This paper addresses the challenge of managing uncertainty in the daily capacity planning of a terminal in a corridor-based logistics system. Corridor-based logistics systems facilitate the exchange of freight between two distinct regions, usually involving industrial and logistics clusters. In this context, we introduce the dynamic stochastic temporal bin packing problem. It models the assignment of individual containers to carriers' trucks over discrete time units in real-time. We formulate it as a Markov decision process (MDP). Two distinguishing characteristics of our problem are the stochastic nature of the time-dependent availability of containers, i.e., container delays , and the continuous-time, or dynamic , aspect of the planning, where a container announcement may occur at any time moment during the planning horizon. We introduce an innovative real-time planning algorithm based on Proximal Policy Optimization (PPO), a Deep Reinforcement Learning (DRL) method, to allocate individual containers to eligible carriers in real-time. In addition, we propose some practical heuristics and two novel rolling-horizon batch-planning methods based on (stochastic) mixed-integer programming (MIP), which can be interpreted as computational information relaxation bounds because they delay decision making. The results show that our proposed DRL method outperforms the practical heuristics and effectively scales to larger-sized problems as opposed to the stochastic MIP-based approach, making our DRL method a practically appealing solution. • Novel dynamic stochastic temporal bin packing for logistics corridors optimization. • A cutting-edge capacity planning method using real-time proximal policy optimization. • A novel rolling-horizon two-stage stochastic programming approach for batch planning. • Innovated logistics planning, balancing efficiency across interdependent processes. [ABSTRACT FROM AUTHOR]

The increasing adoption of electric buses in cities presents an opportunity for these vehicles to serve as mobile energy storage systems, providing valuable grid services through their substantial battery capacity. However, the complex interplay of fleet management and energy market participation requires that public transportation operators (PTOs) use adequate optimisation models and algorithms to make the best operational decisions. To address these issues, our research proposes an aggregator-supported charging strategy using a bi-level optimisation framework for electric bus fleets. The main goal is to achieve a balance between reducing PTO operational costs and maximising aggregator revenues, while ensuring reliable bus system operation. The results indicate that a coordinated charging strategy, including energy arbitrage and reserve provision, can significantly reduce operational costs, although potential limitations arise from associated battery degradation costs. Furthermore, managing fleets for reserve services appears to be more lucrative than engaging in energy arbitrage schemes. In this context, this study emphasizes the role of aggregator entities in managing the energy flexibility of electric bus fleets and enhancing the sustainability and cost-effectiveness of urban public transportation. • Development of an aggregator-supported charging strategy for electric bus fleets. • Implementation of a bi-level optimisation framework for smart charging strategies. • Coordinated charging approach reduces operational costs of electric bus fleets. • The use of buses for reserve services is more lucrative than energy arbitrage. • Aggregator-supported strategy facilitates grid integration. [ABSTRACT FROM AUTHOR]

Blueberries (Vaccinium corymbosum) are renowned for their rich anthocyanin content, which not only endows them with exceptional nutritional and health benefits but also holds significant potential for industrial applications. Glutathione S-transferases (GSTs) have emerged as pivotal players in the transportation and accumulation of anthocyanins across various plant species. To identify GSTs associated with blueberry anthocyanin dynamics, we performed a comprehensive genomic and transcriptomic survey of blueberry GST genes. We further explored the role of a promising candidate, VcGSTF8 , through a transgenic complementation approach in the Arabidopsis tt19 mutant. Additionally, we delved into the regulatory interactions between anthocyanin biosynthesis transcription factors (TFs), namely VcMYB-1 and VcAN1, and the VcGSTF8 promoter using yeast one-hybrid (Y1H) assays. Totally, we identified 104 VcGSTs encoding proteins containing both GST_C and GST_N domains. Three Phi (F) subfamily VcGSTs (VcGSTF8 , VcGSTF19 and VcGSTF21) were identified as key candidates linked to anthocyanin metabolism. VcGSTF8 , showing the highest homology to the Arabidopsis AtTT19 , was able to restore anthocyanin levels in the tt19 mutant upon heterologous overexpression. Furthermore, we found that both VcMYB-1 and VcAN1 could bind to the VcGSTF8 promoter, suggesting the expression of VcGSTF8 is regulated by anthocyanin biosynthesis TFs. This study not only uncovers the GST genes pivotal to anthocyanin metabolism in blueberries but also elucidates the significant contribution of the 'MYB/bHLH-GSTF' module to the orchestration of anthocyanin accumulation. [Display omitted] • VcGSTF8, VcGSTF19 and VcGSTF21 are anthocyanin-related GSTs in blueberry. • Heterologous overexpression of VcGSTF8 can restore the anthocyanin accumulation of the Arabidopsis tt19 mutant. • The 'MYB/bHLH-GSTF' module contributes greatly to anthocyanin accumulation. [ABSTRACT FROM AUTHOR]

Transportation is an essential component of commercial swine production in the United States. Stressors experienced during the process of transportation, including loading and unloading, can result in poor welfare outcomes and economic losses. The primary objective of this study was to determine whether exposure to a ramp structure during the nursery period affected ease of loading and unloading at marketing. A secondary objective was to determine if nursery ramp provision affected nursery pig behavior and pig growth throughout the nursery and grow-finish phases. Five hundred forty weaned pigs (17 – 21 days of age) housed in 20 pens (each pen holding approximately 27 pigs) were assigned to one of two experimental treatments: 1) access to a ramp with platform within the pen during the nursery phase (RAMP) or 2) a standard pen with no access to a ramp with platform during the nursery phase (CONT). After 6 weeks, ramps were removed from RAMP pens and all pigs were raised under standard conditions until marketing. Nursery behavior (posture, eating, drinking, aggression) and growth performance during the nursery and grow-finish phases were evaluated. No differences in nursery behavior or growth performance were observed between treatments (P > 0.05). At marketing, pigs were loaded in groups of four pen mates onto a semi-trailer and unloaded in mixed treatment groups upon arrival at the processing facility. During loading, duration to ascend the ramp to the trailer was quantified, along with the number of trips displayed by any animals and handler electric prod usage. Pigs in the RAMP treatment required a shorter duration to ascend the ramp compared to the CONT pigs (P = 0.002). An electric prod was used more frequently with CONT pigs compared to RAMP pigs (P = 0.02). During unloading, the total duration it took for pigs to descend the ramp, as well as the number of turnarounds, trips, and backward movement descending the ramp were quantified. Rattle paddle usage by the handler and dead on arrivals were also recorded. Control pigs required a shorter duration to descend the ramp compared to the RAMP pigs (P = 0.04). Additionally, a greater number of RAMP pigs descended the ramp backwards compared to CONT pigs (P = 0.02). No other treatment differences were observed. In conclusion, exposing pigs to a ramp during the nursery phase improved ease of loading at marketing and had no effect on nursery behavior and growth performance throughout the nursery and grow-finish phases. • Ramp exposure during the nursery phase reduced ramp loading duration at market weight. • Ramp exposure did not reduce unloading duration at market weight. • Ramp exposure during the nursery phase had no effect on nursery pig behavior. • Ramp exposure had no effect on growth during the nursery or grow-finish phases. [ABSTRACT FROM AUTHOR]