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The recent advancement and enhancement that optimized uncoded space-time labelling diversity (USTLD) have provided significant diversity gains. By adopting the use of evolutionary algorithms, labelling diversity (LD) mapper designs produced are near-optimal in quality. The only disadvantage to the use of evolutionary algorithms is that the produced solution is not always optimal. To ease the calculation of how much a mapper design had achieved LD, this paper proposes a machine learning-based analysis to predict the amount of LD achieved by a mapper. In this paper, only the 16QAM constellation is studied as a simple case. Six machine learning-based algorithms were proposed in this paper, namely multi-linear regression (MLR), support vector regression (SVR), decision trees (DT), random forest (RF), K-nearest neighbours (KNN) and a simple artificial neural network (ANN). From the results obtained from the experiments, it can be seen that the MLR algorithm is the least time complex while the ANN is the most time complex. It is also important to note that the DT and KNN algorithms take a comparatively short amount of time to execute. When compared in terms of machine learning metrics, it was shown that the ANN algorithm performed the best with the least amount of error while the MLR algorithm performed the worst with the highest amount of error. Thus, it could be seen that the results from this paper provide a positive outlook on applying machine learning algorithms to the LD problem.

Child labour disrupts education, but there is scant research on the reciprocal relationship: education disrupting child labour. We examined the link between school quality and child cocoa agricultural work in a sample of 2168 fifth-grade children from forty-one primary schools in rural Côte d'Ivoire. Children attending a higher quality school were less likely to work on a cocoa plantation. Specifically, quality infrastructure and teaching materials were associated with reduced cocoa agricultural activities, but not with domestic and economic activities. Against the backdrop of a global focus on improving education quality, we suggest that investments in quality education may serve the dual purpose of reducing child labour alongside improving children's learning outcomes.

Carpooling allows travelers to share a ride to a common destination and can include several forms of sharing a ride, such as casual carpooling and real-time carpooling. Because carpooling reduces the number of automobiles needed by travelers, it is often associated with numerous societal benefitsincluding:1) reductions in energy consumption and emissions, 2) congestion mitigation, and 3) reduced parking infrastructure demand. In recent years, economic, environmental, and social forces coupled with technological innovations are encouraging shared and pooled services. Shared mobility is changing how people travel and is having a transformative impact on mobility. This chapter reviews key trends impacting the mobility marketplace including the growth of shared mobility and key demographic indicators, such as an aging population and Millennials entering the workforce. For decades, carpooling has been used as a strategy by numerous public agencies and employers as a strategy to address a range of climate, environmental, and congestion mitigation goals, while simultaneously increasing roadway and parking capacity. This chapter discusses how employers and public agencies can support carpooling.

Microtransit is a technology-enabled transit service that typically employs shuttles or vans (Figure 1) to provide on-demand transportation with dynamic routing. While many rides are dispatched and paid via a smartphone, many services also provide a telephone booking option. A few services accept cash payment and street hails (similar to taxis). Variations of microtransit can include fixed schedules and routes and larger or smaller vehicles. Typically, microtransit services are operated by or provided on behalfof a government entity or nonprofit organization, although privately operated microtransit programs also might exist.

This article analysed gender disparities in Pakistan focusing on access to primary education and women's education in light of National Education policies from 1947 to 2017 to achieve universal primary education. This study aimed to trace the evolution of National Education policies (1947-2017) in the attainment of universal primary education and gender disparities in Primary education in Pakistan. A qualitative document analysis technique was employed to extract relevant data related to policy objectives, strategies, and targets of primary education, gender disparities, and women's education. The quantitative data was extracted from the Pakistan Economic Survey 2022-2023, Pakistan Education Statistics 2020-2021, and all National Census 1951, 1961, 1972, 1981, 1998, and 2017. The study found that education policies highlighted the importance of primary education but did not dedicate larger sections to women's education in the first 40 years. The recent education policies addressed the importance of women's education for achieving gender parity. These findings, which stem from a review of national education policies' documents, are in line with the findings drawn from the quantitative data extracted from authoritative reports which stated that significant gender disparities existed in the numbers of primary schools, access to primary education, and students' enrolments throughout the history of Pakistan. The study also found significant gender disparities in the number of primary schools per 100,000 children, with male students comparatively attending schools more than female students. The study found consistent gender disparities in primary education enrolment in Pakistan with notable progress in recent years but have not been able to eliminate these disparities. Gender disparity is evident in literacy rate, gross enrolment rate (GER), and net enrolment rate (NER). The study recommended that the revision of existing policies and formulation of new education policies should be based on comprehensive documentation on women's education and its impact on the economy, literacy rate, and universal primary education.

INTRODUCTION: Early neoplastic progression of Barretts esophagus (BE) is often treated with endoscopic therapy. Although effective, some patients are refractory to therapy or recur after apparent eradication of the BE. The goal of this study was to determine whether genomic alterations within the treated BE may be associated with persistent or recurrent disease. METHODS: We performed DNA sequencing on pre-treatment esophageal samples from 45 patients who were successfully treated by endoscopic therapy and did not recur as well as pre-treatment and post-treatment samples from 40 patients who had persistent neoplasia and 21 patients who had recurrent neoplasia. The genomic alterations were compared between groups. RESULTS: The genomic landscape was similar between all groups. Patients with persistent disease were more likely to have pre-treatment alterations involving the receptor tyrosine kinase pathway ( P = 0.01), amplifications of oncogenes ( P = 0.01), and deletions of tumor suppressor genes ( P = 0.02). These associations were no longer significant after adjusting for patient age and BE length. More than half of patients with persistent (52.5%) or recurrent (57.2%) disease showed pre-treatment and post-treatment samples that shared at least 50% of their driver mutations. DISCUSSION: Pre-treatment samples were genomically similar between those who responded to endoscopic therapy and those who had persistent or recurrent disease, suggesting there is not a strong genomic component to treatment response. Although it was expected to find shared driver mutations in pre-treatment and post-treatment samples in patients with persistent disease, the finding that an equal number of patients with recurrent disease also showed this relation suggests that many recurrences represent undetected minimal residual disease.

Throughout the U.S., app-based gig drivers provide valuable services for courier network services (CNS) like Instacart, Uber Eats and DoorDash, and transportation network companies (TNCs) such as Uber and Lyft. In California, gig labor classification is governed among other things by Assembly Bill 5 (AB 5), which passed in 2019, and Proposition 22 (Prop 22) adopted in 2020. AB 5 established the ABC Test for worker classification in California labor law. The ABC Test results in most app-based drivers being classified as employees, who are due full labor rights and benefits in California. However, gig drivers were exempted from the ABC Test when California voters approved Prop 22. As a result, under Prop 22, most CNS and TNC drivers in California are classified as independent contractors. Understanding the nuances of California labor law as it applies to app-based gig drivers is critical to addressing areas such as: worker flexibility, the need for high-quality jobs, and driver pay variability due to the lack of transparency with algorithm-based platforms. To better understand evolving CNS and TNC labor policy, we conducted interviews with experts (n=8) across the U.S. representing labor, academia, and regulators between June 2022 to February 2024 and examined policy approaches of other cities and states on this issue.

ObjectivesUnhealthy diets and inadequate exercise are associated with chronic health conditions and excess mortality. Older African Americans do not meet dietary and exercise guidelines, and this may have worsened during the COVID-19 pandemic due to individual and environmental factors, including food insecurity. Studies evaluating these dynamics are essential for developing interventions. This narrative details a study protocol and data collection experiences during the pandemic.MethodsParticipants > 55 years African American old completed detailed food frequency, exercise, and food access questionnaires between October 2020 and July 2021. Observations of the study administrators (authors of this manuscript) for the duration of the study are presented. Details on the study design and reflections on the opportunities, challenges, and lessons learned are summarized. Future manuscripts will report data analysis of study findings.ResultsA total of 123 older African American adults participated in the study, and 118 (70% female) completed all three questionnaires. More than 50% of the participants had at least two primary chronic conditions. About 85% were fully vaccinated against COVID-19. Applying community-based participatory approaches, leveraging partnerships, and exercising flexibility approaches were pivotal to successfully implementing the study protocol.ConclusionsDespite challenges related to the COVID-19 pandemic, detailed data on older African American adults' diet and exercise habits were obtained. Our study design and experiences will benefit future researchers. More importantly, results from our study will inform interventions and policies aimed at minimizing consequences associated with poor diet and exercise habits during the pandemic among this vulnerable population.

Growing poverty in America’s suburbs challenges their image as single-family residential communities for middle class, predominantly white families. Research shows that suburban areas now have the largest share of households under the poverty line. Since these areas have lower density development and lower levels of public transit service compared to urban areas, living in the suburbs may pose accessibility challenges for low-income households, particularly those without a personal vehicle. To explore housing and transportation issues associated with the suburbanization of poverty, we combined U.S. Census data from Contra Costa County, which has the highest rates of suburban poverty in the San Francisco Bay Area, and online and in-person surveys with individuals who earn less than 80% of the Area Median Income (AMI), around $75,000. This research identifies demographic and external factors that lead low- and moderate-income households to move to suburban areas, accessibility barriers faced by low- and moderate-income suburban households, and how transportation use and transportation and housing costs differ between urban and suburban low-income residents in the Bay Area.

Suburban areas have lower density development than urban areas, which may make them less accessible for the growingpopulation of low- and moderate-income suburban residents, particularly those without a personal vehicle. This research examines factors that lead these households to move to suburban areas and identifies accessibility barriers they face. We use a mixed-methods approach with Public Use Microdata Sample (PUMS) data from the U.S. Census, online/in-person surveys (n=208), and interviews conducted in English and Spanish (n=25) with households in Contra Costa County with an income of less than $75,000. To understand key differences in housing and transportation choices between urban and suburban residents, these data were compared to survey and interview data from low-income Oakland residents from 2020-2021. We found that low- and moderate-income households choose to live in suburbs due to rising rents and otherrequirements (e.g., credit score, rental history) in urban areas, and a desire for home ownership and safer environment for children. Yet lack of tenant protections is leaving them vulnerable to rising rents in suburban areas. Transportation costs are higher in suburbs due to longer commutes and higher reliance on personal vehicles. Despite higher levels of carownership in the suburbs, households often go without a car due to maintenance issues or inability to make car payments. When faced with the lack of an automobile, suburban households have few quality transportation alternatives.

Early life stress (ELS) is defined as an acute or chronic stressor that negatively impacts a child's development. ELS is associated with substance use and mental health problems. This narrative literature review focuses on sex and gender differences in the effects of ELS on 1) adolescent neuroendocrine development; 2) pubertal brain maturation; and 3) development of internalizing symptoms and subsequent substance use. We posit that ELS may generate larger hormonal dysregulation in females than males during puberty, increasing internalizing symptoms and substance use. Future research should consider sex and gender differences in neuroendocrine developmental processes when studying the link between ELS and negative health outcomes.

Shared micromobility (bikesharing and scooter sharing) experienced market growth since 2021, rebounding from the pandemic across markets in the US, Mexico, and Canada. In partnership with the North American Bikeshare and Scootershare Association (NABSA) and Toole Design, researchers at the Transportation Sustainability Research Center (TSRC) at UC Berkeley have collaborated on the data collection and analysis of the shared micromobility industry metrics through a series of annual reports beginning in 2019. This includes a series of operator and agency surveys.1 Most recently, TSRC researchers collaborated on an Operator Survey (n=29) and an Agency Survey (n=52), distributed between January 2023 and June 2023, of all known shared micromobility operators and agencies as part of the 2022 state-of-the-industry report. Similar surveys were deployed in January 2022 and May 2022. These surveys include questions about shared micromobility systems2 operating within those agency jurisdictions and operator markets.

INTRODUCTION: The treatment of Lisfranc injuries continues to evolve with time. The purpose of this study was to report early outcomes of patients with Lisfranc ligamentous injuries treated with the Arthrex InternalBrace, which has benefits to other previously described techniques. MATERIALS AND METHODS: We retrospectively identified 15 adult patients with Lisfranc injuries that were treated via open reduction internal fixation with the Arthrex InternalBrace (Naples, Fl). These patients were identified at two separate United States institutions between 2019 and 2022. Demographic data, mechanism of injury, and concomitant foot injuries were recorded. Outcomes were assessed by return-to-work or sport and time to weight-bearing. Secondary complications or revision surgeries were noted. RESULTS: The mean patient age was 35 years. Eight patients had isolated Lisfranc ligamentous injuries and seven had additional intercuneiform instability, which required a supplemental limb of the fixation device. The most common mechanism of injury was a cutting/pivoting maneuver (n = 5) followed by fall (n = 4). The mean radiographic follow-up time was 7.3 months. The average time to weight-bearing as tolerated was 6.6 weeks (± 2.2). The average time to return-to-work/sport as tolerated was 14.1 weeks (± 3.6). Only two minor complications were noted at follow-up but no major complications or revision surgeries occurred. CONCLUSIONS: The outcomes of this case series suggest that the Arthrex InternalBrace is a viable option when performing open reduction and internal fixation of Lisfranc ligamentous injuries. Future prospective studies are needed to directly compare this device with alternative fixation methods.