Evaluation of Canal Transportation and Centering Ability of RaCe and Af f-one Systems by Cone-beam Computed Tomography: An in Vitro Study.

Introduction: Rotary systems have made significant advances to improve their root canal preparation efficacy. These instruments can properly preserve the root canal anatomy and morphology. The present in vitro study aimed to compare canal transportation and centering ability of RaCe and Af f-one systems using cone-beam computed tomography. Materials and Methods: Thirty-six mandibular molars were included. The samples were randomly assigned to two groups (n=18): group 1, RaCe, and group 2, Af f-one. Canal preparation was conducted using the respective files according to the manufacturers' instructions. The cone-beam computed tomographic scanning of the samples was performed before and after preparation. The data were analyzed by using two-way ANOVA. Results: In both the RaCe and Af f-one rotary systems, canal centrality and transportation were similar at coronal, middle, and apical cross-sections. In addition, canal transportation and centrality were identical in the RaCe and Af f-one rotary files (P<0.05). Conclusion: The two studied rotary systems did not exhibit significant differences in root canal transportation and preservation of root canal centrality in the apical, middle, and coronal thirds.

Achieving Equity in Transportation for Radiotherapy.

Transportation is a significant social determinant of health and a barrier to treatment for many patients. Cancer patients are disproportionately affected, and it can be especially salient for patients undergoing several weeks of daily radiation treatment. A prospective survey pilot study at our institution examining financial toxicity related to transportation for patients undergoing radiation treatment showed a correlation between high transportation costs and financial stress. Furthermore, those living >10 miles from the radiation center were associated with worse financial toxicity. Previous programs implemented to address the transportation issue in oncology have been mainly inadequate or ineffective. These programs have been set back due to a lack of awareness and low utilization. The Health Equity Achievement in Radiation Therapy (HEART) adjustment from the proposed Radiation Oncology Case Rate (ROCR) payment model for radiation oncology will greatly alleviate transportation barriers for patients undergoing radiation treatment. The $500 per patient can be utilized for those patients at the highest risk, like those living far away from the radiation center.

Bacterial extracellular vesicle: A non-negligible component in biofilm life cycle and challenges in biofilm treatments.

Bacterial biofilms, especially those formed by pathogens, have been increasingly impacting human health. Bacterial extracellular vesicle (bEV), a kind of spherical membranous structure released by bacteria, has not only been reported to be a component of the biofilm matrix but also plays a non-negligible role in the biofilm life cycle. Nevertheless, a comprehensive overview of the bEVs functions in biofilms remains elusive. In this review, we summarize the biogenesis and distinctive features characterizing bEVs, and consolidate the current literature on their functions and proposed mechanisms in the biofilm life cycle. Furthermore, we emphasize the formidable challenges associated with vesicle interference in biofilm treatments. The primary objective of this review is to raise awareness regarding the functions of bEVs in the biofilm life cycle and lay the groundwork for the development of novel therapeutic strategies to control or even eliminate bacterial biofilms.

Understanding spatial inequalities and stratification in transportation accessibility to social infrastructures in South Korea: multi-dimensional planning insights.

This research investigated spatial inequalities in transportation accessibility to social infrastructures (SIs) in South Korea, using a multi-dimensional methodological approach, including descriptive/bivariate analysis, explanatory factor analysis (EFA), K-Mean cluster analysis, and multinomial logit model (MNL). Our study confirmed pronounced spatial disparities in transportation accessibility to SIs, highlighting significantly lower access in rural and remote regions compared to urban centers and densely populated areas, consistent with existing literature. Building on prior findings, several additional findings were identified. First, we uncovered significant positive correlations among accessibility to different types of SIs in four critical categories: green and recreation spaces, health and aged care facilities, educational institutions, and justice and emergency services, revealing prevalent spatial inequality patterns. Second, we identified three distinct accessibility clusters (High, Middle, and Low) across the critical SI categories. Specifically, residents within the High cluster benefited from the closest average network distances to all SIs, while those in the Low cluster faced significant accessibility burdens (e.g., 22.9 km for welfare facilities, 20.1 km for hospitals, and 19.2 km for elderly care facilities). Third, MNL identified factors such as population density and housing prices as pivotal in spatial stratification of accessibility. Specifically, areas with lower SI accessibility tended to have a higher proportion of elderly residents. Also, decreased accessibility correlated with diminished traffic volumes across all transportation modes, particularly public transportation. This research contributes to enhancing our understanding of spatial inequalities in transportation accessibility to SIs and offers insights crucial for transportation and urban planning.

Studying the factors that affect urban road noise-case study: El-Tahrir Street, Al-Dokki Cairo, Egypt.

Expanding road networks to accommodate various activities has significantly increased urban noise pollution, adversely affecting human health and quality of life. Numerous factors influence the noise level in urban areas, including road characteristics, traffic characteristics, surrounding buildings, and weather conditions. While previous studies have considered many of these factors individually, this study aims to integrate all relevant variables to comprehensively monitor and analyze their combined effects on noise levels. The objective is to determine the most influential factors that could be incorporated into effective noise reduction strategies. This research focuses on Cairo, one of the most densely populated cities in the world, where high noise levels are a persistent issue. A detailed case study of Tahrir Street in Dokki, Cairo, provides the basis for this investigation. One of the most crowded areas is El-Tahrir Street in Al-Dokki, which was selected as a case study in this research. This area experiences high traffic volume, with up to 1700 vehicles passing through within a 15-min interval. This significant traffic volume is the primary driver of the elevated noise levels in the area. Traffic and noise level monitoring was conducted using a field survey using the sound level meter. Consequently, a statistical analysis was conducted to investigate the correlation between different factors and the noise level and determine the most influential factors. The study revealed that traffic volume and congestion are the most significant factors influencing noise levels on Tahrir Street, exhibiting strong positive correlations (R = 0.38). Additionally, the study found an inverse relationship between vehicle speed and noise level due to high traffic volumes and identified that building characteristics and wind direction also play roles, albeit to a lesser extent.

Impact of Transportation Barriers on Telehealth Use During the COVID-19 Pandemic.

Telehealth use among individuals with and without transportation challenges remains understudied. This study aims to compare telehealth utilization and types of healthcare services between subjects with and without transportation challenges. Using data from the 2021 Medical Expenditure Panel Survey (MEPS), we identified telehealth use for office visits by adults (≥18 years old) in 2021, categorizing the type of healthcare services received, such as checkups and mental health counseling. Weighted logistic regression was employed to identify factors associated with telehealth usage. The total population analyzed was 204 621 985 (unweighted n = 17 674). The average (SD) age of the subjects was 49 (18) years old, and 53% were female. On average, individuals with transportation challenges had 1.40 telehealth visits, while those without such challenges had 0.87 visits (P = .03). Additionally, individuals with transportation challenges had more visits related to behavioral health compared to those without transportation challenges (22% vs 11%, P < .01). Those facing transportation challenges were 40% more likely to use telehealth compared to those without transportation challenges (OR = 1.40, P = .01). The findings suggest that telehealth could serve as a viable solution to overcome transportation barriers and improve access to care. However, it is crucial to assess access to care through telehealth to enhance the health outcomes for individuals facing transportation challenges.

Transportation Use and Barriers for Employed and Unemployed Autistic Adults.

Background: Autistic adults are significantly unemployed or underemployed even compared with other disability groups. Employment is a social determinant that, when satisfied, closely influences health-related quality of life. For autistic adults, environmental barriers to transportation can impact the ability to get to employment resulting in limited employment opportunities. This study provides a closer examination of the association between transportation use and employment status. Objective: To examine the use of different types of transportation and barriers to public transit by employed and unemployed autistic adults. Method: The data were from a large statewide study conducted between May 2017 and June 2018 using the Pennsylvania Autism Needs Assessment (PANA), in which information about employment and transportation use was obtained from autistic adults who were residents of Pennsylvania. The study sample included 1120 autistic adults (Mage = 28.03 years, standard deviation = 9.84; 70% men; 82% non-Hispanic White). Results: Participants who were employed were more likely to drive themselves than those who were unemployed (45% vs. 21%, p < 0.001), while they were less likely to take rides from others (62% vs. 75%, p < 0.001) or use service transportation (11% vs. 18%, p = 0.001). For barriers to public transit, the results identified that employed participants reported fewer barriers to public transportation than unemployed participants with a small effect size (1.98 vs. 2.54, d = 0.22). Conclusion: Employed autistic adults exercise more transportation independence. Unemployed autistic adults report more barriers to participation and lower ability to independently use public transportation. Future transportation and employment studies are necessary.

Why is this an important issue? Employment is important for income, quality of life, and the ability to get the supports or services a person needs. Autistic adults are more likely to be unemployed or underemployed when compared with neurotypical adults and people with other disabilities. There are many environmental barriers to participating in adult activities in the community, but issues with transportation are a primary barrier. In previous research, a high number of autistic adults (72%) reported that they had missed some of their desired activities due to lack of transportation. It is important to understand the relationship between transportation and employment to know how to overcome barriers and improve employment options for autistic adults who want to work. What was the purpose of this research? The purpose of this research was to look at transportation and employment status (i.e., employed or unemployed). Specifically, this study compared types of transportation used and perceived barriers to transportation between autistic adults who were employed and those who were unemployed. What did the researchers do? Information was collected from 1120 autistic adults through a large statewide survey, which included questions about employment and transportation. Information from autistic adults who were employed and those who were not employed was compared. What were the results of the study? Results of this comparison showed that participants who were employed were more likely to drive themselves and less likely to take rides from other people or to use service transportation. Those who were employed also reported fewer barriers to public transportation. Barriers such as crime, planning a trip, treatment by fellow passengers, cost, knowledge on how to use public transportation, and sensory overload were identified by more people who were unemployed than by people who were employed. How will these findings help autistic adults now or in the future? The study identified specific barriers to transportation for autistic adults who are unemployed. This information can help to guide supports and policies to reduce barriers for travel needed for employment. In addition, results of this study can help guide future research to develop or identify the transportation skills needed for travel to work for autistic adults.

Feasibility of Laboratory Equipment-Based Simulation Methods to Assess the Impact of Vehicle Transportation on Product Quality of mAb Dosing Solutions.

Therapeutic monoclonal antibody (mAb) products for intravenous (IV) administration generally require aseptic compounding with a commercially available diluent. When the administration site is located away from the preparation site, the prepared dosing solution may need to be transported in a vehicle. The impact of vehicle transportation on the product quality of mAbs needs to be evaluated to define safe handling and transportation conditions for dosing solutions. The design and execution of actual vehicle transportation studies require considerable resources and time. In this study, we systematically developed three different laboratory equipment-based methods that simulate vehicle transportation stresses: orbital shaker (OS), reciprocating shaker (RS), and vibration test system (VTS)-based simulation methods. We assessed their feasibility by comparing the impact on product quality caused by each simulated method with that caused by actual vehicle transportation. Without residual polysorbate 80 (PS80) in the mAb dosing solution, transportation via a cargo van led to a considerable increase in the subvisible particle counts and did not meet the compendial specifications for the light obscuration method. However, the presence of as low as 0.0004%w/v (4 ppm) PS80 in the dosing solution stabilized the mAb against vehicle transportation stresses and met the compendial specifications. Vehicle transportation of an IV bag with headspace resulted in negligible micro air bubbles and foaming in both PS80-free and PS80-containing mAb dosing solutions. These phenomena were found to be comparable to the VTS-based simulated method. However, the OS- and RS-based simulated methods formed significantly more micro air bubbles and foaming in an IV bag with headspace than either actual vehicle transportation or the VTS-based simulated method. Despite the higher interfacial stress (micro air bubbles and foaming) in the dosing solution created by the OS- and RS-based simulated methods, 0.0004%w/v (4 ppm) PS80 in the dosing solution was found to be sufficient to stabilize the mAb. The study shows that under appropriate simulated conditions, the OS-, RS-, and VTS-based simulated methods can be used as practical and meaningful models to assess the impact and risk of vehicle transportation on the quality of mAb dosing solutions.

A comparison of population-level exposure and equity tradeoffs across strategies to reduce fine particulate matter emissions from transportation sources in the northeastern US.

BACKGROUND: Many climate mitigation policies to reduce transportation emissions have public health benefits related to ambient air pollution. However, few health analyses consider the equity implications of alternative policies. Equity can be conceptualized in many different ways that may be relevant to communities, decision-makers, and other stakeholders. OBJECTIVES: To evaluate alternative transportation emissions reduction scenarios across the northeastern United States considering population exposure reductions and multiple equity constructs. METHODS: We developed four quantitative indicators reflecting equity constructs that aligned with stakeholder perspectives, including racial/ethnic exposure inequities, proportion of benefits in environmental justice communities, distribution of benefits among participating states, and rural/urban share of benefits. We analyzed numerous transportation emissions reduction scenarios for directly emitted fine particulate matter (primary PM2.5) covering 12 Northeast states and the District of Columbia. We used the Community Multiscale Air Quality model with the decoupled direct method to estimate the reduction in population-weighted primary PM2.5 exposure and the impact on equity for each scenario. RESULTS: Scenarios that yielded greater reductions in population-weighted primary PM2.5 exposure generally emphasized emissions reductions in urban areas or states with large urban centers, with a more than threefold difference in benefits across scenarios. The higher exposure-benefit scenarios typically also had greater reductions in racial/ethnic exposure inequities but led to higher between-state or rural/urban inequality. Scenarios that targeted uniform percentage emission reductions from light or heavy-duty trucks best addressed rural/urban inequalities but led to the smallest reductions in racial/ethnic inequity. CONCLUSION: There are intrinsic tradeoffs among equity constructs, where focusing resources on distributing benefits across states or between urban and rural populations could come at the expense of less reduction in racial/ethnic exposure inequities or in environmental justice communities. Future health benefits analyses should incorporate multiple equity indicators that reflect different stakeholder perspectives and articulate the underlying constructs and tradeoffs.

Tracing the Transport and Residence Times of Atmospheric Microplastics Using Natural Radionuclides.

While atmospheric microplastics are known to be transported over long distances, their residence times and transport processes lack clarity. This study utilized natural radionuclides 7Be, 210Pb, and 210Po to explore the transport of atmospheric microplastics in Tianjin, a coastal city in Northern China. Microplastic concentrations ranged from 0.03 to 0.13 particles m-3 over the course of a year. The proportion of microplastic fragments in winter was significantly higher than that in other seasons, with median microplastic sizes in autumn and winter being larger than those in spring and summer. The atmospheric microplastic surface was rough, exhibiting irregular pores and multiple depressions and cracks. Microplastics experienced vertical mixing with the upper atmosphere in April and August and were influenced by rainfall in July. The residence time of atmospheric particles ranged from 9.47 to 22.85 days throughout the year, with an average of 14.41 days. The peak residence time of atmospheric particulates in November may be correlated with increased 210Po levels from coal consumption. Their prolonged atmospheric presence and rough surface allow microplastics to act as carriers for various chemical pollutants, underscoring the complexity and potential risks associated with their presence in the atmosphere.

AGFG1 increases cholesterol biosynthesis by disrupting intracellular cholesterol homeostasis to promote PDAC progression.

PURPOSE: Cholesterol metabolism reprograming has been acknowledged as a novel feature of cancers. Pancreatic ductal adenocarcinoma (PDAC) is a cancer with a high demand of cholesterol for rapid growth. The underlying mechanism of how cholesterol metabolism homestasis are disturbed in PDAC is explored. EXPERIMENTAL DESIGN: The relevance between PDAC and cholesterol was confirmed in TCGA database. The expression and clinical association were discovered in TCGA and GEO datasets. Knockdown and overexpression of AGFG1 was adopted to perform function studies. RNA sequencing, cholesterol detection, transmission electron microscope, co-immunoprecipitation, and immunofluorescence et al. were utilized to reveal the underlying mechanism. RESULTS: AGFG1 was identified as one gene positively correlated with cholesterol metabolism in PDAC as revealed by bioinformatics analysis. AGFG1 expression was then found associated with poor prognosis in PDAC. AGFG1 knockdown led to decreased proliferation of tumor cells both in vitro and in vivo. By RNA sequencing, we found AGFG1 upregulated expression leads to enhanced intracellular cholesterol biosynthesis. AGFG1 knockdown suppressed cholesterol biosynthesis and an accumulation of cholesterol in the ER. Mechanistically, we confirmed that AGFG1 interacted with CAV1 to relocate cholesterol for the proceeding of cholesterol biosynthesis, therefore causing disorders in intracellular cholesterol metabolism. CONCLUSIONS: Our study demonstrates the tumor-promoting role of AGFG1 by disturbing cholesterol metabolism homestasis in PDAC. Our study has present a new perspective on cancer therapeutic approach based on cholerstrol metabolism in PDAC.

Near miss road traffic accidents and associated factors among truck drivers in Gamo zone, southern Ethiopia by using a contributory factors interaction model.

Background: Road traffic accidents (RTAs) are among the leading causes of injuries, fatalities, and the resulting increase in financial burdens worldwide. Every year, RTAs cause numerous serious injuries and fatalities in Ethiopia. it is important to understand how prevalent near-miss crash accidents are, and which by definition could have injured the victim but did not result in an actual accident. The determinants of these near-misses are essential in road crash accident reduction strategies. In spite of the fact that near-miss accidents are much more common than actual losses or injuries, very little research has been conducted on them. Thus, this study was intended to assess the near-miss accidents and associated factors among truckers in Gamo zone, southern Ethiopia. Methodology: The community-based cross-sectional study was employed from May 12 to July 10,2022, using a structured interviewer-administered questionnaire. A simple random sampling technique was used to select participants. The data were analyzed using the statistical package for social sciences. A binary and multivariate logistic regression model was used to identify the determinants of near-miss accidents. A statistical significance level was set at p < 0.05. Results: About 72.5% of truckers had experienced near-miss road traffic accidents. The majority of the near-miss accidents were caused by speeding, followed by driving on the wrong side of the road and skidding, 65 (22.6%), 39 (13.5%), and 38 (13.2%), respectively. Driving frequency per week, location of accidents, condition of the road, sleeping status, and weather conditions were significantly associated with near-miss accidents. Conclusion: The prevalence of near-miss accidents is high in the Gamo zone. Being a younger and less educated driver, high driving frequency per week, driving on major roads and junctions, foggy weather, and inadequate sleep all contribute to the occurrence of accidents. Road safety measures that could address these identified factors are required to mitigate potential RTAs.

Toward Safe and Confident Silver Drivers: Interview Study Investigating Older Adults' Driving Practices.

BACKGROUND: As the aging population in the United States continues to increase rapidly, preserving the mobility and independence of older adults becomes increasingly critical for enabling aging in place successfully. While personal vehicular transport remains a popular choice among this demographic due to its provision of independence and control over their lives, age-related changes may heighten the risk of common driving errors and diminish driving abilities. OBJECTIVE: This study aims to investigate the driving practices of older adults and their efforts to maintain safe and confident driving habits. Specifically, we sought to identify the factors that positively and negatively influence older adults' driving performance and confidence, as well as the existing efforts put into sustaining their driving abilities. METHODS: We recruited 20 adults aged ≥65 years who remained active drivers during the recruitment from the greater New York area. Then, we conducted semistructured interviews with them to examine their perceptions, needs, and challenges regarding safe and confident driving. RESULTS: Our findings uncovered a notable disparity between older adults' self-perceived driving skills and the challenges they face, particularly caused by age-related limitations and health conditions such as vision and memory declines and medication routines. Drawing on these findings, we proposed strategies to bridge this gap and empower older adults to drive safely and confidently, including fostering a realistic understanding of their capabilities, encouraging open dialogue regarding their driving, encouraging regular assessments, and increasing awareness of available resources. CONCLUSIONS: This study uncovered a noticeable disparity between the perceived driving competence of older adults and the actual challenges they confront while driving. This divergence underscores a significant need for better support beyond the existing aid available to preserve older adults' driving skills. We hope that our recommendations will offer valuable insights for practitioners and scholars committed to enhancing the overall well-being and quality of life for older adults as they age in their homes.

Route Planning for Intra-Hospital Patient Transportation Using Metaheuristics and Mixed Integer Linear Programming.

Healthcare processes are complex and involve uncertainties to influence the service quality and health of patients. Patient transportation takes place between the hospitals or between the departments within the hospital (i.e., Inter- or Intra-Hospital Transportation respectively). The focus of our paper is route planning for transporting patients within the hospital. The route planning task is complex due to multiple factors such as regulations, fairness considerations (i.e., balanced workload amongst transporters), and other dynamic factors (i.e., transport delays, wait times). Transporters perform the physical transportation of patients within the hospital. In principle, each job allocation respects the transition time between the subsequent jobs. The primary objective was to determine the feasible number of transporters, and then generate the route plan for all determined transporters by distributing all transport jobs (i.e., from retrospective data) within each shift. Secondary objectives are to minimize the sum of total travel time and sum of total idle time of all transporters and minimize the deviations in total travel time amongst transporters. Our method used multi-staged Local Search Metaheuristics to attain the primary objective. Metaheuristics incorporate Mixed Integer Linear Programming to allocate fairly the transport jobs by formulating optimization constraints with bounds for satisfying the secondary objectives. The obtained results using formulated optimization constraints represent better efficacy in multi-objective route planning of Intra-Hospital Transportation of patients.

"Losing access to outdoor spaces was the biggest challenge for children to be healthy": pandemic restrictions and community supports for children's movement in Nova Scotia.

Introduction: Health-focused communities can promote physical activity for children by providing them with safe and supportive environments to move. Across the COVID-19 pandemic many community spaces and services were closed due to public health restrictions. During the pandemic, Atlantic Canada uniquely implemented an agreement between four provinces to restrict travel and reduce the spread of the virus. The "Atlantic bubble" led to fewer cases of COVID-19 and restrictions to community spaces and services. With restrictions now removed, community spaces and services likely play a critical role in facilitating the recalibration of children's movement. Perspectives from families who experienced the "Atlantic bubble" may offer valuable insights to the use of these spaces during and after the removal of restrictions. Objective: This study explored the role of community spaces and services on their child's physical activity across the COVID-19 pandemic from the perspectives of Nova Scotia caregivers. Methods: We employed a qualitative description approach and conducted semi-structured interviews with 14 caregivers of children aged 5-11 years who lived in Nova Scotia, Canada. Interviews were transcribed verbatim and analyzed using reflexive thematic analysis. Results: Four themes were generated: (1) Public health restrictions limited community movement behaviors and social connections, (2) Spaces, locations, and environments influenced how families experienced physical activity during public health restrictions, (3) Virtual realities: screens supported a new sense of community for children throughout the pandemic, and (4) "Facilitated" and "forced adaptability": public health restrictions changed family dynamics, routines, and movement behaviors. Conclusion: Despite living in the "Atlantic bubble," Nova Scotian caregivers shared that COVID-19 related public health restrictions shifted their family's dynamics, routines, and ability to engage in physical activity within their communities. Community spaces and services can be leveraged to recalibrate children's movement as pandemic-related restrictions are reduced. In future public health crises, community spaces and services should remain in place to whatever extent possible to reduce the collateral consequences of public health restrictions on children's health.

Is public transport a promising strategy for increasing physical activity? Evidence from a study of objectively measured public transport use and physical activity.

BACKGROUND: Greater public transport use has been linked to higher physical activity levels. However, neither the amount of physical activity associated with each daily public transport trip performed, nor the potential total physical activity gain associated with an increase in trips/day, has been determined. Using objective measures, we aimed to quantify the association between public transport use, physical activity and sedentary time. METHODS: A longitudinal study of Australian adults living in Hobart, Tasmania, who were infrequent bus users (≥ 18 years; used bus ≤ 2 times/week). The number of bus trips performed each day was determined from objective smartcard data provided by the public transportation (bus) provider across a 36-week study timeframe. Accelerometer measured steps/day (primary outcome), moderate-to-vigorous physical activity (min/day), and sedentary time (min/day) were assessed across four separate one-week periods. RESULTS: Among 73 participants across 1483 day-level observations, on days that public transport was used, participants achieved significantly more steps (ß = 2147.48; 95%CI = 1465.94, 2829.03), moderate to vigorous physical activity (ß = 22.79; 95% CI = 14.33, 31.26), and sedentary time (ß = 37.00; 95% CI = 19.80, 54.21) compared to days where no public transport trips were made. The largest increase in steps per day associated with a one-trip increase was observed when the number of trips performed each day increased from zero to one (ß = 1761.63; 95%CI = 821.38, 2701.87). The increase in the number of steps per day was smaller and non-significant when the number of trips performed increased from one to two (ß = 596.93; 95%CI=-585.16, 1779.01), and two to three or more (ß = 632.39; 95%CI=-1331.45, 2596.24) trips per day. Significant increases in sedentary time were observed when the number of trips performed increased from zero to one (ß = 39.38; 95%CI = 14.38, 64.39) and one to two (ß = 48.76; 95%CI = 25.39, 72.12); but not when bus trips increased from two to three or more (ß=-27.81; 95%CI=-76.00, 20.37). CONCLUSIONS: Greater public transport use was associated with higher physical activity and sedentary behaviour. Bus use may yield cumulative increases in steps that amount to 15-30% of the daily recommended physical activity target. A policy and public health focus on intersectoral action to promote public transport may yield meaningful increases in physical activity and subsequent health benefits.

Comparison of four different file systems in terms of transportation in S-shaped canals and apically extruded debris.

PURPOSE: This study evaluated transportation and extruded debris during preparation using different instruments. METHODS: Sixty resin blocks with S-shaped canals and 60 extracted teeth were separated into four groups (n = 15), which were instrumented with Reciproc Blue, XP-endo Shaper, WaveOne Gold, and Twisted File Adaptive. For evaluating transportation, pre- and post-preparation images were obtained under a stereomicroscope and superimposed with digital software. The distance between the inner and outer canal walls was measured. For the evaluation of debris extrusion, the samples were placed in Eppendorf tubes and instrumented using one of the four rotary files. The initial weight was subtracted from the post-instrumentation weight to determine the amount of extruded debris. The Kruskal-Wallis and Dunn multiple tests were performed. RESULTS: For transportation, no significant difference was found between the XP-endo Shaper-Twisted File Adaptive systems and between Reciproc Blue-WaveOne Gold groups (P > 0.05). The XP-endo Shaper and Twisted File Adaptive techniques led to significantly less transportation compared to the other systems (P < 0.05). Regarding debris extrusion, the XP-endo Shaper system extruded significantly less debris than the other groups (P < 0.05). CONCLUSION: XP-endo Shaper extruded less debris compared to other groups, while XP-endo Shaper and Twisted File Adaptive caused less transportation than other files.

[Spatio-temporal Heterogeneity of Factors Influencing Transportation Carbon Emissions in Provinces Along the Belt and Road].

The administrative units of 17 provinces （autonomous regions and municipalities directly under the Central Government） along the "Belt and Road" were selected as basic spatial units to calculate the provincial traffic carbon emissions along the "Belt and Road" from 2000 to 2021. On the basis of analyzing the spatial and temporal characteristics of traffic carbon emissions by using the spatial autocorrelation method, the spatial and temporal heterogeneity of influencing factors of traffic carbon emissions was explored by combining a fixed-effect regression model and geographic detector. The results show that： ① The provincial traffic carbon emissions along the "Belt and Road" had significant spatial positive correlation, and the overall trend was upward. Additionally, the cluster evolution of high and low values of traffic carbon emissions presented the characteristics of polarization in space. The high value cluster area was mainly distributed in the open leading area, and the low value cluster area was mainly distributed in the core area of the silk road. ② Opening-up level and vehicle ownership were the positive driving factors of carbon emissions from transportation, whereas energy intensity, transportation structure, industry development scale, and government intervention were the negative driving factors. ③ Energy intensity and transportation structure were the main driving factors for the spatial variation of transportation carbon emissions, and most of them would produce nonlinear enhancement when they were spatially superimposed with other factors, that is, there was strong synergy among driving factors. The results showed that the provincial traffic carbon emissions along the "Belt and Road" were affected by the surrounding areas, the influence degree was increasing, and there was synergy between the key driving factors of traffic carbon emissions. Therefore, it is suggested that the provinces along the "Belt and Road" should fully consider the spatial and temporal heterogeneity of traffic carbon emission influencing factors and formulate differentiated traffic carbon emission reduction policies.

An analysis of the influence of preslaughter management factors on welfare and meat quality outcomes in fed beef cattle in the United States.

During the preslaughter phase, cattle are transported from their place of origin to a slaughter facility, experiencing transportation, lairage, environmental factors, and novel environments. Although research exists that has focused how the preslaughter phase impacts cattle welfare and meat quality, some significant preslaughter management factors and subsequent welfare and meat quality outcomes have not been thoroughly explored. The objective of this study was to assess the effects of preslaughter management factors on welfare and meat quality outcomes in fed beef cattle in the United States. Transportation factors, environmental characteristics, lairage factors, cattle characteristics, and several meat quality variables were collected from 5 federally inspected commercial processing facilities in the United States. After excluding slaughter lots that included <75% complete datasets, a total of 619 slaughter lots representing 84,508 head of cattle were used for further analysis. Predictor variables of interest included processing plant, cattle breed, sex class, operation shift at the plant, distance traveled to the plant, truck waiting time to unload at the plant, lairage duration and space allowance, temperature humidity index, and windspeed. Outcome variables of interest included cattle mobility, carcass bruising, dark cutting (DC), quality grades, and hot carcass weights. Logistic and linear regressions were used to analyze the associations between the predictor and outcome variables of interest. Increased distance traveled and truck waiting time were associated with higher odds of mobility impairment (P = 0.0009 and P = 0.007, respectively), with each 10 km increase in distance traveled having an odds ratio (OR) of 1.001 (95% confidence interval [CI]: 1.000 to 1.001) and each 1-min increase in waiting time having an OR of 1.003 (CI: 1.001 to 1.004). Conversely, a 10-km increase in distance traveled decreased the odds of carcass bruising (OR: 0.997, CI: 0.996 to 0.998; P < 0.0001). Longer lairage was associated with increased odds of DC (P = 0.0415), with each 60-min increase in duration having an OR of 1.034 (CI: 1.001 to 1.068). The results demonstrate the importance of truck arrival management (i.e., scheduling, prioritizing unloading) on mobility. Focusing on lairage management (i.e., density and time) may provide some opportunities to improve meat quality.

The effects of drone transportation on routine laboratory, immunohematology, flow cytometry and molecular analyses.

OBJECTIVES: Transportation of medical samples between laboratories or hospital sites is typically performed by motorized ground transport. Due to the increased traffic congestions in urban environments, drone transportation has become an attractive alternative for fast shipping of samples. In accordance with the CLSI guidelines and the ISO 15189 standard, the impact of this transportation type on sample integrity and performance of laboratory tests must be thoroughly validated. METHODS: Blood samples from 36 healthy volunteers and bacterial spiked urine samples were subjected to a 20-40 min drone flight before they were analyzed and compared with their counterparts that stayed on the ground. Effects on stability of 30 routine biochemical and hematological parameters, immunohematology tests and flow cytometry and molecular tests were evaluated. RESULTS: No clinically relevant effects on blood group typing, flow cytometry lymphocyte subset testing and on the stability of the multicopy opacity-associated proteins (Opa) genes in bacterial DNA nor on the number of Abelson murine leukemia viral oncogene homolog 1 (abl) housekeeping genes in human peripheral blood cells were seen. For three of the 30 biochemistry and hematology parameters a statistically significant difference was found: gamma-glutamyl transferase (gamma-GT), mean corpuscular hemoglobin (MCH) and thrombocyte count. A clinically relevant effect however was only seen for potassium and lactate dehydrogenase (LDH). CONCLUSIONS: Multi-rotor drone transportation can be used for medical sample transportation with no effect on the majority of the tested parameters, including flow cytometry and molecular analyses, with the exception of a limited clinical impact on potassium and LDH.