Effect of formulations over a Periodic Capacitated Vehicle Routing Problem with multiple depots, heterogeneous fleet, and hard time-windows.

This article presents a novel contribution to the Periodic Vehicle Routing Problem (PVRP) by introducing two new problem formulations which differ in the usage of the crucial flow variable. The formulations are tailored to meet the specific demands of the vending machine industry in Medellín, Colombia, and require considering a PVRP with time windows, a heterogeneous fleet, and multiple depots. This scenario, tailored to address real-world complexity and computational challenges, brings to light an exponential surge in integer variables as customer numbers increase. The research presents an analysis of PVRPs that include the four mentioned attributes, compares their similarities, and delves into their nuances. From the analysis it is derived that the variant of the PVRP presented has not been considered previously, taking into account not only these attributes, but also the restrictions involved. Empirical experiments are conducted to examine the intricate interplay between the two proposed formulations, highlighting their impact on the performance of the GUROBI solver. The study provides valuable insights into problem-specific adaptations and algorithmic approaches, emphasizing the significance of the proposed formulations in addressing multifaceted PVRPs. In essence, this research positions the introduction of these two formulations as a pioneering step, offering a new paradigm for approaching the PVRP.

Assessing the carbon footprint of soybean transportation in Brazil: a network equilibrium model approach.

Brazil has historically invested few resources in its transport infrastructure, leaving gaps and reducing its efficiency. The country presents a high dependence on road transport, which results in increased operational costs and higher greenhouse gas (GHG) emissions. Consequently, the performance of cargo transportation in Brazil has been deteriorating, accompanied by a rise in the consumption of fossil fuels and noteworthy levels of GHG emissions. This article assesses the carbon intensity of soybean transport operations within Brazil. Utilizing a network equilibrium model, this study estimated the soybean transportation flows that minimize the total cost of transporting this product across the origins and destinations within the grain handling system. The modeling also calculated the GHG emissions in transportation. The results show that the transportation of soybeans produced 2.74 million tonnes of CO2 equivalent annually, with road transport accounting for 81.7% of these emissions. The state of Mato Grosso, responsible for 44.08 kg CO2 equivalent per tonne of soybeans transported, contributed almost 49% of the total emissions due to the extensive distances involved. In contrast, states like Paraná and Rio Grande do Sul, located closer to southern ports, exhibited the lowest emissions, with rates of 11.55 kg CO2 eq/t and 12.52 kg CO2 eq/t, respectively. The analysis highlights the significant potential for reducing GHG emissions by increasing the use of rail and barge transport, particularly in high-emission regions such as Mato Grosso.

Energy transition in sustainable transport: concepts, policies, and methodologies.

The growth in population, economic expansion, and urban dynamism has collectively driven a surge in the use of public and private transport, resulting in increased energy consumption in this sector. Consequently, the transport sector requires an energy transition to meet mobility demands, foster economic growth, and achieve emission reduction. The main objective of this article is to systematically review the literature on energy transition in transportation, categorizing research, identifying barriers, and providing analysis to guide future steps, with a special focus on developing countries. The methodology used in this study follows a sequence for a systematic review based on an evidence-informed approach and specific guidelines for systematic reviews, exploring the concepts, methodologies, and policies within the context of the energy transition, considering transport modes and geographical scope. The findings indicate that electricity is the predominant energy source in this transition, although its prevalence varies by transport mode. Biofuels present an alternative, primarily contributing to emission reduction associated with fossil fuel use. Natural gas emerges as a cost-effective option for heavy transport, while hydrogen represents another alternative, with the challenge of developing recharging infrastructure. Determinants of this transition include recharging infrastructure, tax and nontax incentives, public policies, the generation of electric power from renewable sources, and the management of battery life cycles from mineral extraction to disposal.

Association of physical activity and sitting time with tobacco and alcohol use in 222,495 adolescents from 66 countries.

BACKGROUND: The prevalence of tobacco and alcohol use among adolescents is alarming, and these substances are among the leading risk factors for current and future health among adolescents. Physical activity has the potential to help prevent substance use among adolescents. The objective of this study was to evaluate the association between physical activity, modes of transportation to or from school, and sitting time with tobacco and alcohol use among 222,495 adolescents. METHODS: This cross-sectional study used data from national surveys conducted in 66 countries, obtained through the Global School-based Student Health Survey, and included adolescents aged 11 to 17 years. Information on physical activity, transportation to or from school, sitting time, and tobacco and alcohol use was collected through self-report questionnaires. Generalized linear models were employed to estimate the associations between these variables. RESULTS: The analysis, adjusted for sex, age, and region, revealed that being physically active was associated with lower odds of smoking (OR: 0.86, 95%CI: 0.83-0.89), alcohol use (OR: 0.74, 95%CI: 0.72-0.76), binge drinking (OR: 0.66, 95%CI: 0.62-0.69), and drunkenness (OR: 0.85, 95%CI: 0.83-0.88) compared to inactivity. Insufficiently active participants also had lower odds of tobacco use (OR: 0.83, 95%CI: 0.80-0.85), alcohol use (OR: 0.77, 95%CI: 0.75-0.79), binge drinking (OR: 0.91, 95%CI: 0.87-0.96), and drunkenness (OR: 0.88, 95%CI: 0.85-0.90) compared to inactive participants. Additionally, active transportation to or from school was associated with lower odds of tobacco use (OR: 0.97, 95%CI: 0.95-0.99), alcohol use (OR: 0.94, 95%CI: 0.92-0.96), and binge drinking (OR: 0.78, 95%CI: 0.75-0.81) compared to those using passive transportation. Participants with acceptable sitting time, however, were more likely to use tobacco (OR: 1.48, 95%CI: 1.45-1.52), use alcohol (OR: 1.68, 95%CI: 1.64-1.72), binge drink (OR: 1.68, 95%CI: 1.62-1.75), and experience drunkenness (OR: 1.66, 95%CI: 1.62-1.69) compared to those with excessive sitting time. CONCLUSION: Being physically active, even at insufficient levels, may have beneficial effects on tobacco and alcohol use in adolescents. Acceptable sedentary time, on the other hand, was positively associated with tobacco and alcohol use.

Analysis of the swine movement network in Mexico: A perspective for disease prevention and control.

Pig farming in Mexico is critical to the economy and food supply. Mexico has achieved advancements in swine health and established an electronic database that records swine movements (Sistema Nacional de Avisos de Movilización, SNAM). In this study, we characterized swine movement patterns in México between 2017 and 2019 to identify specific areas and periods that require concentrated efforts for effective epidemiological surveillance and disease control. We employed a Social Network Analysis (SNA) methodology to comprehensively describe and analyze the intricate patterns of pig movement. In addition, we sought to integrate swine population density into the analysis. We used metrics to characterize the network structure and identify the most critical nodes in the movement network. Cohesion metrics were used to identify commercial communities characterized by a high level of interconnectivity in swine movements between groups of nodes. Of a cumulative count of 662,255 pig shipments, 95.9% were attributed to slaughterhouse shipments. We observed that 54% of all Mexican municipalities were part of the network; however, the density of the movement network was less than 0.14%. We identified four Swine Production Centers in Mexico with high interconnectivity in the movement network. We detected moderate positive correlations (ρ ≥0.4 and <0.6, p < 0.001) between node metrics and swine population indicators, whereas the number of commercial swine facilities showed weak correlations with the node metrics. We identified six large, geographically clustered commercial communities that aligned with the Swine Production Centers. This study provides a comprehensive overview of swine movement patterns in Mexico and their close association with swine production centers, which play a dual role as producers and traders within the swine industry of Mexico. Our research offers valuable insights for policymakers in developing disease prevention and control strategies.

Human mobility patterns in Brazil to inform sampling sites for early pathogen detection and routes of spread: a network modelling and validation study.

BACKGROUND: Detecting and foreseeing pathogen dispersion is crucial in preventing widespread disease transmission. Human mobility is a fundamental issue in human transmission of infectious agents. Through a mobility data-driven approach, we aimed to identify municipalities in Brazil that could comprise an advanced sentinel network, allowing for early detection of circulating pathogens and their associated transmission routes. METHODS: In this modelling and validation study, we compiled a comprehensive dataset on intercity mobility spanning air, road, and waterway transport from the Brazilian Institute of Geography and Statistics (2016 data), National Transport Confederation (2022), and National Civil Aviation Agency (2017-23). We constructed a graph-based representation of Brazil's mobility network. The Ford-Fulkerson algorithm was used to rank the 5570 Brazilian cities according to their suitability as sentinel locations, allowing us to predict the most suitable locations for early detection and to track the most likely trajectory of a newly emerged pathogen. We also obtained SARS-CoV-2 genetic data from Brazilian municipalities during the early stage (Feb 25-April 30, 2020) of the virus's introduction and the gamma (P.1) variant emergence in Manaus (Jan 6-March 1, 2021), for the purposes of model validation. FINDINGS: We found that flights alone transported 79·9 million (95% CI 58·3-101·4 million) passengers annually within Brazil during 2017-22, with seasonal peaks occurring in late spring and summer, and road and river networks had a maximum capacity of 78·3 million passengers weekly in 2016. By analysing the 7 746 479 most probable paths originating from source nodes, we found that 3857 cities fully cover the mobility pattern of all 5570 cities in Brazil, 557 (10·0%) of which cover 6 313 380 (81·5%) of the mobility patterns in our study. By strategically incorporating mobility patterns into Brazil's existing influenza-like illness surveillance network (ie, by switching the location of 111 of 199 sentinel sites to different municipalities), our model predicted that mobility coverage would have a 33·6% improvement from 4 059 155 (52·4%) mobility patterns to 5 422 535 (70·0%) without expanding the number of sentinel sites. Our findings are validated with genomic data collected during the SARS-CoV-2 pandemic period. Our model accurately mapped 22 (51%) of 43 clade 1-affected cities and 28 (60%) of 47 clade 2-affected cities spread from São Paulo city, and 20 (49%) of 41 clade 1-affected cities and 28 (58%) of 48 clade 2-affected cities spread from Rio de Janeiro city, Feb 25-April 30, 2020. Additionally, 224 (73%) of the 307 suggested early-detection locations for pathogens emerging in Manaus corresponded with the first cities affected by the transmission of the gamma variant, Jan 6-16, 2021. INTERPRETATION: By providing essential clues for effective pathogen surveillance, our results have the potential to inform public health policy and improve future pandemic response efforts. Our results unlock the potential of designing country-wide clinical sample collection networks with mobility data-informed approaches, an innovative practice that can improve current surveillance systems. FUNDING: Rockefeller Foundation.

Global Physical Activity, Active Commuting to School, and Sedentary Behavior Among Latin American Adolescents: Global School-Based Student Health Survey and the National School Health Survey.

BACKGROUND: This study aimed to compare the overall prevalence, stratified by sex and age group of global physical activity (GPA), active commuting to school (ACS), and sedentary behavior (SB) among adolescents from ten Latin American countries, and to assess the correlation of Development Index with the indicators. METHODS: This research is grounded on data from the Global School-Based Student Health Survey (2009-2015) and the 2015 Brazilian National School Health Survey. The prevalence and 95% confidence intervals for GPA (≥5 d/wk), ACS (≥1 d/wk), and SB (>2 h/d) were calculated using the chi-square test to compare the sexes (male; female) and age group (≤13 y; 14 y; 15 y; ≥16 y). We also performed Pearson correlation analysis with the Human Development Index. RESULTS: The prevalence of indicators ranged from 16.1% to 28.2% for GPA, from 56.7% to 71.2% for ACS, and from 20.7% to 62.6% for SB. Boys generally had a higher prevalence of GPA and ACS, and girls had a higher prevalence of SB. The prevalence of the indicators by age group varied between countries, with significant differences observed in some, depending on each indicator. A positive correlation was observed between Human Development Index, GPA, and SB. CONCLUSION: Health promotion policies must include guidelines that encourage and promote a more active and less sedentary lifestyle among young people in Latin America, considering specific groups, the local socioeconomic context, and differences between countries.

A cross-cultural investigation of active transportation and community participation: Results from the WHO survey of Global Ageing and Adult Health.

Little is known about how the associations between active transportation and community participation may vary across national contexts. Using representative datasets from China, Ghana, India, Mexico, Russia, and South Africa collected in the Study on Global Ageing and Adult Health (N = 33,535), we estimated multi-group confirmatory factor analyses, tests of measurement invariance, and predictive models. Standardized coefficients were equivalent across countries and showed a modest positive association between active transportation and community participation (the variance explained by active transportation ranged from 1.3% to 7.5% across countries). These results suggest that supporting active transportation can help mitigate negative environmental and health changes associated with increased vehicular travel and support social capital via community participation.

Uncovering physical activity trade-offs in transportation policy: A spatial agent-based model of Bogotá, Colombia.

BACKGROUND: Transportation policies can impact health outcomes while simultaneously promoting social equity and environmental sustainability. We developed an agent-based model (ABM) to simulate the impacts of fare subsidies and congestion taxes on commuter decision-making and travel patterns. We report effects on mode share, travel time and transport-related physical activity (PA), including the variability of effects by socioeconomic strata (SES), and the trade-offs that may need to be considered in the implementation of these policies in a context with high levels of necessity-based physical activity. METHODS: The ABM design was informed by local stakeholder engagement. The demographic and spatial characteristics of the in-silico city, and its residents, were informed by local surveys and empirical studies. We used ridership and travel time data from the 2019 Bogotá Household Travel Survey to calibrate and validate the model by SES. We then explored the impacts of fare subsidy and congestion tax policy scenarios. RESULTS: Our model reproduced commuting patterns observed in Bogotá, including substantial necessity-based walking for transportation. At the city-level, congestion taxes fractionally reduced car use, including among mid-to-high SES groups but not among low SES commuters. Neither travel times nor physical activity levels were impacted at the city level or by SES. Comparatively, fare subsidies promoted city-level public transportation (PT) ridership, particularly under a 'free-fare' scenario, largely through reductions in walking trips. 'Free fare' policies also led to a large reduction in very long walking times and an overall reduction in the commuting-based attainment of physical activity guidelines. Differential effects were observed by SES, with free fares promoting PT ridership primarily among low-and-middle SES groups. These shifts to PT reduced median walking times among all SES groups, particularly low-SES groups. Moreover, the proportion of low-to-mid SES commuters meeting weekly physical activity recommendations decreased under the 'freefare' policy, with no change observed among high-SES groups. CONCLUSIONS: Transport policies can differentially impact SES-level disparities in necessity-based walking and travel times. Understanding these impacts is critical in shaping transportation policies that balance the dual aims of reducing SES-level disparities in travel time (and time poverty) and the promotion of choice-based physical activity.

Associations of occupational physical activity and active transport with depressive symptoms in a middle-income country.

OBJECTIVE: This study investigated the associations of occupational physical activity and active transport with depressive symptoms, stratified by income range, among Brazilian working adults. STUDY DESIGN: This cross-sectional study drew on data from the 2019 Brazilian National Health Survey. METHODS: 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. RESULTS: 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). CONCLUSION: 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.

Ocimum gratissimum essential oil in the transport water of Brycon hilarii: implications at water quality, blood parameters and residues in tissue and plasma.

Transporting live fish is a common practice in fish farming, and is certainly one of the main problems that affect fish homeostasis. In this scenario, the use of natural additives has shown promise in improving fish resistance to adverse situations. This study aimed to assess the impact of Ocimum gratissimum L. essential oil (OGEO) on water quality, hematological parameters, and residue levels in the plasma, fillet, and liver of juvenile piraputanga (Brycon hilarii) during a two-hour transportation period. The fish were divided into plastic bags (4 L) and exposed to three different OGEO concentrations (10, 20, and 30 mg L-1), while a control group received no OGEO (three repetitions each). After the two-hour transportation, blood samples were collected, as well as portions of the fillet and liver for quantifying essential oil compounds, which were also measured in the plasma. Oxygen levels remained high throughout the transportation period, in all groups, while the pH decreased. Hemoglobin, MCHC, and MCH increased in fish exposed to OGEO concentrations of 20 and 30 mg L-1, compared to the control group. However, lymphocyte counts and the concentrations of essential oil compounds in plasma, fillet, and liver increased with higher OGEO concentrations. The use of 10 mg L-1 OGEO in the two-hour transport water is promising to ensure the survival and well-being of Brycon hilarii juveniles (weighing 16 g), showing to be safe and effective. The residual concentration of eugenol the major compound of OGEO in the fillet remains below the maximum limit of the recommended daily intake.

Safety performance of dedicated and preferential bus lanes using multivariate negative binomial models for Bogotá, Colombia.

Public transport priority systems such as Bus Rapid Transit (BRT) and Buses with High Level of Service (BHLS) are top-rated solutions to mobility in low-income and middle-income cities. There is scientific agreement that the safety performance level of these systems depends on their functional, operational, and infrastructure characteristics. However, there needs to be more evidence on how the different characteristics of bus corridors might influence safety. This paper aims to shed some light on this area by structuring a multivariate negative binomial model comparing crash risk on arterial roads, BRT, and BHLS corridors in Bogotá, Colombia. The analyzed infrastructure includes 712.1 km of arterial roads with standard bus service, 194.1 km of BRT network, and 135.6 km of BHLS network. The study considered crashes from 2015 to 2018 -fatalities, injuries, and property damage only- and 30 operational and infrastructure variables grouped into six classes -exposure, road design, infrastructure, public means of transport, and land use. A multicriteria process was applied for model selection, including the structure and predictive power based on [i] Akaike information criteria, [ii] K-fold cross-validation, and [iii] model parsimony. Relevant findings suggest that in terms of observed and expected accident rates and their relationship with the magnitude of exposure -logarithm of average annual traffic volumes at the peak hour (LOG_AAPHT) and the percentage of motorcycles, cars, buses, and trucks- the greatest risk of fatalities, injuries, and property damage occurs in the BHLS network. BRT network provides lower crash rates in less severe collisions while increasing injuries and fatalities. When comparing the BHLS network and the standard design of arterial roads, BHLS infrastructure, despite increasing mobility benefits, provides the lowest safety performance among the three analyzed networks. Individual factors of the study could also contribute to designing safer roads related to signalized intersection density and curvature. These findings support the unique characteristics and traffic dynamics present in the context of Bogotá that could inform and guide decisions of corresponding authorities in other highly dense urban areas from developing countries.

Feasibility of a Capacity Building Organizational Intervention for Worker Safety and Well-being in the Transportation Industry: Pivoting to Address the COVID-19 Pandemic and Social and Political Unrest in Chile.

OBJECTIVE: This study developed, implemented, and evaluated the feasibility of executing an organizational capacity building intervention to improve bus driver safety and well-being in a Chilean transportation company. Method: Through an implementation science lens and using a pre-experimental mixed methods study design, we assessed the feasibility of implementing a participatory organizational intervention designed to build organizational capacity. Result: We identified contextual factors that influenced the intervention mechanisms and intervention implementation and describe how the company adapted the approach for unexpected external factors during the COVID-19 pandemic and social and political unrest experienced in Chile. Conclusions: The intervention enabled the organization to create an agile organizational infrastructure that provided the organization's leadership with new ways to be nimbler and more responsive to workers' safety and well-being needs and was robust in responding to strong external forces that were undermining worker safety and well-being.

Efficacy of essential oil from ginger (Zingiber officinale) for anesthesia and transport sedation of pacu (Piaractus mesopotamicus).

This study evaluated the anesthetic and sedative effects of the essential oil of Zingiber officinale (EOZO) on juvenile pacu (Piaractus mesopotamicus). Experiment 1 evaluated concentrations of 0, 50, 100, 200 and 400 mg L-1 EOZO for times of induction and recovery from anesthesia. Furthermore, hematological responses and residual components of EOZO in plasma were determined immediately after anesthesia. Experiment 2 evaluated the effect of 0, 10, 20 and 30 mg L-1 EOZO on water quality, blood variables and residual components of EOZO in plasma and tissues (muscle and liver) immediately after 2 h of transport. Survival was 100%. The three main compounds of EOZO [zingiberene (32.27%), ß-sesquiphellandrene (18.42%) and ß-bisabolene (13.93%)] were observed in animal plasma and tissues (muscle and liver) after anesthesia and transport, demonstrating a direct linear effect among the evaluated concentrations. The concentration of 200 mg L-1 EOZO promoted surgical anesthesia of pacu and prevented an increase in monocyte and neutrophil levels, yet did not alter other hematological parameters. The use of 30 mg L-1 EOZO has a sedative effect on juvenile pacu, thereby reducing oxygen consumption during transport. Furthermore, the use of 30 mg L-1 EOZO in transport water prevented an increase in hemoglobin and hematocrit, with minimal influences on other blood variables.

Destinos e distâncias da caminhada recreativa e utilitária: estudo empírico na cidade de Londrina-Paraná / Destinations and distances of recreational and utilitarian walking: empirical study in the city of Londrina-Paraná

Pesquisas indicam correlatos ambientais distintos para caminhada utilitária e recreativa. Este estudo teve como objetivo identificar locais, destinos e distância percorrida em caminhadas recreativas e uti-litárias, e comparar espacialmente a percepção sobre os locais caminhados. Para isso, foi realizado um estudo observacional transversal, conduzido em Londrina, Brasil. Os dados foram coletados através de questionário aplicado na plataforma Survey123, que contemplou pessoas maiores de 18 anos que reportassem ao menos uma rota de caminhada realizada no município de Londrina. A análise dos deslocamentos reportados foi feita pela estimativa de densidade de Kernele as distâncias de cami-nhada foram analisadas através do coeficiente de correlação ponto-bisserial ­ rpb. A espacialização dos dados perceptivos, obtidos através do questionário Neighborhood Environment Walkability Scale­ NEWS, foi realizada pela identificação de agrupamentos significativos através do indicador Gi*. A amostra totalizou 182 participantes e 305 deslocamentos a pé, dos quais, 61 classificados como ca-minhada recreativa e 244 como utilitária. Os locais de maior densidade de deslocamentos recreativos possuem ampla infraestrutura para pedestres, enquanto os de concentração de deslocamentos utili-tários são caracterizados pela diversidade de uso do solo. A caminhada recreativa registrou distância média de 3.955,3 ± 2.503,5m sendo que, para a caminhada utilitária, a média foi 1.247,0 ± 1.034,0m. A correlação ponto-bisserial obteve rpb = 0,611 e p<0,001, moderada a forte, indicando correlação po-sitiva entre a realização de viagens recreativas e uma maior distância média de caminhada. A pesquisa contribui para a investigação do comportamento de caminhada pela associação de variáveis objetivas e subjetivas e pela captura dos trajetos de deslocamento a pé.

Studies indicate distinct environmental correlates for utilitarian and recreational walking. This study aimed to identify the locations, destinations and the distance traveled in recreational and utilitarian walks, and to compare spatially the perception about the walked places. To achieve this, a cross-sectional observational study was conducted in Londrina, Brazil. Data was collected through a questionnaire applied on the Survey123 platform, including people aged 18 or over that reported at least one walking route performed in Londrina. The route analysis was made by Kernel density estimation and walking distances were analyzed through the point-bisserial correlation coefficient - rpb. The spatialization of perception data, obtained through the Neighborhood Environment Walkability Scale - NEWS form, was performed by identifying significant clus-ters through the Gi* indicator. The sample totaled 182 participants who reported 305 walk routes, of which 61 were classified as recreational walking and 244 as utilitarian. The places of higher recreational walking density have ample infrastructure for pedestrians, and the places with utilitarian walking concentration are characterized by the diversity of land use. Recreational walking recorded mean distance of 3.955.3 ± 2.503.5m, and for utilitarian walking, the average was 1.247.0 ± 1.034.0m. The point-bisserial correlation obtained rpb = 0.611 and p<0.001, moderate to strong, indicating a positive correlation between recreational trips and a greater average walking distance. This research contributes to the investigation of walking behav-ior through the association of objective and subjective variables and through the capture of walking routes.

Ciclismo recreacional e mobilidade urbana: análise das motivações dos ciclistas de Blumenau/SC / Urban mobility: an analysis of the motivations of cyclists in Blumenau/SC

A motivação é um fenômeno complexo que impulsiona as ações humanas. O diagnóstico de tais interesses oferece elementos de reflexão para a promoção de atividades e a implementação de políticas públicas. Neste contexto, o presente trabalho tem o objetivo de analisar as motivações dos praticantes de ciclismo recreacional de Blumenau/SC, município com uma população de 363 mil habitantes e uma malha cicloviária de 137 quilômetros. A coleta dos dados empíricos da pesquisa ocorreu por meio da aplicação de um questionário. Ao final, obteve-se uma amostra de 304 respondentes. Os resultados do estudo indicam a motivação para as atividades físicas ocupa papel central na relação com outros fatores de interesse, contribuindo para a superação de aspectos eventualmente desencorajadores. Em contrapartida, praticantes que têm outras motivações, como a interação social e o desenvolvimento pessoal, dependem mais de estímulos encorajadores, o que sugere que em tais casos existe a necessidade de maior incentivo para a prática do ciclismo recreacional. As conclusões deste estudo são relevantes para planejadores urbanos e gestores de comunicação. Ao mensurar a pertinência de causas motivadoras e desmotivadoras do ciclismo, os resultados da pesquisa indicam a importância de investir em infraestrutura adequada como a expansão da rede cicloviária e a criação de campanhas de divulgação, a fim de promover a bicicleta como meio de transporte e/ou recreação.

Motivation is a complex phenomenon that drives human actions. Diagnosing these interests provides elements for reflection in promoting activities and implementing public policies. In this context, the present study aims to analyze the motivations of recreational cyclists in Blumenau, SC (Brazil), a city with a population of 363,000 inhabitants and a cycling network of 137 kilometers. Empirical data for the research were collected through a questionnaire. Ultimately, a sample of 304 respondents was obtained. The study's results indicate that motivation for physical activities plays a central role in the relationship with other factors of interest, contributing to overcoming potentially discouraging aspects. Conversely, individuals motivated by other factors, such as social interaction and personal development, rely more on encouraging stimuli, suggesting that in such cases there's a need for greater incentives for recreational cycling. The conclusions of this study are relevant for urban planners and communication managers. By assessing the relevance of motivating and demotivating factors in cycling, the research results underscore the importance of investing in appropriate infrastructure, such as expanding the cycling network and launching promotional campaigns, to promote cycling as a means of transportation and/or recreation.

A bicicleta como elemento da paisagem cultural de Fortaleza: experiências e imaginários sobre a cidade / The bicycle as element of the cultural of Fortaleza: experiences and imaginaries landscape about the city

A presença das bicicletas em Fortaleza, uma capital brasileira que tem ampliado a oferta de rotas cicláveis, ciclovias e ciclofaixas, é notada em diversas regiões da cidade e pode ser percebida como elemento fundamental na paisagem e tem forte influência nas alterações do tecido urbano de Fortaleza, desde a intensa manifestação cidadã em sua defesa como meio de transporte ou através da arte urbana. O estudo baseia-se em pesquisa exploratória, bibliográfica e documental, com observação participante e realização de grupo focal; traz reflexões sobre a bicicleta como bem simbólico, como elemento comunicativo, indutor do direito à cidade e instrumento de desenvolvimento urbano sustentável. Dialogando com Armando Silva (2014), Jane Jacobs (2011), Michel Maffesoli (2014), Fernanda Sánchez (2010), Jean-Mar Besse (2014), arguimos a importância do artefato bicicleta como elemento dinâmico na composição da paisagem cultural de Fortaleza.

The presence of bicycles in Fortaleza, a Brazilian capital that has expanded the offer of cycling routes, cycle paths and cycle lanes, is noted in several regions of the city and can be perceived as a fundamental element in the landscape and has a strong influence on changes to the urban fabric of Fortaleza, from the intense citizen demonstration in defense of it as a means of transport or through urban art. The study is based on exploratory, bibliographic and documentary research, with participant observation and focus groups; brings reflections on the bicycle as a symbolic asset, as a communicative element, an inducer of the right to the city and an instrument of sustainable urban development. Dialoguing with Armando Silva (2014), Jane Jacobs (2011), Michel Maffesoli (2014), Fernanda Sánchez (2010), Jean-Mar Besse (2014), we argue the importance of the bicycle artifact as a dynamic element in the composition of the cultural landscape of Fortaleza.

Factors intrinsic to handling and transport in pre-slaughter behavioural changes in beef cattle.

The aim of this study was to evaluate handling and transport variables as potential causes of disturbed behaviour in response to seeing a person on an overhead observation platform during pre-slaughter in batches of females and castrated males composed of pure or crossed Bos Taurus animals (Aberdeen Angus, Red Angus, Hereford and Charolais) with a maximum of 37.5% Bos indicus, and maturity at slaughter varying from zero to eight teeth, coming from pasture and confined systems. For the batches of castrated males, the independent variables included the distance covered on the trip, and the handling and facilities on the farms. For the female batches, the variables were travel time and waiting time prior to unloading. For both sexes, the presence of horns in the batches and the load density were included in the regression equations. Disturbed behaviour, the result of factors related to animal handling and transportation, is detrimental to satisfactory results in production systems. It is up to the managers in the production chain to seek alternatives in order to minimise inappropriate behaviour, which is one determinant of loss. Handling and transport are determining factors in the behaviour of beef cattle during the pre-slaughter period.

Food environment of bus terminals in the Rio de Janeiro metropolitan region / Ambiente alimentar de terminais rodoviários da região metropolitana do Rio de Janeiro

ABSTRACT PURPOSE To describe and analyze the healthiness of formal and informal food establishments in bus terminals of the metropolitan region of the state of Rio de Janeiro. METHOD An audit was conducted in 156 formal and 127 informal food establishments located in 14 bus terminals of the five most populous cities of the metropolitan region of Rio de Janeiro. Proportions of types of establishments and means (95%CI) of food availability indicators in formal and informal settings were calculated. For the formal setting, prices, proportions of accepted payment methods, days and hours of operation, and food categories with displayed advertising were described. RESULTS The healthiness of food establishments in bus terminals was low (less than 36%). On average, ultra-processed food subgroups were 250% more available for purchase than fresh or minimally processed food. Purchasing food at these places was convenient because several forms of payment were available, and the opening hours of the establishments followed the peaks of movement. In addition, 73.3% of the advertising referred to ultra-processed drinks, and the cost-benefit of buying ultra-processed food was better than fresh or minimally processed food. CONCLUSION The food environment of bus terminals in the metropolitan region of Rio de Janeiro promotes unhealthy eating. Regulatory public policies should focus on initiatives to limit the wide availability and advertising of ultra-processed food in spaces of great circulation of people.

RESUMO OBJETIVO Descrever e analisar a saudabilidade dos estabelecimentos com venda formal e informal de alimentos em terminais rodoviários da região metropolitana do Rio de Janeiro. MÉTODOS Realizou-se auditoria em 156 estabelecimentos formais e 127 pontos informais de venda de alimentos localizados em 14 terminais rodoviários das cinco cidades mais populosas da região metropolitana do Rio de Janeiro. Foram calculadas proporções de tipos de estabelecimentos e médias (IC95%) de indicadores de disponibilidade de alimentos nos ambientes formal e informal. Para o ambiente formal, foram descritos preços, proporções das formas de pagamento aceitas, dias e horários de funcionamento e categorias de alimentos com propaganda exposta. RESULTADOS A saudabilidade dos pontos de venda de alimentos nos terminais rodoviários era baixa (inferior a 36%). Em média, estavam disponíveis para compra 250% mais subgrupos de alimentos ultraprocessados do que in natura ou minimamente processados. Adquirir comida nesses locais era conveniente porque diversas formas de pagamento estavam disponíveis e os horários de funcionamento dos estabelecimentos acompanhavam os picos de movimentação. Além disso, 73,3% das propagandas se referiam a bebidas ultraprocessadas e o custo-benefício da compra de alimentos ultraprocessados era melhor que o de alimentos in natura ou minimamente processados. CONCLUSÃO O ambiente alimentar dos terminais rodoviários da região metropolitana do Rio de Janeiro promove uma alimentação não saudável. Políticas públicas de regulação devem se concentrar em iniciativas que limitem a ampla disponibilidade e publicidade de alimentos ultraprocessados nesses espaços de grande circulação de pessoas.