Transportation to work by sexual orientation.

We analyze differences in mode of transportation to work by sexual orientation, using the American Community Survey 2008-2019. Working individuals in same-sex couples are significantly less likely to drive to work than working men and women in different-sex couples. This gap is particularly stark among men: on average, almost 12 percentage point (or 13%) lower likelihood of driving to work for men in same-sex couples. Working individuals in same-sex couples are also more likely to use public transport, walk, or bike to work. Men and women are 7 and 3 percentage points more likely, respectively, to take public transportation to work than those in different-sex couples. Working men are also more likely to work from home-while working women are less likely-than those in different-sex couples. These differences persist after controlling for demographic characteristics, partner's characteristics, location, fertility, marital status, occupation or industry, and family income. Additional evidence from the General Social Survey 2008-2018 suggests that these disparities by sexual orientation may be due to lesbian, gay, and bisexual individuals valuing the environment more than straight individuals.

Health benefits of decreases in on-road transportation emissions in the United States from 2008 to 2017.

Decades of air pollution regulation have yielded enormous benefits in the United States, but vehicle emissions remain a climate and public health issue. Studies have quantified the vehicle-related fine particulate matter (PM2.5)-attributable mortality but lack the combination of proper counterfactual scenarios, latest epidemiological evidence, and detailed spatial resolution; all needed to assess the benefits of recent emission reductions. We use this combination to assess PM2.5-attributable health benefits and also assess the climate benefits of on-road emission reductions between 2008 and 2017. We estimate total benefits of $270 (190 to 480) billion in 2017. Vehicle-related PM2.5-attributable deaths decreased from 27,700 in 2008 to 19,800 in 2017; however, had per-mile emission factors remained at 2008 levels, 48,200 deaths would have occurred in 2017. The 74% increase from 27,700 to 48,200 PM2.5-attributable deaths with the same emission factors is due to lower baseline PM2.5 concentrations (+26%), more vehicle miles and fleet composition changes (+22%), higher baseline mortality (+13%), and interactions among these (+12%). Climate benefits were small (3 to 19% of the total). The percent reductions in emissions and PM2.5-attributable deaths were similar despite an opportunity to achieve disproportionately large health benefits by reducing high-impact emissions of passenger light-duty vehicles in urban areas. Increasingly large vehicles and an aging population, increasing mortality, suggest large health benefits in urban areas require more stringent policies. Local policies can be effective because high-impact primary PM2.5 and NH3 emissions disperse little outside metropolitan areas. Complementary national-level policies for NOx are merited because of its substantial impacts-with little spatial variability-and dispersion across states and metropolitan areas.

How does financial burden influence the crash rate among taxi drivers? A self-reported questionnaire study in China.

Objective: Taxis play an important role in the transportation system of China, but they have a relatively high accident rate. The current study discusses the driver's financial burden in the Chinese context and explores its correlation with working conditions, risky driving behavior, and other characteristics of taxi drivers who are involved in accidents.Method: A total of 2,391 taxi drivers from 29 companies in four Chinese cities were interviewed and then asked to complete a questionnaire concerning their socio-demographic characteristics, working conditions, risky driving behavior, and accident frequency during the previous two years. Given the increase in the management fee (measured in CNY) charged by taxi companies, the drivers were divided into three groups: the "less than 150" group, the" 150 to 180" group and the "over 180" group, where were named Group 1, Group 2 and Group 3, respectively. Finally, the zero-inflated Poisson model was used to investigate the factors that contributed to the accident rate for each group.Result: The significant factors that lead to accidents differed significantly for drivers with different levels of financial burden. First, most of the factors were weakly correlated with the crash rate among Group 1 drivers. Second, many factors related to working conditions and risky driving behavior were significant for drivers in Groups 2 and 3, while working hours and off-duty days were significant only for drivers in Group 3. Third, working hours were negatively correlated with accident rates for drivers in Group 3, and the drivers who suffered from the heaviest financial burden were most affected by fatigue and sleep problems.Conclusion: Financial burden is the root cause behind the propensity of taxi drivers to be involved in accidents. Taxi companies should find ways to reduce drivers' expenses, and new technologies, such as taxi-calling or location and navigation based on mobile applications, should be introduced into the traditional taxi industry.

Characteristics of ride share services for older adults in the United States.

INTRODUCTION: Safe and accessible transportation options are important for older adults' health, safety, mobility, and independence. Ride share services may promote older adult health and well-being. This is the first study that describes ride share services available to older adults (65+ years) in the United States, including factors that may affect use of services. METHODS: We analyzed secondary data from two research and administrative databases provided by ITNAmerica, a national non-profit transportation service for older adults: ITNRides, which tracks information on older adults who used ITN in 29 locations across the United States from 1996 to 2019, and Rides in Sight, the largest national data source on ride share services for older adults. We conducted a literature review, and telephone interviews with nine key informants representing ride share services, referral services, and other organizations. We offer a conceptual framework describing factors that may affect older adults' use of ride share services. RESULTS: This study identified 917 non-profit ride share services and eleven for-profit ride share services available for older adults in the United States as of August 2018. Services varied by corporate structure, location, use of technology, and business model. The majority of non-profit services served primarily older adults, while the for-profit services served primarily younger adults. Riders from one multi-site non-profit service had a median age of 82. Use of ride share services is affected by individual needs and preferences; social conditions; and business and policy factors. CONCLUSION: Ride share services may offer a promising alternative to driving for older adults and may help to address negative health consequences associated with driving cessation. Practical applications: These findings may help policy makers, practitioners, and other stakeholders understand older adults' needs related to use of ride share services in order to offer solutions that prioritize public health and safety.

Nota informativa nº 01/2020-GST/DVAST/SVS/SES: nota técnica recomendações aos caminhoneiros ­ prevenção ao Covid-19 / Informative note nº 01/2020-GST / DVAST / SVS / SES: technical note recommendations to truck drivers - prevention to Covid-19

Recomendações para assegurar a proteção dos caminhoneiros em período de pandemia no enfrentamento a Covid-19.

Recommendations to ensure the protection of truck drivers in a pandemic period when facing Covid-19.

Recomendaciones para garantizar la protección de los camioneros en un período pandémico frente al Covid-19.

A Transport Policy Whose Injury Impacts May Go Unnoticed: More Walking, Cycling and Use of Public Transport.

It is an objective of transport policy in many countries and cities to promote walking, cycling and the use of public transport. This policy seeks to improve public health and reduce emissions contributing to global warming. It is, however, very likely that more walking, cycling and use of public transport will be associated with an increase in traffic injury. Moreover, it is likely that most of this increase will go unnoticed and not be recorded in official road accident statistics. Official statistics on traffic injury are known to be very incomplete as far as injuries to pedestrians, cyclists and public transport passengers are concerned. This incompleteness is a problem when assessing health impacts of more walking, cycling and travel by public transport. In this paper, studies made in the city of Oslo, Norway (population 700,000) are used to develop numerical examples showing how the estimated real and recorded number of injuries may change when 10% of person km of travel performed by car are transferred to walking, cycling or public transport. It is shown that not more than about 2% of the estimated change in the actual number of injured road users will be recorded by official statistics on traffic injury.

Methods for Real-Time Prediction of the Mode of Travel Using Smartphone-Based GPS and Accelerometer Data.

We propose and compare combinations of several methods for classifying transportation activity data from smartphone GPS and accelerometer sensors. We have two main objectives. First, we aim to classify our data as accurately as possible. Second, we aim to reduce the dimensionality of the data as much as possible in order to reduce the computational burden of the classification. We combine dimension reduction and classification algorithms and compare them with a metric that balances accuracy and dimensionality. In doing so, we develop a classification algorithm that accurately classifies five different modes of transportation (i.e., walking, biking, car, bus and rail) while being computationally simple enough to run on a typical smartphone. Further, we use data that required no behavioral changes from the smartphone users to collect. Our best classification model uses the random forest algorithm to achieve 96.8% accuracy.

Longitudinal and cross-sectional associations of physical activity with triglyceride and HDLc levels in young male adults.

BACKGROUND: The purpose of this study was to evaluate cross-sectional and longitudinal associations between physical activity and triglyceride and HDLc levels in young male adults. METHODS: We used information about males belonging 1982 Pelotas Birth Cohort. Physical activity in 4 domains (leisure time, transportation, household, and occupation) was assessed by self-report in participants of the cohort at ages of 18 and 23 years. Subjects were active if reached the recommendation of 150 min/week of moderate to vigorous physical activity. At 23 years of age, blood sample was collected, and triglycerides and HDLc levels estimated. Multivariate linear and Poisson regression were used to adjust the estimates for confounders. RESULTS: Males who were inactive at 18 and active at 23 years had 41% lower risk (ß = 0.59; 95% confidence interval: 0.40; 0.89) for borderline-high triglycerides (≥ 150 mg/dL) as compared with those who were inactive at both follow-ups. No association was found between changes of physical activity and HDLc level. In cross-sectional analyses, greater HDLc levels were found in active subjects in 4 domains, whereas there was no difference in HDL levels according physical activity during leisure time. CONCLUSION: Becoming active from adolescence to early adulthood reduced the risk for high triglycerides. Current physical activity was associated with greater HDLc levels.

Paving the way for invasive species: road type and the spread of common ragweed (Ambrosia artemisiifolia).

Roads function as prime habitats and corridors for invasive plant species. Yet despite the diversity of road types, there is little research on the influence of these types on the spread of invaders. Common ragweed (Ambrosia artemisiifolia), a plant producing large amounts of allergenic pollen, was selected as a species model for examining the impact of road type on the spread of invasive plants. We examined this relationship in an agricultural region of Quebec, Canada. We mapped plant distribution along different road types, and constructed a model of species presence. Common ragweed was found in almost all sampling sites located along regional (97%) and local paved (81%) roads. However, verges of unpaved local roads were rarely (13%) colonized by the plant. A model (53% of variance explained), constructed with only four variables (paved regional roads, paved local roads, recently mown road verges, forest cover), correctly predicted (success rate: 89%) the spatial distribution of common ragweed. Results support the hypothesis that attributes associated with paved roads strongly favour the spread of an opportunistic invasive plant species. Specifically, larger verges and greater disturbance associated with higher traffic volume create propitious conditions for common ragweed. To date, emphasis has been placed on controlling the plant in agricultural fields, even though roadsides are probably a much larger seed source. Strategies for controlling the weed along roads have only focused on major highways, even though the considerable populations along local roads also contribute to the production of pollen. Management prioritizations developed to control common ragweed are thus questionable.

Motion sickness with combined lateral and roll oscillation: effect of percentage compensation.

BACKGROUND: Both lateral acceleration and roll through the force of gravity produce lateral forces. On a tilting-train the tilt offsets lateral acceleration so as to improve the physical comfort of passengers, but motion sickness is believed to increase as the lateral force is reduced by increased roll (i.e., as the percentage roll compensation is increased). OBJECTIVES: We investigated how motion sickness caused by combined lateral acceleration and roll displacement depended on the percentage compensation. METHOD: There were 8 groups of 20 subjects who were exposed for up to 30 min to various conditions of combined lateral and roll oscillation: 3 groups of 20 subjects experienced 0.2 Hz oscillation with 1 of 3 compensations (0, 50, or 100%) and 5 groups of 20 subjects experienced 0.1 Hz oscillation with 1 of 5 compensations (0, 25, 50, 75, or 100%). With both frequencies of sinusoidal oscillation, the peak Earth-lateral acceleration was 1.26 m x s(-2). Subjects provided ratings of their motion sickness symptoms at 1-min intervals. RESULTS: The percentage compensation had significant effects on motion sickness. With 0.2 Hz oscillation, 50% roll-compensation of lateral oscillation produced less motion sickness than uncompensated lateral oscillation, and less motion sickness than 100% roll-compensated lateral oscillation. With 0.1 Hz oscillation, 25% roll-compensation of lateral oscillation produced significantly less motion sickness than either 75% or 100% roll-compensated lateral oscillation. CONCLUSIONS: Motion sickness caused by combined lateral and roll oscillation is dependent on the percentage compensation and cannot be predicted by models based on only lateral oscillation or only roll oscillation.

Plant invasions along roads: a case study from central highlands, India.

Road sides provide suitable conditions for the establishment and growth of non-native species. The phenomenon of non-native species spread through roads has further increased due to rapid anthropogenic developments. Here we intend to investigate the status of native and non-native species and how the species richness and diversity change in a perpendicular road transect across the three different road use types in the central highlands of India. Presence of 55 non-native species was recorded, of the total 71 species along the road sides. Non-native species richness significantly increased with increasing road use type. Although, the species diversity significantly decreased from road verges to the forest interior in all the road use types. Indicating the role of non-native propagule spread through the roads into the interior forest landscapes. The study gives a management implication, to restrict the non-native species spread from the road sides to the forest interior, irrespective of road use types.

Preslaughter handling effects on pork quality and glycolytic potential in two muscles differing in fiber type composition.

The objective of the present experiment was to investigate the effects of transportation, lairage, and preslaughter stressor treatment on glycolytic potential and pork quality of the glycolytic longissimus and the oxidative supraspinatus (SSP) or serratus ventralis (SV) muscles. In a 2 x 2 x 2 factorial design, 384 pigs were assigned randomly either to short (50 min) and smooth or long (3 h) and rough transport, long (3 h) or short (< 45 min) lairage, and minimal or high preslaughter stress. Muscle samples were taken from the LM at 135 min and from the SSP at 160 min postmortem for determination of the glycolytic potential and rate of glycolysis. At 23 h postmortem, pork quality was assessed in the LM and the SV. Effects of transport and lairage conditions were similar in both muscle types. Long transport increased (P < 0.01) the glycolytic potential and muscle lactate concentrations compared with short transport. Both long transportation and short lairage decreased (P < 0.01) redness (a* values) and yellowness (b* values) of the LM and SV. In combination with short lairage, long transport decreased (P < 0.05) pork lightness (lower L* values), and electrical conductivity was increased (P < 0.05) after long transport. Several interactions between stress level and muscle type (P < 0.001) were observed. High preslaughter stress decreased (P < 0.001) muscle glycogen in both the LM and SSP, but this decrease was greater in the LM. Lactate concentrations were increased (P < 0.001) only in the LM by high preslaughter stress. Increases in ultimate pH (P < 0.001) and decreases in a* values (P < 0.01) were greatest in the SV, whereas increases in electrical conductivity (P < 0.001) were greatest in the LM. The lack of interactions among transportation, lairage, and muscle type was attributed to the relatively minor differences in stress among treatments. It was concluded that, in glycolytic muscle types such as the LM, the high physical and psychological stress levels associated with stress in the immediate preslaughter period have a greater effect on the water-holding capacity of the meat and may promote PSE development. Conversely, oxidative muscle types tend to have higher ultimate pH values and produce DFD pork in response to intense physical activity and/or high psychological stress levels preslaughter.

Driving and alternatives: older drivers in Michigan.

METHOD: A statewide telephone survey of Michigan drivers and former drivers aged 65 and older collected information on transportation mode choices, experience with alternatives to driving, and whether drivers planned for when they could no longer drive. RESULTS: Results showed that most older adult households owned at least one automobile, and that the automobile was the primary mode of transportation. Most former drivers obtained rides from relatives and friends. Use of public transportation was low, and some seniors were not aware of available public transportation services. Older drivers did not plan for driving cessation. Over half the drivers who perceived a likelihood of driving problems within 5 years expected to keep driving beyond 5 years. IMPACT ON INDUSTRY: Because of their lifelong reliance on the automobile, their desire to drive themselves, and their lack of experience with public transportation, efforts to enhance the mobility of older people should consider this background while alternatives to the personal automobile are developed.

The 2001 National Household Travel Survey: a look into the travel patterns of older Americans.

INTRODUCTION: The main objective of this paper is to highlight travel patterns of older adults living in the United States as depicted in the 2001 National Household Travel Survey (NHTS). The NHTS is a national data collection program sponsored by the Bureau of Transportation Statistics and the Federal Highway Administration. It is the first national comprehensive household survey of both daily and long-distance travel, allowing for analysis of the full continuum of personal travel by Americans. To better understand the transportation needs of older Americans, it is useful to examine how travel patterns differ across age groups. The intent is to present basic travel characteristics of older adults (age 65+) and allow for comparisons with younger adults (ages 19-64). Travel-related characteristics of older adults in the United States: Results of the 2001 survey showed that older Americans travel extensively and rely on personal vehicles as heavily as their younger counterparts. Older Americans conduct 89% of their travel in personal vehicles. CHARACTERISTICS OF DAILY TRIPS TAKEN BY OLDER ADULTS: Older adults tend to be less mobile in that they take fewer trips, travel shorter distances, and have shorter travel times. This pattern is even more pronounced among older women. They are also more likely to suffer from self-reported medical conditions that further limit their travel. Characteristics of long-distance travel by older adults: Older men and women take long-distance trips at about the same rates and show a strong preference for using personal vehicles. And, while men and women take an equal percentage of their trips by air, older women show a strong preference for bus travel. CONCLUSIONS: Although older Americans travel extensively, they are less mobile than their younger counterparts. This pattern is more pronounced among older women and among those with self-reported medical conditions that affect their ability to travel outside their home. Older women consistently take the least number of trips per day, have the lowest driving rates, travel the shortest distances, and are more likely to report medical conditions that limit their travel. For men and women who have to give up driving, alternative means of transportation becomes a necessity. Yet, use of alternative transportation is relatively low; excluding personal vehicle and walking, all other means of transportation account for about 2% of daily travel. Further, of those with medical conditions that affect their travel, only about 12% use special transportation services such as dial-a-ride.

Transporte neonatal / Neonatal transportation

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Diferencias en la evaluación del servicio de autobús urbano desde la perspectiva del usuario / Evaluation of an urban-bus system: the users view

Se han analizado las diferencias existentes en la valoración del servicio de autobús en función de las variables sexo, edad y profesión de los usuarios. Los datos procedían de una muestra representativa de cuatro ciudades. Trescientos setenta y seis usuarios cumplimentaron un cuestionario compuesto por 16 items, referidos a 8 aspectos de interés. Los resultados del análisis de varianza indican que apenas existen diferencias entre hombres y mujeres en las características contempladas. La edad, sin embargo, se revela como un factor importante. El grupo de personas mayores de 59 años obtuvo una puntuación superior a la de los jóvenes y a las personas de edad media en todos los items. Por último, la variable profesión reproduce los resultados anteriores. Los pensionistas mostraron un grado de satisfacción con las condiciones y el funcionamiento del servicio de autobús mayor que los grupos formados por amas de casa, trabajadores y estudiantes (AU)

This paper analyzes the differences in the evaluation of the urban-bus system depending on users’ gender, age and work. The data were gathered from a four cities’ representative sample. Three-hundred and seventy six users filled a questionnaire which consisted of 16 items measuring 8 urban-bus relevant characteristics. The analysis of variance revealed that little difference existed between males and females. Nevertheless, age appeared to be an important factor. The 59 years-old group showed higher mean item scores than the younger and middle-age groups. Finally, the results for work were very similar: pensioners showed a higher level of satisfaction with bus-system condition and functioning than house-wives, subjects with other jobs and students (AU)