The present study reports a critical review of NIO's business model, considering the evolving landscape of the electric vehicle market and servicing. The objective of this study is to develop a comprehensive framework that facilitates the identification of key elements characterizing a company's business model and highlights ongoing transformations, crucial for adaptation and survival in a rapidly changing environmental context. Focusing on the case study of NIO, a relatively young Chinese original equipment manufacturer (OEM) specializing in high-tech electric cars, the research delves into the challenging scenario of the Chinese electric vehicle market, which has recently faced a bubble in 2023. The market proliferation, supply chain disruptions, and price wars triggered by Tesla have resulted in a survival struggle for numerous automotive startups, leaving larger companies with increasing market shares. Despite facing adversities, NIO managed to secure a promising segment, catering to premium-range battery electric vehicles (BEVs), establishing a competitive advantage through differentiation. By pursuing ambitious investments, the company aims to create economies of scope and achieve cost leadership, venturing into new market sectors and vertically integrating the production chain. Given NIO's agility in adapting to market conditions, aggressive entry into new segments, and a strategic vision for the future, it serves as an excellent candidate for testing and validating the proposed framework. The research sheds light on NIO's trajectory and offers insights into its potential for sustained growth in the dynamic electric vehicle market.

Mobility models are used to evaluated the network protocols of the ad hoc network using the simulation. The random waypoint model is a model for mobility which is usually used for performance evaluation of ad-hoc mobile network. Mobile nodes have the dynamic mobility in the ad hoc network so the mobility model plays an important role to evaluate the protocol performance.In this article, we developed modify random waypoint mobility (MRWM) model based on random waypoint for the mobile ad hoc network. In this article, the comparative analysis of modifying random waypoint mobility and random waypoint model on the ad hoc On-Demand Distance Vector (AODV) routing protocol has been done for large wireless ad hoc network (100 nodes) with the random mobile environment for the 1800s simulation time. To enhance the confidence on the protocol widespread simulations were accomplished under heavy traffic (i.e. 80 nodes) condition. The proposed model protocol has been investigated with the performance metrics: throughput; packet delivery ratio; packet dropping ratio; the end to end delay and normalized routing overhead. The obtained results revealed that proposed modify random waypoint mobility model reduces the mobility as compared to the random waypoint mobility model and it is trace is more realist.

Substantial research is required to ensure that micro-mobility ride sharing provides a better fulfillment of user needs. This study proposes a novel crowdsourcing model for the ride-sharing system where light vehicles such as scooters and bikes are crowdsourced. The proposed model consists of three entities: suppliers, customers, and a management party responsible for receiving, renting, booking, and demand matching with offered resources. It can allow suppliers to define the location of their private e-scooters/e-bikes and the period of time they are available for rent. Using a dataset of over 9 million e-scooter trips in Austin, Texas, we ran an agent-based simulation six times using three maximum battery ranges (i.e., 35, 45, and 60 km) and different numbers of e-scooters (e.g., 50 and 100) at each origin. Computational results show that the proposed model is promising and might be advantageous to shift the charging and maintenance efforts to a crowd of suppliers.

Coupled Delft3D-object model has been developed to predict object’s mobility and burial on sandy seafloor. The Delft3D model is used to predict seabed environment such as currents, waves (peak period, significant wave height, wave direction), water level, sediment transport, and seabed change, which are taken as the forcing term to the object model consisting of three components: (a) object‘s physical parameters such as diameter, length, mass, and rolling moment, (b) dynamics of rolling cylinder around its major axis, and (c) empirical sediment scour model with re-exposure parameterization. The model is compared with the observational data collected from a field experiment from 21 April to 23 May 2013 off the coast of Panama City, Florida funded by the Department of Defense Strategic Environmental Research and Development Program. The experimental data contain both objects’ mobility using sector scanning and pencil beam sonars and simultaneous environmental time series data of the boundary layer hydrodynamics and sediment transport conditions. Comparison between modeled and observed data clearly show the model capability.

Mobility is a vital welfare indicator which may influence broilers’ daily activities. Classical broiler mobility assessment methods are laborious and cannot provide timely insights into their conditions. Here, we proposed a semi-supervised Deep Learning (DL) model, YOLOv5, combined with Deep Sort algorithm conjoined with our newly proposed algorithm, Neo-Deep Sort, for individual broiler mobility tracking. Initially, 1,650 labeled images from five days were employed to train the YOLOv5 model. Through semi-supervised learning (SSL), this narrowly trained model was then used for pseudo-labeling 2,160 images, of which 2,153 were successfully labeled. Thereafter, the YOLOv5 model was fine-tuned on the newly labeled images. Lastly, the trained YOLOv5 and the Neo-Deep Sort algorithm were applied to detect and track 28 broilers in two pens and categorized them in terms of hourly and daily traveled distances and speeds. SSL helped in increasing the YOLOv5 model’s mean Average Precision (mAP), in detecting birds, from 81% to 98%. As compared with the manually measured covered distances of broilers, the combined model provided individual broiler's hourly moved distances with a validation accuracy of about 80%. Eventually, individual and flock level mobilities were quantified while overcoming the occlusion, false and miss detection issues.

Most studies modelling population mobility and the spread of infectious diseases, particularly using meta-population-multi-patched models, tend to focus on theoretical properties and numerical simulations of such models. There is relatively scanty literature published on fit, inference and uncertainty quantification on epidemic models with population mobility. In this research, we have used three estimation techniques to solve an inverse problem and quantify its uncertainty on a human mobility-based multi-patched epidemic model, using mobile phone sensing data and COVID-19 confirmed positive cases in Hermosillo, Mexico. First, we have utilized a Brownian bridge model using mobile phone GPS data to estimate residence and mobility parameters of the epidemic model. In the second step, we have estimated the optimal model epidemiological parameters by deterministically inverting the model using a Darwinian inspired evolutionary algorithm (EA) known as the genetic algorithm (GA). The third part of the analysis involves performing inference and uncertainty quantification on the epidemic model using two Bayesian Monte Carlo sampling methods: t-walk and Hamiltonian Monte Carlo (HMC). The results show that the estimated model parameters and incidence adequately fit the observed daily COVID-19 incidence in Hermosillo. Moreover, the estimated parameters from HMC result into large credible intervals, improving their coverage for the observed and predicted daily incidences. We also observe improved predictions when using multi-patch model with mobility against the single-patch model.

A novel drive current model covering the effects of source/drain voltage (VDS) and gate voltage (VGS) and incorporating drift and diffusion current on the surface channel at the nano-node level, especially beyond 28nm node is presented. The effect of the diffusion current added is more satisfactory to describe the behavior of the drive current in nano-node MOSFETs, fabricated with the atomic-layer-deposition (ALD) technology. This breakthrough in model establishment can expose the long and short channel devices together. Introducing the variables of VDS and VGS, the mixed current model more effectively and meaningfully demonstrates the drive current of MOSFETs under the operation of horizontal, vertical, or mixed electrical field. In comparison between the simulation and experimental consequences, the electrical performance is impressive. The error between both is less than 1%, better than the empirical adjustment to issue a set of drive current models.

The virtual airport hub business model is an innovative solution supported by digital technologies, the implementation of which in continental air transport may lead to a reduction in energy consumption and to a reduction in greenhouse gas emissions. The prerequisites for the implementation of the described solution are: striving to implement the GHG emission reduction strategy laid out in the Paris Agreement (2015) and the European Green Deal (2019) as well as the EU digitalization strategy (2020). The use of predictive analitics to identify the mobility needs of population and operational capabilities of the sector, gives an opportunity to plan travel flows and to create an appropriate set of direct connections among regional airports every day. The results of the analysis of data from 2019 on the amount of energy consumption and GHG emissions indicate that in Europe, it would be possible to achieve reduce GHG emissions by 5% without reducing the number of passengers using air transport. The study was prepared after conducting literature studies, data analysis and using the method of formulating scenarios. The proposed solution has the features of an innovative business model, the implementation of which allows for obtaining more favorable effects using already available resources.

The proposed method deals with the problem of data privacy and sharing when processing personal mobility tracking data. Previous methods concentrate on producing highly detailed data on short-term and restricted areas, e.g. for autonomous driving scenarios. Another possibility consists of city-wide scales and beyond, that are used to predict general traffic flows. The presented approach takes the tracked mobility behavior of individuals to create coherent new mobility data that reflects the long-term mobility behavior of the person, guaranteeing location persistency and sound embedding within the point-of-interest structure of the observed area. After an analysis and clustering step with the original data, the area is distributed into a geospatial grid structure (H3 is used here), and the neighborhood relationships between the grids are interpreted as a graph. A feed-forward-autoencoder and a graph encoding-decoding network generate a latent space representation of the area. The original clustered data is associated with their respective H3 grids. With a greedy algorithm approach and concerning privacy strategies, new combinations of grids are top-level patterns for individual mobility behavior. Concrete locations are found and connected within the grids based on the original data. The described method is then applied to a study with 1000 participants from the city of Munich in Germany, and the results are described, showing the application of the approach in generating synthetic data, enabling further research on individual mobility behavior and patterns. The result is a sharable dataset on the same abstraction level as the input data, which makes it interesting, particularly for machine learning applications.

For semiconducting two-dimensional transition metal dichalcogenides, carrier transport proper-ties of the material are affected by strain engineering. In this work, we investigate the carrier mo-bility of monolayer hafnium disulphide (HfS2) under different biaxial strains by first-principles calculations combined with Kubo-Greenwood mobility approach and compact band model. The decrease/increase in effective mass of conduction band of monolayer HfS2 caused by biaxial ten-sile/compressive strain is the major reason for the enhancement/degradation of its electron mobil-ity. Lower hole effective mass of valence bands in the monolayer HfS2 under biaxial compressive strain results in the better hole transport performance of monolayer HfS2 than the one with biaxial tensile strain. In summary, biaxial compressive strain decreases both effective mass and phonon scattering rate of monolayer HfS2, resulting in an increase in carrier mobility. When the biaxial compressive strain reaches 4%, for the conduction band of monolayer HfS2, electron mobility en-hancement ratio is ~90%. For the valence band of monolayer HfS2, the maximum hole mobility enhancement ratio appears ~13% at biaxial compressive strain of 4%. Our results indicate that the carrier transport performance of monolayer HfS2 can be greatly improved by the strain engineer-ing.

Active transportation, such as walking, cycling, and micro-mobility modes, has received a lot of attention in recent years due to its potential benefits to urban residents, such as less traffic, better air quality, more opportunities to get exercise, and an overall higher quality of life. In this study, we used Classification and Regression Trees (CART) to compare and contrast three mobility options: shared micro-mobility, individual micro-mobility, and walking. We surveyed 219 people living in Budapest, Hungary, to learn more about their travel habits and investigate the demographic elements that influence people's mode choice, such as age, gender, ownership of micro-mobility modes, education, job, and income. Results showed that ownership of personal micro-mobility modes, and age as important predictors of active travel mode choice. Males seem to prioritize cost and weather conditions when choosing shared micromobility modes, while females value safety and weather conditions. Our findings can guide policy decisions and urban planning initiatives by identifying the most significant predictors of mode choice and evaluating the possible benefits and drawbacks of each mode.

Despite the growing adoption of Mobility as a Service (MaaS) in urban transportation systems, standard monitoring methods for evaluating its impact and effectiveness still need to be developed. This study proposes a quantitative state of MaaS analysis based on mobility market indicators and macroeconomic metrics to generate a MaaS Status Index (MSI). The intention is to introduce a standardised quantitative methodology for systematically assessing and comparing the state of MaaS in urban mobility systems. The MSI aims to quantitatively capture the economic, social, technological, and infrastructural conditions relevant to MaaS implementation. The methodology includes four steps: identifying relevant mobility markets, defining mobility market metrics, integrating macroeconomic metrics, and deriving the MSI formula. We apply the MSI methodology to the Austrian mobility market as a case study, demonstrating its practicality in assessing MaaS readiness and highlighting specific challenges and opportunities within the Austrian mobility system. The analysis covers the present (2017-2022) and the projected future (2023-2028). The findings indicate that the proposed MSI is an effective tool for evaluating MaaS implementation readiness.

Cities have witnessed a booming interest in cycling in recent years. However, the implementation of cycling networks rarely followed a strategy to make them more accessible to specific social groups, such as women. To address this gap in knowledge, this paper provides a holistic perspective of women’s cycling mobility. Specifically, the study’s goal is to look into the social and environmental implications of cycling for women in Turin, Italy. Hence, this paper provides insights for ensuring a woman-friendly cycling system in a city and ensuring women’s participation as vital stakeholders in promoting a bike-friendly identity. We clarify women’s perceptions of cycling and outline the requirements for more inclusive bike infrastructures. Thus, we identify strategies to improve women’s access to bike lanes and investigate the environmental benefits of reduced air pollution by such a bike system. All this information is intended to define a more socially inclusive and environmental-friendly transport system in Turin for everyone, as depicted in Goal 11 of Sustainable Development Goals (SDGs).

COVID-19 is the most severe health crisis of the 21st century. COVID-19 presents a threat to almost all countries world-wide. The restriction of human mobility is one of the strategies used to control the transmission of COVID-19. However, it has yet to be determined how effective this restriction is in controlling the rise in COVID-19 cases, particularly in major capital cities such as Jakarta, Indonesia. Using Facebook's mobility data, our study explores the impact of restricting human mobility on COVID-19 case control in Jakarta. Our main contribution is showing how the restriction of human mobility data can give important information about how COVID-19 spreads in different places. We proposed modifying a global regression model into a local regression model by accounting for the spatial and temporal interdependence of COVID-19 transmission across space and time. We applied Bayesian hierarchical Poisson spatiotemporal models with spatially varying regression coefficients. We estimated the regression parameters using an Integrated Nested Laplace Approximation. We found that the local regression model with spatially varying regression coefficients outperforms the global regression model based on DIC, WAIC, MPL, and R2 criteria for model selection. In Jakarta's 44 districts, the impact of human mobility varies significantly. The impacts of human mobility on the log relative risk of COVID-19 range from –4.445 to 2.353. The prevention strategy involving the restriction of human mobility may be beneficial in some districts but ineffective in others. Therefore, a cost-effective strategy had to be adopted.

Ridesharing effectively tackles urban mobility challenges by providing a service comparable to private vehicles while minimising resource usage. Our research primarily concentrates on dynamic ridesharing, which conventionally involves connecting drivers with passengers in need of transportation. The process of one-to-one matching presents a complex challenge, particularly when addressing it on a large scale, as the substantial number of potential matches make the attainment of a global optimum a challenging endeavour. This paper aims to address the absence of an optimal approach for dynamic ridesharing by refraining from conventional heuristic-based methods, commonly used to achieve timely solutions in large-scale ride-matching. We propose a novel approach that provides snapshot optimal solutions for various forms of one-to-one matching, ensuring they are generated within an acceptable timeframe for service providers. Additionally, we introduce and solve a new variant where the system itself provides the vehicles. The efficacy of our methodology is substantiated through experiments carried out with real-world data extracted from the openly available New York City taxicab dataset.

Public transport is one of the most important functions of a city, which can have a major impact on the elements that support sustainable development: society, the environment and the economy. In order for residents and tourists of the Petrosani Basin to benefit from a predictable, systematized public transport system with well-established travel times, it is necessary to analyze some current factors and trends regarding public transport in the Petrosani Basin. This prospective study confirms that the use of the public transport system in the Petrosani Basin is decreasing, a decrease mainly associated with the lack of spatial accessibility, comfort and safety of passengers (inappropriate stations, lack of air conditioning in means of transport, lack of a modern fare system, the lack of means of information in the stations, etc.) but also with the change in people's attitude imposed by the protective measures taken as a result of the coronavirus pandemic. However, it should be noted that the public transport system in the Petrosani Basin is strongly influenced by the geographical characteristics of the Petrosani Basin, by the sharp decrease in the population (negative natural increase; reduction of the school population) but also by the increase in the number of private cars.

Urban mobility is experiencing a profound change. On the one hand, mobility patterns are becoming more complex, and typical home-work-home travel is no longer the rule, as journeys now tend to connect multiple points in a rather inconstant pattern. This has changed the approach to transport planning, in that the existing transportation planning and operation approaches have been focussed on the ability to identify typical home-work/school-home travel and subsequently plan the transport system accordingly. The traditional approach has been: forecast -> plan -> deliver, as new mobility solutions are emerging. These are characterised by greater flexibility, in that they take advantage of the “sharing concept” and simultaneously provide solutions that have lower GHG emissions. Urban mobility follows a fuzzier pattern, with even the urban transportation system behaving like an active organism, where solutions are often quickly replaced. This dynamic and evolving environment raises several new challenges at different levels. The best digital solution system is the Mobility-as-a-Service (MaaS) one. This system transforms the physical transportation system into a commodity and takes advantage of the internet of things (IoT). However, the onset of MaaS solutions is anything but linear. Several business models have emerged, with different partners originating from different industries (e.g., technological, transport operators, infrastructure managers, etc.) developing their own solutions, often in competition with others. It is not unusual to find different MaaS solutions in the same city, which integrate different solutions.

As the emission regulations get more and more stringent in the different fields of energy and environmental systems, the electric and fuel cell vehicles (FCV) have attracted growing attention by automakers, governments, and customers. Research and development efforts have been focused on devising novel concepts, low-cost systems, and reliable electric/fuel cell powertrain. In fact, electric and fuel cell vehicles coupled with low-carbon electricity sources offer the potential for reducing greenhouse gas emissions and exposure to tailpipe emissions from personal transportation. In particular, Pedal Assisted Bicycles (PAB) popularity is rising in urban areas due to their low energy consumption and environmental impact. In fact, when electrically moved, they are zero emission vehicles with very low noise emissions, as well. These positive characteristics could be even improved by coupling a PAB with a fuel cell based power generation system, thus increasing the vehicle autonomy without influencing their emissions and consumption performances. In this paper, four types of vehicles are compared from an environmental and accessibility point of view: conventional car, bus, electric PAB and hydrogen fuel cell PAB; for such vehicles, the respective utilization stages are accounted for, i.e. without considering the manufacturing process. The analysis has been carried out comparing different vehicles performance along different routes of an Italian middle-size city, Viterbo, which represents a very good pilot case as its Municipality is adopting many solutions suggested by European Union (EU) through the planning tool called Sustainable Energy Action Plan (SEAP). The comparison is based on an ad-hoc developed mathematical procedure, which includes environmental (greenhouse gas and air pollution emissions), health (pollutants toxicity levels) and accessibility time (waiting times) indicators. According to this analysis, electric and fuel cell PAB exhibit interesting advantages over the other vehicles. However, the global economic efficiency of electric or fuel cell apparatus depends substantially on the exploited source of electrical energy.

By 2020, over 100 countries expanded electric and plug-in hybrid electric vehicle (EV/PHEV) technologies, with global sales surpassing 7 million units. Governments are adopting cleaner vehicle technologies due to proven environmental and health implications of internal combustion engine vehicles (ICEVs), evidenced by the recent COP26 meeting. This article proposes an agent-based model of vehicle activity as a tool for quantifying energy consumption by simulating a fleet of EV/PHEVs within an urban street network at various spatio-temporal resolutions. Driver behaviour plays a significant role in fuel consumption, thus, simulating various levels of individual behaviour enhancing heterogeneity should provide more accurate results of potential energy demand in cities. The study found that 1) energy consumption is lowest when speed limit adherence increases (low variance in behaviour) and is highest when acceleration/deceleration patterns vary (high variance in behaviour) and 2) on average, for tested vehicles, EV/PHEVs were £116.33 cheaper to run than ICEVs across all experiment conditions. The difference in the average fuel costs (electricity and petrol) shrinks at the vehicle level as driver behaviour is less varied (more homogeneous). This research should allow policymakers to quantify the demand for energy and subsequent fuel costs in cities.

This paper explores the challenges of providing services of general interest in rural areas of Germany and proposes co-created mobility software solutions to address the specific needs of these regions. The research is part of the Smarte.Land.Regionen project, which aims to improve digital public services at the district level. Focusing on rural mobility, the paper introduces the concept of ride-sharing benches as a potential solution. Through workshops, surveys and market research, the study identifies barriers to the adoption of ride-sharing benches and investigates factors contributing to their success. The proposed software solution emphasizes user-centered development, geographic location of benches and prioritized matching of passengers. Findings highlight safety concerns, lack of reliability, and the importance of getting people who are theoretically interested in solutions to actively participate in them. The paper emphasizes the importance of collaborative development with county stakeholders. Future research should focus on sustaining and scaling digital solutions, measuring their impact on rural mobility, and ensuring their transferability to other regions. The ultimate goal is to contribute to inclusive and sustainable rural development by improving access to digital public services and promoting the adoption of tailored mobility solutions.

Cross-cultural mobility is a phenomenon that is increasingly growing, and the resulting stress has become a severe health issue. Thus, we conducted a systematic review of articles reporting research on stress measures of cross-cultural mobility or acculturative stress, emphasizing its internal structure. We adopted the PRISMA procedures for scoping reviews (e.g., searching articles in databases), resulting in the inclusion 20 articles in the final analysis that present evidence of validity based on the internal structure of 16 measures. The most common factors identified were related to cultural stressors, language stressors, and discrimination stressors. After analyzing a cross-cultural mobility stress concept implicit in the definitions used in the articles, we found that most measures of acculturative stress did not evaluate it according to the Stress and Coping Model of Lazarus and Folkman. Most measures only focused on part of the phenomena (some estimated the stressors, others the coping strategies). Few took into account the physiological and psychological responses to internal or external stressors, and even fewer considered its positive aspects (eustress). Consequently, it is pivotal to develop measures that take into account the multiple dimensions of the cross-cultural mobility stress. Other results (e.g., validity evidence of the measures) and limitations of this systematic scoping review are presented and discussed.

This study attempts to investigate a method for creating an index from mobility data that not only correlates with the number of people who relocate to a place but also has causal influence on the number of such individuals. By creating an index based on human mobility data, it becomes possible to predict the influence of urban development on future residential movements. In this paper, we propose a method called the travel cost method for multiple places (TCM4MP) by extending the conventional travel cost method (TCM). We assume that the opportunity cost of travel time on non-working days reflects the convenience and amenities of a neighborhood. However, conventional TCM does not assume that the opportunity cost of travel time varies according to the departure place. In this paper, TCM4MP is proposed to estimate the opportunity cost of travel time with respect to the departure place. We consider such estimation to be possible due to the use of massive mobility data. We assume that the opportunity cost of travel time on non-working days reflects the convenience and amenities of the neighborhood. Therefore, we consider that the opportunity cost of travel time has a causal influence on future residential mobility. In this paper, the validity of the proposed method is tested using the smart card data of public transportation in Western Japan. Our proposed method is beneficial for urban planners in estimating the effects of urban development and detecting the shrinkage and growth of a population.

Immobility during hospitalization is widely recognized as a contributor to deconditioning, functional loss, and increased need for institutional post-acute care. Several studies have demonstrated that inpatient walking programs can mitigate some of these negative outcomes, yet hospital mobility programs are not widely available in U.S. hospitals. STRIDE is a supervised walking program for hospitalized older adults that fills this important gap in clinical care. Herein we describe how STRIDE works and how it is being disseminated to other hospitals using the Replicating Effective Programs (REP) framework. Guided by REP, we define core components of the program and areas where the program can be tailored to better fit the needs and local conditions of its new context (hospital). We describe key adaptations made by 4 hospitals who have implemented the STRIDE program and discuss lessons learned for successful implementation of hospital mobility programs.

Recent years have seen a proliferation of platform-based “shared mobility services” (SMS) such as car-, bike-, and e-scootersharing in many cities in Germany and around the world. At the same time, these services have become the subject of intense debates: Are they replacing private car travel, thus contributing to sustainable mobility in cities? Or are they drawing users away from public transit and cycling while obstructing public space? From the perspective of sustainable mobility politics it seems far from clear which role these new services could play in transitioning to a less car-centric mobility system. While a number of potential effects and ensuing governance issues of shared mobility services (e.g. regarding questions of equitable access, data governance, the role of public versus private actors) have already been studied this article explores the role of shared mobility services (SMS) in triggering system dynamics and feedback loops in the context of sustainability transitions. The article connects questions regarding the sustainability effects of “shared mobility services” with the role of “push” measures to reduce private car traffic in cities. Using a theoretical framework from socio-technical transitions research and from the sociology of technology it describes the recent growth of shared mobility services in Berlin as an example of the upscaling dynamics of socio-technical niche innovations. Drawing on a series of workshops with mobility service providers and representatives of public authorities it analyses the potential for conflict as well as for coalition building between service providers and public authorities. Based on the theoretical concept of the role of feedback loops and windows of opportunity for transitions it shows how the market growth of shared mobility services added momentum to an already ongoing political debate over the legitimate use of public space in Berlin. Against this backdrop the article shows how growing numbers of car-, bike-, and e-scootersharing vehicles could open up windows of opportunity for re-distributing space away from private cars. The article concludes that supporting and regulating SMS will be key to steering their growth into the direction of sustainability.

— An extreme bandgap Al0.64Ga0.36N quantum channel HEMT with Al0.87Ga0.13N top and back barriers grown by MOCVD over bulk AlN substrate demonstrated a critical breakdown field of 11.37 MV/cm, higher than 9.8 MV/cm expected for the channel Al0.64Ga0.36N material. We show that the fraction of this increase is due to the quantization of the 2D electron gas. The polarization field maintains electron quantization in the quantum channel even at low sheet densities in contrast to conventional HEMT designs. An additional increase in the breakdown field is due to quantum-enabled real space transfer of energetic electrons into high-Al barrier layers in high electric fields. These results show the advantages of quantum channel design for achieving record high breakdown voltages and enabling superior power HEMT devices.

This paper investigates the transmission of educational attainment from parents to offsprings as a mediator of intergenerational class mobility in Europe. The study covers the last two decades with data drawn from a cross-national large scale sample survey, namely the European Social Survey (ESS), for the years 2002 - 2018. Interest has focused on the question of persistence of inequality of educational opportunities by examining attainment of nominal levels of education and the association between the educational attainment of the parent with the highest level of education and their descendants. The study covers also new trends in social mobility which consider education as a ‘positional good’ and a novel method of incorporating educational expansion into the transition probabilities is proposed, providing answers to whether the rising accessibility of educational qualifications attenuates the association between social origin and educational attainment. Therefore, the concept of positionality is taken into account in the estimation of intergenerational transition probabilities and to complement the analysis mobility measures are provided for both methods, nominal and positional. The proposed positional method is validated through a correlation analysis between the upward mobility scores (nominal and positional) with the Education Expansion Index (EEI) for the respective years. The upward mobility scores estimated via the positional method are higher correlated with the EEI for all years indicating a better alignment with the broader trends in educational participation and achievement.

. Various elements such as evolutions in IoT services resulting from sensoring by vehicle parts and advances in small communication technology devices have significantly impacted the mass spread of mobility services that are provided to users in need of limited resources. In particular, business models are progressing away from one-off cost towards longer term cost as represented by shared services utilizing kick-boards or bicycles and subscription services for vehicle software. Advances in shared mobility services as described are calling for solutions that can enhance reliability of data aggregate by users leveraging mobility services in the next-generation mobility areas. However, mining process to renew status, ensures continued network communication and block creation demands high performance in public block chain. This thesis proposes random certificate node selection mechanism in block network that creates blocks via node that has tokens issued for block creation and lets only specific nodes selected by encrypting token information acquires token.

The rapid development of transportation infrastructure in Malaysia had changed the mobility landscape of the country. While it would be a welcome advancement for many, older adults might find it difficult to keep up with their transportation uses and remain active. This study reviewed published articles on the travel behavior of older adults and its associated transportation determinants to explore how sustainable the transportation system is for this vulnerable cohort. Four databases were searched: PubMed, Scopus, ProQuest, and EBSCOhost. Inclusion criteria were older respondents, living in a community in Malaysia, addressing any travel behavior characteristics and written in English language. Review paper, letters, book citations, comments, editorials, and experimental and animal studies were excluded from this study. All in all, this review included seven studies extending from the year 2007 to 2020. The result showed that transportation use of older adults had shifted from relying on public transports to driving their own vehicle to move around. According to the finding of this study, besides personal and health factors, transport use of older adults was affected mainly by cost, public transport availability, road traffic and safety, the complexity of the transportation system, distance to public transit, availability of parking space, road condition and signage. It is concluded that an effective strategy to improve the transportation system is lauded to prevent unmet travel needs among the older adults in Malaysia.

Following electrification of automotive transport, studies on the penetration of Electric Vehicles (EVs) are widespread, especially in defined contexts, e.g. cities. As major transport hubs, airports fall within contexts worth of interest. In this work, a forecast of the demand for electric mobility in an Italian international airport (Rome, Fiumicino) is presented. First, a wide review of proposed sce-narios on the penetration of EVs at international and national level and available data on local automotive transport are presented, as preliminary study for the definition of reference scenarios for the local context. Then the methodology proposed is presented and applied to the specific case study. Finally, a preliminary sizing of the required charging infrastructure is reported. The proposed approach can be considered as reference for similar studies on electrical mobility in other airport areas around the world.

Smart, reliable, and connected multi-modal mobility has been a long-standing goal of transit services. This paper focuses on the smart, seamless, and multi-modal mobility service in the context of “Mobility as a Service” (MaaS). Intelligent mobility is the smarter, greener, and more efficient movement of passengers around the world. Increasingly, mobility is approached as a service. This study first conducts an extensive literature review on mobility behavior and demand pattern of MaaS end-users. It then extends the mechanism of supply chain, MaaS, synergy (i.e., vertical cooperation synergy, horizontal competition synergy), and coopetition to develop the multi-tier closed-loop intelligent mobility service supply chain network. This paper explains the intelligent mobility service supply chain network from following perspectives: (i) mobility service taxonomy of MaaS; (ii) aims of intelligent mobility service supply chain network; (iii) urban rail transit (URT)-centered alternatives for integrated multimodal journey planning, i.e. access + URT + egress, and both access and egress can be served by Mobility-On-Demand (MOD) transport; (iv) node member imperatives. From a synthesis of insights from the ‘during’ journey, this study puts forward the synergetic design of intelligent mobility service supply chain network, including: (i) multi-tier closed-loop structure; (ii) key nodes identification for the physical multimodal transport network in the supply chain; (iii) hybrid synergy mechanisms among the partners, i.e., synergy principle, temporal splitting approach for coopetition synergy; (iv) index systems and evaluation methods for synergy measurement. This study also contributes to the integrated multimodal journey planning. In concluding, the paper highlights the important implications of the proposed intelligent mobility service supply chain network for MaaS bundle design and adverse effects reduction, resulting from 1 + 1 > 2 synergy effects.

The 20th century, known as the "metropolitan century," saw urban populations exceed half the global populace. By 2035, emerging metropolises, particularly in Asia and Africa, highlight the urgent need for research on urban growth, demographics, and mobility's role in sustainable development. This study explores the multifaceted aspects of mobility essential for sustaining metropolitan regions, examining stakeholders' perspectives through a detailed analysis of interview data. Responses are aligned with convergent subcategories derived from classical urban theories and contemporary metropolitan studies, encompassing territorial aspects, scale, place, urbanization, economy, culture, identity, innovation, networks, climate change, and foresight. The findings highlight the intricate interplay of governance, infrastructure, and socio-spatial dynamics in Greater London, underscoring the imperative for sustainable mobility and inclusive planning that integrates environmental concerns into metropolitan life. This research, through a convergent analysis of interviewees' responses, has identified thirty-one fundamental attributes to enhance our understanding of mobility within metropolitan areas, with a particular focus on the case study of Greater London. Future research directions include extending this framework to other metropolises and a deeper exploration of the attributes identified in London, employing both qualitative and quantitative methods to enrich our understanding of urban sustainability and mobility.

This study delves into hospital mobility, understood as an indicator of perceived service quality, across the Italian regions of Apulia and Emilia Romagna, utilizing logistic regression among machine learning techniques. The focus is on how structural, operational, and clinical variables impact patient perceptions of service quality, influencing their healthcare choices. Through the analysis of mobility trends with machine learning, significant differences between regions were uncovered, highlighting the influence of regional context on perceived quality. The integration of SHAP (SHapley Additive exPlanations) values into our analysis provided deeper insights into the logistic regression model, elucidating the specific contribution of each variable to perceived healthcare quality. This incorporation of SHAP values underscores the study's commitment to employing advanced, explainable AI techniques to enhance the interpretability and fairness of healthcare service evaluations. The choice of logistic regression elucidated the impact of specific variables on quality perception, offering essential insights for optimizing healthcare resource distribution and underscoring the importance of data-driven strategies to foster more equitable, efficient, and patient-centred healthcare systems. Contributing to the understanding of perceived quality dynamics within the healthcare context, the research paves the way for further investigations into enhancing accessibility and service quality, leveraging machine learning as a tool for improving healthcare services efficiency in diverse regional settings.

The aim of this study was to evaluate the effect of an Athletic Performance Program, performed in addition to teams’ regular training routines, on match performance variables in professional football players. Twenty-nine professional football players (age=27.21±4.95 years; body mass=79.56±5.21 kg) of the Spanish First Division (LaLiga) underwent a 10-week training program focused on the development of mobility, stability, strength, and multidirectional running skills. The APP included 5 indoor sessions per week and on-field micro-dosing stimulus in addition to regular training practices. Match performance variables obtained with GPS devices during official matches and jump performance were measured before and after the APP. The APP increased peak running speed (31.1±1.4 vs 32.1±1.0 km/h, P < 0.001, d=1.88), the number of sprints (0.14±0.03 vs 0.16±0.03 sprint/min, P< 0.001, d=1.44) and the sprint distance (6.45±1.43 vs 8.35±1.22 m/min P< 0.001, d=2.49) during the matches. The intervention also increased countermovement jump height (34.1±2.7vs 35.8±2.5 cm, P< 0.001, d=2.20). The APP was effective to improve intense actions during competitive match play in professional football players. Strength and conditioning coaches may consider the use of multicomponent physical training programs included in the usual training week to enhance players’ match running at high intensity.

Electric mobility is one of the ways to contain greenhouse gas and local pollutants emissions in urban areas. Nevertheless, the massive introduction of battery-powered electric vehicles (EVs) brings some concerns related to their energy demand. Modelling vehicle usage and charging behavior is essential for charge demand forecasting and energy consumption estimation. Therefore, it is crucial to understand how the charging decisions of EV owners are influenced by different factors, ranging from the charging infrastructure characteristics to the users’ profiles. This review intends to investigate the approaches used to investigate on charging behavior and highlight trends and differences between the results, remarking on any gaps worthy of further investigation.

The study proposes planning independent children's mobility through geoinformation technologies for listening to children. This research assumes that children’s values and expectations must be considered in city planning. A bibliographic review identifies 15 indicators which make spaces safe and attractive for children to circulate and play. Thematic maps of the indicators are prepared, integrated by Multicriteria Analysis by Weights of Evidence, according to the hierarchical importance of each variable. The definition of weights considers the opinion of children and technicians. Consultation with children is carried out by Mapping Volunteers (VGI), Consultation on Hierarchy, Geodesign of Ideas for the area and Artistic Workshop. In the technical study, the query applies the Delphi method. It uses the VGI – Volunteered Geographic Information – web-based platform, where children record places of topophilia and topophobia, while technicians map the presence of 15 indicators. The set of information is made available on a web-based platform of SDI – Spatial Data Infrastructure, in which there are resources for a Geodesign workshop when ideas for the area are elaborated through negotiation and co-creation. The product is a transformation design for the area through urban design and parameterisation of uses.

This research focuses on the development of a foot-worn device to assist individuals with limited mobility in walking. The device aims to reduce the risk of accidents by closely moni-toring the wearer's movements and detecting potential hazards. It incorporates sensors, in-cluding the MPU6050 gyro sensor and KY-031 vibration sensor, to track the wearer's walking behavior. In case of abnormalities, such as falls, the device triggers an auditory alert and noti-fies the caregiver via LINE Notify. The system is controlled by the Node MCU ESP8266, enabling seamless integration with the Internet of Things (IoT). The objective of this study is to design an IoT system for medical assistance. The researchers created a prototype of a smart ankle device capable of detecting falls and sending notifications to the user's smartphone. The effectiveness of the notification system was evaluated using the Line Notify application. Re-sults demonstrated a successful detection of falls in 48 out of 50 trials, with two instances of false alarms during normal walking. The overall efficiency of the smart ankle device was 98%. In summary, the proposed smart ankle device demonstrates promising potential for var-ious applications in fall detection and safety alert systems. Further improvements and collab-orations with healthcare experts are recommended to enhance its performance and make it commercially viable. The device's connectivity and responsiveness to IoT systems are vital aspects to be considered. Future research should aim to develop additional features in collab-oration with physiotherapists and healthcare professionals to meet user requirements. The de-vice holds significant benefits in terms of fall detection and safety alerts, and efforts should be made to enhance its durability, robustness, and commercialization prospects.

Mobility as a Service (MaaS) is an innovative transport concept, anticipated to provide travelers with different kinds of travel services, more sustainable than a private car, in a simpler, packaged way. It combines different transport modes to offer a tailored mobility package, like a monthly mobile phone contract. The rapid development of intelligent transportation system and the shared economy has speeded up the development of MaaS in these years. In this paper, we aim at classifying the existing research on MaaS and the characteristics of MaaS into different categories, in order to answer the following questions after reviewing the existing literature: What is MaaS? Who are the main actors in MaaS? How can MaaS be implemented? Why should it be implemented? Where will MaaS end up in this wave of disruption? When we talk about MaaS, what are we focusing on? What is the future leading frequency of MaaS? Finally, based on the existing literature, we envision the leading future of MaaS.

The African bush and forest elephants, Loxodonta Africana and Loxodonta cyclotis, and the Asian elephant, Elephas maximus, are the largest land-dwelling animals. Elephants need to be highly mobile and active in order to find fresh food and water, and in the case of males, to locate females in estrus for breeding. Asian elephants walk up to 21 km each day and African elephants can walk up to 28 km per day. This high level of mobility in the wild is also important for maintaining an optimum musculoskeletal health. However, most zoo elephants live in restricted spaces and cold climates that require extended periods of indoor confinement are therefore unable to be as physically active. Zoo enclosures for elephants are relatively small with hard surfaces (i.e. concrete, tarmac and hard packed dirt), so they cannot exercise and are forced to stand on unnaturally hard surfaces continually. Physical inactivity in captivity makes them more prone to gaining weight and developing bone and joint diseases such as osteomyelitis, joint ankylosis and osteoarthritis (OA). Many health and welfare problems in captive elephants are likely to be caused by the lack of mobility. This perspective article focuses on the possible link between captivity, mobility, physical inactivity and the development of OA in captive elephants.

This study empirically investigates the complex interplay between the severity of the coronavirus pandemic, mobility changes in retail and recreation, transit stations, workplaces, and residential areas, and lockdown measures in 88 countries of the word. To conduct the study, data on mobility patterns, socioeconomic and demographic characteristics of people, lockdown measures, and coronavirus pandemic were collected from multiple sources (e.g., Google, UNDP, UN, BBC, Oxford University, Worldometer). A Structural Equation Modeling (SEM) technique is used to investigate the direct and indirect effects of independent variables on dependent variables considering the intervening effects of mediators. Results show that lockdown measures have significant effects to encourage people to maintain social distancing. However, pandemic severity and socioeconomic and institutional factors have limited effects to sustain social distancing practice. The results also explain that socioeconomic and institutional factors of urbanity and modernity have significant effects on pandemic severity. Countries with a higher number of elderly people, employment in the service sector, and higher globalization trend are the worst victims of the coronavirus pandemic (e.g., USA, UK, Italy, and Spain). Social distancing measures are reasonably effective at tempering the severity of the pandemic.

Prior to lockdown the spread of COVID-19 in UK is found to be exponential, with an exponent α=0.207 In case of COVID-19 this spreading patterns is quantitatively better described with mobility-driven SIR-SEIR model [2] rather than the homogenous mixing models Lockdown has dramatically slowed down the spread of COVID-19 in UK, and even more significantly has changed the growth in the total number of infected from exponential to quadratic. This significant change is due a transition from a mobility-driven epidemic spreading to a spatial epidemic which is dominated by slow growth of spatially isolated clusters of infected population. Our results strongly indicated that, to avoid a return to exponential growth of COVID-19 (also known as “second wave”) mobility restrictions should not be prematurely lifted. Instead mobility should be kept restricted while new measures, such as wearing mask and contact tracing, get implemented in order to allow a safe exit from lockdown.

The new IoT/IoE (internet of things/everythings) paradigm and architecture permits to rethink about the way the Smart City infrastructures are designed and managed, on the other hand a number of problems have to be solved. In terms of mobility the cities that embrace the sensoring era can take advantage of this disruptive technology to improve the quality of life of their citizen, also thanks the rationalization in the use of their resources. In Sii-Mobility, a national smart city project on mobility and transportation, a flexible platform has been designed and here, in this paper, is presented. It permits to setup heterogeneous and complex scenarios that integrate sensors/actuators as IoT/IoE in an overall scenario of Big Data, Machine Learning and Data Analytics. A detailed and complex case-study has been presented to validate the solution in the context of a system that dynamically reverse the traveling direction of a road segment, with all the safety conditions in place. This case study composes several building blocks of the IoT platform, which demonstrate that a flexible and dynamic set-up is possible, supporting off-grid, security, safety, cloud and mixed solutions.

Oxygen and hydrogen mobility are among the important characteristics for operation of solid oxide fuel cells, permselective membranes and many other electrochemical devices. This, along with other characteristics, enables reaching a high power density of solid oxide fuel cells and a high oxygen or hydrogen permeation fluxes for membranes. This work focuses on oxygen and hydrogen diffusion of mixed ionic (oxide ionic or/and protonic) – electronic conducting materials for these devices and its role in the performance. Ionic transport properties of conventional and state-of-the-art materials are reviewed.

Recent trends concerning hydrogen as a fuel of the future and problems related to its production, storage and utilization increase the demand for efficient technologies related to these problems. A large part of such technologies is related to application of advanced materials based on various complex oxides which are used as efficient catalysts for fuel transformation into hydrogen and syngas, materials for membranes with selective permeability for hydrogen and syngas production, components of solid oxide fuel cells/electrolyzers as well as many other applications in energy, electrochemistry and catalysis. Such materials are typically based on oxides and solid solutions with perovskite and fluorite structures or their derivatives. Attention is also paid to the materials based on spinel, apatite, mayenite, sheelite, fergusonite structures. The above-mentioned materials are continuously studied in order to modify and optimize their functional properties. On the other hand, other classes of materials (weberites, monazites, etc.) are recently discovered and considered as candidate materials for the aforementioned applications due to their specific functional properties or a great potential of their improvement. In this review, some of these materials are considered.

Commuting to work by private vehicle is one of the main sources of air pollution in cities, mainly from NO2 and particulate matter (PM2.5 and PM10). With the spread of telework, traffic congestion during peak hours is reduced on certain days of the week, improving air quality. This study an-alyzes the relationship between the improvement of air quality improvement and urban traffic resulting from teleworking activities after the COVID-19 pandemic in Madrid, Spain. The article considers road traffic and teleworking before the COVID-19 pandemic (2018 and 2019), during the pandemic (2020 and 2021) and in the period after (2022 and 2023) in the city center and the in-fluence on certain environmental factors. Daily NO2, PM2.5, PM10, and O3 concentration data were collected at air quality stations in Madrid municipality, traffic data and some meteorological variables such as wind speed, precipitation and temperature were considered. When conducting correlation and regression analysis among the variables it shows a clear association between NO2 and traffic before the pandemic, which is lower for both PM and O3. This correlation was main-tained during the pandemic, except for O3, whose association increased during this period and then decreased in the later period due to various motives. These results seem to indicate the ex-istence of a relevant relationship between urban mobility and air quality and an especially rele-vant relationship with telework, suggesting the need for policies aimed at promoting sustainable mobility in the future.

Hydrogen storage in high pressure tanks can occur with different filling strategies. Many studies have been carried out on supplies with increasing pressure rates. However, hydrogen filling with constant mass inflow rate have not received the same attention. The present work aims to carry out numerical simulations to study hydrogen flow, in a type 3 tank of 70 MPa NWP and constant inflow rate condition. From the analysis of the results, it was possible to verify that there is a linear relationship between the increase in the total equilibrium temperature and the final hydrogen temperature. There is also a linear increasing relationship between Inlet and final temperatures when the equilibrium temperature is fixed. Considering fully adiabatic walls results in significant increases in temperature. The difference between total and static temperatures found in the Inlet tube decreases with the decrease in mass flow rate. The choice of a polymer for the tank lining led to higher temperatures when compared to an aluminum lining.

(1) The incidence of ankyloglossia ranges from 0.02 to 10.7%. The literature describes the effect of ankyloglossia on selected dysfunctions of the stomatognathic system, however no studies could be found reporting the influence of ankyloglossia on the occurrence of several disorders in a group of subjects. The aim of the present study was to assess the effect of lingual frenulum on swallowing, speech, occlusion, and periodontal status; (2) Methods: The subjects were 172 patients, 86 with ankyloglossia (study group) and 86 with normal tongue frenulum (control group). In all subjects, the length of tongue frenulum, the type of swallowing, tongue mobility, occlusion, periodontal status and speech abnormalities were assessed; (3) Results: All subjects from the control group and all those with mild ankyloglossia showed normal tongue mobility. A limited tongue mobility was found in 29.4% subject with moderate and in 70.6% subjects with severe ankyloglossia. Rhotacism was observed in 21.3% subjects with normal frenulum, in 2.1% with mild, 38.3% with moderate, and 38.3% with severe ankyloglossia. Malocclusion or crowding was diagnosed in subjects with mild, moderate and severe ankyloglossia in 7.4%, 33.9% and 20.7% subjects (total 62%), respectively, whereas in the control group - in 21.6% subjects. No abnormalities in the periodontium in the area of the lingual surfaces of the crowns of the lower central incisors were found in any of the examined persons. Among patients with infantile type of swallowing 24.4% had a normal length of the tongue frenulum, 11.1% - mild, 28.9% - moderate, and 35.6 - severe ankyloglossia. Among patients presenting a mature type of swallowing 58.7% had a normal length of the frenulum; (4) Conclusions: 1.A shortened tongue frenulum correlates with “infantile swallowing pattern”. 2. Moderate or severe ankyloglossia significantly limits tongue mobility. 3. Short tongue frenulum is related to speech disorders.

Electric energy is one of the driving forces in every country. The supply of electrical energy continues to present various challenges, such as high costs associated with procuring raw materials for generation, sparsely populated areas that are not connected to the main grid, and the need for infrastructure to support generation and network delivery. These challenges have contributed to the growing adoption of renewable energy sources, particularly solar photovoltaics (PV).In this study, we have developed a practical method to assess the spatial PV potential in a selected urban area. The methodology combines data collected from an unmanned aerial vehicle (UAV) photogrammetry, Geographic Information System (GIS), and the energy output from three remote photovoltaic systems installed at different locations. The results obtained from this approach not only provide the energy generated per square meter, per year (kWh m-2 yr-1), but also provides a base to calculate the potential distance that electric cars could travel based on the energy generated. To illustrate the application of this method, two practical cases were selected: Senglea, Malta, and Munxar, Gozo. These examples highlight the versatility and effectiveness of our approach for evaluating and harnessing solar energy through photovoltaic panels in different contexts.

It is shown by numerical modelling that anisotropic diffusion can compensate and even overcome diffusion broadening - the main limiting factor of devices working at atmospheric pressure. The thickness of ion clouds coming out of the ionisation chamber is reduced ~ 1000 times in the ADMA inlet increasing the resolution. This finding has a great potential that enables construction of a device with resolution close to that of currently available desktop ion separation devices – high pressure mass spectrometers, but with much lower cost of manufacture and with smaller dimensions. Comprehensive numerical modelling along with mathematical analysis of physical concepts enables reduction of the footprint and manufacturing costs. Modelling determined that the resolving power (RP) potential of the ADMA is greater than the RP of currently available on the market devices for the airport security market. The ADMA technology enables very fast detection of threats; at least 100 times faster than currently used in Ion Mobility Spectrometers (IMS). This potentially allows an increase in passenger throughput in airports.

A major obstacle faced by nanopore-based polymer sequencing and analysis is the high speed of translocation of an analyte (nucleotide, DNA, amino acid (AA), peptide) through the pore; the rate currently exceeds available detector bandwidth. Except for one method that uses an enzyme ratchet to sequence DNA, attempts to resolve the problem satisfactorily have been largely unsuccessful. Here a counterintuitive method based on reversing the pore voltage, and, with some analytes, increasing their mobility, is described. A simplified Fokker-Planck model shows a significant increase in translocation times for single nucleotides and AAs (up from ~10 ns to ~1 ms). More realistic simulations show that with a bi-level positive-negative pore voltage profile all four nucleotides in DNA (dAMP, dTMP, dCMP, and dGMP) and the 20 proteinogenic amino acids can be trapped inside the pore long enough for detection with bandwidths of ~1-10 Khz.

In central Senegal malaria incidences have declined from 2000 to 2010 in response to scaling-up of control measures and then remained stable, making elimination improbable. Additional control measures are needed to reduce transmission. We simulated chemoprophylaxis interventions targeting malaria hotspots, using a meta-population mathematical model based on differential equation framework and incorporating human mobility. The model was fitted to weekly malaria incidences from 45 villages. Three approaches for selecting intervention targets were compared: a) villages with malaria cases during the low transmission season of the previous year; b) villages with highest incidences during the high transmission season of the previous year; c) villages with highest connectivity with adjacent populations. Our modeling, considering human mobility, showed that the intervention strategies targeting hotspots would be effective in reducing malaria incidence in both targeted and untargeted areas. But whatever the intervention, pre-elimination stage (1-5 cases per 1,000 per year) would not be reached without simultaneously increasing vector control by more than 10%. Targeted interventions allow increasing overall malaria control and elimination potential.

In Bangladesh, microcredit program has been in function for almost half a century. Though popularly termed as a tool for poverty alleviation and women empowerment, criticism about microcredit program’s actual effectiveness isn’t new. This study attempts to evaluate the impact of such programs by measuring borrowers’ social mobility. Using a multidimensional approach, indicators like household income, economic susceptibility, living conditions, consumption pattern, children’s education, healthcare facilities, women’s participation in decision-making were taken into account for measurement. Quantitative method was used. Based on a non-probability sampling, 107 microcredit borrowers were selected for conducting interview schedules who live in a rural, a semi-urban and an urban area. Statistical analysis of data reveals that those who have been taking loans for several number of years have all managed to increase their income level to a variety of extent, but only those have gained some sort of mobility who have been taking loans for more than 4-5 years and have taken 5 times or more. Few of them have actually moved from microcredit to become a microfinance client by taking bigger amount of loans and having savings. Positive responses about the indicators being used in the study were found among the handful of those who have mobilized significantly. In true sense, most of the borrowers are stuck at the bottom end of socio-economic ladder and are struggling to manage a better living standard.

To improve accessibility, this article describes a static, four-legged, walker that can be constructed from materials and fasteners commonly available from hardware stores coupled by open-source 3-D printed joints. The designs are described in detail, shared under an open-source license, and fabricated with a low-cost open-source desktop 3-D printer and hand tools. The resulting device is loaded to failure to determine the maximum load that the design can safely support in both vertical and horizontal failure modes. The experimental results showed the average vertical failure load capacity was 3680±694.3N, equivalent to 375.3±70.8kg of applied weight with the fractured location at the wood dowel handlebars. The average horizontal load capacity was 315.6±49.4N, equivalent to 32.2±5.1kg. The maximum weight capacity of a user of 187.1±29.3kg was obtained, which indicates the open-source walker design can withstand the weight requirements of all genders with a 95% confidence interval that includes a safety factor of 1.8 when considering the lowest deviation weight capacity. The design has a cost at the bottom of the range of commercial walkers and reduces the mass compared to a commercial walker by 0.5kg (19% reduction). It can be concluded that this open-source walker design can aid accessibility in low-resource settings.

The analysis of the human movement patterns based on the mobile network data makes it possible to examine a very large population cost-effectively, and led to several discoveries about human dynamics. However, the application of this data source is still not common practice. The goal of this study was to analyze the commuting tendencies of the Budapest Metropolitan Area using mobile network data and propose an automatized alternative to the current, questionnaire-based method. Commuting is predominantly analyzed by the census, but that is performed only once in a decade in Hungary. To analyze commuting, the home and the work locations of the subscribers are determined based on their appearances during and outside the working hours. The home locations were compared to census data at a settlement level. Then, the settlement and district level commuting tendencies were identified and compared to the findings of census-based sociological studies. It has been found that commuting analysis based on mobile network data strongly correlates with the census-based findings, even though home and work locations have been estimated by statistical methods. All the examined aspects, including commuting from sectors of the agglomeration to the districts of Budapest and demographic distribution of the commuters, show that mobile network data can be an automatized, fast, cost-effective, and relatively accurate way of commuting analysis, that could provide a powerful tool to the sociologists interested in commuting.

The increase in greenhouse gas emissions fosters the transport sector towards new technological perspectives on personal mobility. Addressing sustainable mobility through electric micromobility requires interdisciplinary design research methods and approaches. In the context of the LEONARDO project, funded under the Horizon 2020 framework, the paper addresses a critical literature review on the design thinking, design research models, tools, and mixed methods to be undertaken for driving product mobility innovation in a cross-disciplinary context. Following the “research through design” research strategy, the authors applied the Double-Diamond design thinking model to frame the design research process in 4 phases, aligning with 3 general objectives, 12 specific research objectives, and 24 tasks, supported by a total of 71 mixed methods and tools. As a result, the transdisciplinary process provides a co-designed energy-efficient stand-alone microvehicle and a scalable interdisciplinary design model for urban transport product innovation. In conclusion, this case study suggests the value of the Double-Diamond design thinking model as a design research instrument capable of addressing sustainable mobility and guiding interdisciplinary design research, design practice, and education in the Industrial Engineering and Design disciplinary sectors.

Mobility hubs (MHs), where various transport modes converge, are increasingly being implemented as a key policy strategy to promote sustainable travel behavior. The existing literature is rich with proposals for various types of MHs and their suitable siting locations. However, studies comparing the role of land use patterns on the performance of different types of MHs are scarce. This study aims to fill this gap by analyzing transit patronage and active mode share as performance indicators of MHs. It compares the effects of land use patterns on the performance of different types of MHs classified by the nature of transport integration (e.g., train-tram-bus, train-tram, and train-bus) in different contexts (e.g., city center and suburb) in the Greater Melbourne Area, Australia. Results show that MHs, irrespective of their type, significantly enhance the use of both transit and active transport services compared to a unimodal train station, with maximum usage observed in a train-tram-bus hub, followed by train-tram and train-bus hubs. However, the underlying land use patterns significantly affect their performance. While the size of commercial land use consistently and positively influences transit patronage across MH types, certain land use patterns (e.g., intersection density, cultural centers, care facilities) exert their influence in specific types of MHs. These findings suggest that MH typologies should be designed in tandem with supportive land uses to maximize sustainable travel behavior.

Despite inclusive design focusing on improving environmental accessibility for mobility aid (MA) users, it often fails to ensure true inclusivity due to mismatches between interventions and user perceptions. Therefore, understanding mobility aids users' perceptions of inclusivity is essential for advancing disability studies and design, as it highlights key interventions for more effective practices. This study aims to explore perceived inclusivity in MAs usage and identifies gaps in users' needs, classifying their needs and offering recommendations to meet them. First, the DARE-Inclusive Design Framework was used to develop interview guidelines and interpret results. Next, semi-structured, in-depth interviews were conducted with 12 experienced physiotherapists in Iran, and finally, an inductive thematic analysis was used to identify and present themes. Four themes were identified: 1. Perceived Financial Value: Assessing Worth, 2. Objective Enhancements: Optimizing Environments and MAs, 3. Subjective Enhancements: Trustworthiness, Support, and Hope, and 4. Contextual Factors: Interpretations and Representations. The four interconnected themes provide guidelines for inclusivity-oriented interventions, emphasizing financial assessment, high-tech integration, and aesthetic and symbolic considerations in mobility aid design. Physiotherapists can also mediate emotional responses and enhance inclusion during rehabilitation. Additionally, social context and disability etiology impact users' acceptance and use of MAs.

This manuscript presents a study on the spatial relationships between bike accidents, the built environment, land use, and transportation network characteristics in Budapest, Hungary using Geographic Weighted Regression (GWR). The sample period included bike crash data between 2017 and 2022. The findings provide insights into the spatial distribution of bike crashes and their severity, which can be useful for designing targeted interventions to improve bike safety in Budapest and be useful for policymakers and city planners in developing effective strategies to reduce the severity of bike crashes in urban areas. The study reveals that the built environment features, such as traffic signals, road crossings, and bus stops, are positively correlated with the bike crashes index, particularly in the inner areas of the city. However, traffic signals have a negative correlation with the bike crash index in the suburbs, where they may contribute to making roads safer for cyclists. The study also shows that commercial activity and PT stops have a higher impact on bike crashes in the northern and western districts. The GWR analysis further suggests that one-way roads and higher speed limits are associated with more severe bike crashes, while green and recreational areas are generally safer for cyclists. Future research should be focused on the traffic volume and bikes trips’ effects on the severity index.

With its sights set on sustainable development, transport policy finds itself confronted with the challenge of convincing people to abandon the current path of growth and instead use small, slower vehicles with a reduced range in the future. The problem with this goal is that people's mental structures are shaped by the car ensconced in their heads. Thinking in other terms hardly seems possible; moreover, many of the products classified as vehicles, but smaller in scale than the "car" and that already exist, remain unknown, nor can they be tried out - they are quite literally nowhere to be seen. In light of this situation, the German Federal Environmental Foundation has commissioned a feasibility study to explore the establishment of a World of Experience (Erlebniswelt) of sustainable urban mobility - the EcoMobileum®. Here, the aim is to open up the horizons of a new culture of mobility in order to get people excited about the transformation of mobility.

Electric mobility begins to enter East-African markets. This paper aims to investigate what policy level solutions and stakeholder constellations are established in the context of e-mobility in Dar es Salaam, Kigali, Kisumu and Nairobi and in which ways they attempt to tackle implementation of electric mobility solutions. The study employs two key methods including content analysis of policy and programmatic documents as well as interviews based on purposive sampling ap-proach with stakeholders involved in mobility transitions. The study findings point out that transport operators and their representative associations are less recognized as major players in the transition, far behind new e-mobility players (start-ups) and public authorities. The study further indicates that a set of financial and technical barriers persist such as high upfront invest-ment costs in vehicles and infrastructure, or anxieties regarding competitiveness with fossil fuel vehicles, that constrain the uptake of such private e-mobility initiatives. This study concludes by identifying current gaps that need to be tackled by policy makers and stakeholders in order to implement inclusive electric mobility in East-African cities, considering modalities that include transport providers and address their financial constraints.

The COVID-19 pandemic caused by SARS-CoV-2 poses a devastating threat to human society in terms of health, economy and lifestyle. Establishing accurate and real-time models to predict and assess the impact of the epidemic on the economy is instructive. We have designed a new model to quantitatively assess the impact of the COVID-19 on the economy of China’s mainland. The nominal GDP in the Q1 of 2020 that we predicted for China’s mainland with the Baidu Mi-gration Data is RMB 20,785.7 billion, which is less by 3.59% than that in 2019. The estimated val-ue is confirmed roughly by the official report released in April 17, 2020 (RMB 20,650 billion, 6.8% year-on-year declined). Strict control measures during the epidemic have greatly reduced Chi-na's economic activity and had a serious impact on the country's economy. Orderly promotion of population mobility plays a decisive role in economic recovery.

The prevention, mitigation and treatment of movement impairments, ideally, requires early diagnosis or identification. As the human movement system has physiological and functional redundancy, movement limitations do not promptly arise at the onset of physical decline. A such, prediction of movement limitations is complex: it is unclear how much decline can be tolerated before movement limitations start. Currently, the term ‘homeostatic reserve’ or ‘physiological reserve’ is used to refer to the redundancy of the human biological system, but these terms do not describe the redundancy in the muscle architecture of the human body. The result of functional redundancy is compensation. Although compensation is an early predictor of movement limitations, clear definitions are lacking and the topic is underexposed in literature. The aim of this article is to provide a definition of compensation and emphasize its importance. Compensation is defined as an alteration in the movement trajectory and/or altering muscle recruitment to complete a movement task. Compensation for capacity is the result of a lack in neuromusculoskeletal reserve, where reserve is defined as the difference between the capacity (physiological abilities of the neuromusculoskeletal system) and the task demand. Compensation for movement objectives is a result of a shift in weighting of movement objectives, reflecting changing priorities. Studying compensation in biomechanics requires altered protocols in experimental set-ups, musculoskeletal models that are not reliant on prescribed movement, and inclusion of alternative movement objectives in optimal control theory.

Background and objectives: Patients with multiple sclerosis (MS) have many potential factors (spasticity, immobilization, glucocorticoids use) which can deteriorate the anthropometrical status and body composition and may have the potential impact on the functional mobility and basic motor skills improvement after physiotherapy. The aim of the study was to assess the functional mobility and basic motor skills in patients with MS and to correlate them with disability and anthropometrical status and body composition parameters. Materials and Methods: Timed Up-and-Go test (TUG), and six-minute walk test (6MWT) were performed in 36 patients with MS before and after 4 weeks of physiotherapy. Body mass index (BMI), waist to height ratio (W/HtR), and waist-to-hip ratio (WHR) were assessed in this group. Body composition was evaluated by bioelectrical impedance analysis (BIA) and fat mass (FAT), fat free mass (FFM), total body water (TBW) and predicted muscle mass (PMM) were expressed as percentage of body mass. Clinical status was assessed by EDSS and AI scales. Results: After physiotherapy, there was a significant improvement in functional mobility and basic motor skills assessed by total distance in 6MWT (p<0.001) and in TUG trials (p<0.001). Positive significant correlations were found between the results obtained in both tests (either before and after physiotherapy) vs. FFM, TBW and PMM, whilst worse results in functional mobility and basic motor skills correlated significantly with higher WHtR, WHR and FAT (p<0.05). Clinical status (EDSS) were significantly related to the WHtR and body composition parameters with the same manner as the results in the either 6MWT and TUG. However, there were no significant relationships between BMI vs. either clinical status (EDSS, AI) and functional mobility tests results in patients with MS. Conclusions: Functional mobility and basic motor skills may be significantly improved during the physiotherapy, but they are related to the anthropometrical status and body composition of MS patients. Moreover, disability status is also significantly related to this parameters. Body composition deterioration seems to be the important target for the therapeutic intervention in MS patients. For proper nutritional status assessment in patients with MS, body composition analysis or WHtR instead BMI should to be used.

A key concern in an ageing society is citizens’ mobility. As populations age, disability impairments can affect active ageing, health-related wellbeing and quality of life. In this paper, we present the on-going research project SeriousGiggle—Game-based learning for triggering active ageing. Its goal is to assess the potential of game-based learning for active ageing and contribute to a sense of wellbeing and quality of life. It also seeks to improve the mobility of older adults by creating a set of journey plans with route guidance that are rated in terms of safety, community support, environment and age-friendliness. Drawn on our field work with 33 co-designers, 40 end users and 10 semi-structured interviews with Subject Matter Experts, we identify a set of necessary design requirements to an Age-friendly Playable City. This study recommends the use of gamification and playful techniques to engage the end-users to provide information about local traffic signs, pavement conditions, wayfinding and, therefore, help to create route guidance and walking assistance that are personalized to older adults’ context in terms of location, travel fitness, mobility impairments and motivations.

Graphene oxide (GO), nanographene oxide (nGO) and partially reduced graphene oxide (rGO) have been studied as possible foam stabilizing agents for CO₂ based enhanced oil recovery (EOR). GO was able to stabilize CO₂/synthetic sea water foams. rGO was not able to stabilize foams likely due to the high reduction degree of the material. Particle size had a strong influence on foamability and stability. GO hydrophilicity increased as the particle size decreased and no foams were created when particle size was below 1 µm (nGO). GO brine dispersions showed immediate gel formation, which improved foam stability. Particle growth due to layer stacking was also observed. This mechanism was detrimental for foam formation and stabilization. nGO dispersed in synthetic sea water rapidly formed hydrogels and was not filterable. This work indicates that the particles studied are not suitable for CO₂ EOR purposes.

Active ageing is defined as the process of optimizing opportunities for physical, social and mental health to enable older people to take an active part in society without discrimination and to enjoy an independent and good quality of life. The World Health Organization assumed this as a process for increasing and maintaining an individual’s participation in activities to enhance his/her quality of life. In this survey, the authors addressed the following question: “Is assistive technology (AT) for mobility contributing to enhancement of lifelong capacity and performance?”. From June 2015 until February 2016, 96 community dwelling adults, AT users for mobility (powered wheelchairs, manual wheelchairs, lower limb prostheses, walkers, crutches and canes), aged 45-97, mean 67.02 +/- 14.24 years old, 56.3% female, were interviewed using the Psychosocial Impact of Assistive Devices Scale (P-PIADS), the Activities and Participation Profile related to Mobility (APPM) and demographics, clinical and questions about AT use and training. The participants’ profiles revealed moderate limitation and restrictions in participation, measured by the APPM (2.03). Most participants showed positive impact of AT; average scores obtained from the P-PIADS subscales were: Self-esteem 0.62, Competency 1.11 and Adaptability 1.10. P-PIADS total was 0.96, with the powered wheelchair users scoring the highest (1.53) and the walker users scoring the lowest (0.73). All subscales and P-PIADS total were positively correlated with the activities and participation profile. There was no relation between age and the psychosocial impact of AT or activities and participation profile. These results encourage the authors to follow these participants up for a lifelong intervention. To accomplish that aim, currently, the protocol is implemented at the AT prescribing centers in Coimbra, Portugal in order to assess the impact of AT on participation in society, one of the domains of the Active Ageing Index, a new analytical tool to help policy makers in developing policies for active and healthy ageing.

Physical inactivity is a leading risk factor for non-communicable diseases. Climate change is now regarded as the biggest threat to global public health. Electric micromobility (e-micromobility, including e-bikes e-cargo bikes and e-scooters) has the potential to simultaneously increase people’s overall physical activity while decreasing greenhouse gas emissions where it substitutes for motorised transport. The ELEVATE study aims to understand the impacts of e-micromobility, including identifying the people, places and circumstances where they will be most beneficial in terms of improving people’s health while also reducing mobility-related energy demand and carbon emissions. A complex mixed methods design collected detailed quantitative and qualitative data from multiple UK cities. First, a nationally representative (n=2000), city-wide (n = 1200) and targeted study area surveys have collected data on travel behaviour, levels of physical activity, vehicle ownership and use as well as attitudes towards e-micromobility. Then, to provide insights on an understudied type of e-micromobility, 49 households have been recruited to take part in e-cargo bike one-month trials. Self-reported data from participants are validated with objective data using methods such as GPS trackers and smartwatches recording of routes and activities. CO₂ impacts of e-micromobility use are also calculated. Participant interviews provided detailed information on preferences, expectations, experiences, barriers and enablers of e-micromobility.

This article introduces an analytical framework that interprets individual measures of entropy-based mobility derived from mobile phone data. We explore and analyze two widely recognized entropy metrics: random entropy and uncorrelated Shannon entropy. These metrics are estimated through collective variables of human mobility, including movement trends and population density. By employing a collisional model, we establish statistical relationships between entropy measures and mobility variables. Furthermore, our research addresses three primary objectives: firstly, validating the model; secondly, exploring correlations between aggregated mobility and entropy measures in comparison to five economic indicators; and finally, demonstrating the utility of entropy measures. Specifically, we provide an effective population density estimate that offers a more realistic understanding of social interactions. This estimation takes into account both movement regularities and intensity, utilizing real-time data analysis conducted during the peak period of the Covid-19 pandemic.

Decarbonization of air mobility requires the decarbonization of its energy. While biofuels will play an important role, other low carbon energy carriers based on electricity are considered: battery electrification, liquid hydrogen (LH₂) or eFuel, a hydrogen-based energy carrier. Each energy carrier has its own conversion steps and losses and its own integration effects with the aircraft. These combinations lead to different energy requirements and must be understood to compare their cost and CO₂ emissions. Since they are all electricity-based, this study compares these energy carriers using the well to rotor methodology when applied to a standard Vertical Take-Off and Landing (VTOL) air mobility mission. This novel approach allows one to understand that the choice of the energy carrier dictates the propulsive system architecture, leading to integration effects with the aircraft which can significantly change the energy required, from 400 to 2665 kWh for the same mission. These deviations lead significant differences in CO₂ emissions and costs. Battery electrification is impacted by the battery manufacturing but has the lowest electricity consumption. It is an optimum solution but only until the battery weight can be lifted. In all scenarios eFuel is more efficient than LH₂. We conclude that carrying the most efficient molecule in an aircraft pays the extra energy cost spent on the ground. Finally, we found that for each of these energy carriers, it is the electricity carbon intensity and price which will dictate the cost and CO₂ emissions of an air mobility mission.

In the last decade, with the increased concerns about the global environmental situation, attempts have been made to promote the replacement of fossil fuels with sustainable sources. For transport, which accounts for around a quarter of total greenhouse gas emissions, meeting climate neutrality goals will require replacing existing fleets with electric or hydrogen propelled vehicles. This research addresses the problem of transport fleet renewal by proposing a multi-criteria decision-making approach, taking into account the multiple propulsion technologies currently available and the objectives of the EU Green Deal, as well as the uncertainty related to the technological scenario, in a generalized Life Cycle framework. The proposed approach, based on the TOPSIS model, demonstrates how the optimality of the choice is related to the different technological scenarios and to the risky attitude of the decision maker. The proposed methodology is finally validated against a practical case referred the strategic fleet renewal decision process, and the results obtained demonstrate how the decision maker’s perception about the technological evolution of the propulsion technologies influences the decision process, thus leading to different optimal choices.

The COVID-19 pandemic brought about a significant change in mobility habits within cities, with a significant decrease in the use of collective urban transport that has only been partially and unevenly reversed. To recover the previous rates of use, many cities are analyzing which characteristics of the urban transport network are hindering this recovery process in order to design actions to promote sustainable mobility. This article shows a study carried out in the city of Almería (Spain), where the operation variables of the municipal bus network have been analyzed (frequency, average vehicle occupancy, length of the lines, urban or suburban character, circularity, nodality or intermodality) to detect what aspects are more determinant on the number of users recovered. The results show that the lines that have recovered the most users in average are suburban lines, as well as the nodal lines that serve key centroids such as the university. Thus, the dependence of users on public transport would be the most important determinant in recovery, more than other variables representative of the service´s intrinsic quality. This result shows that, without compromising the necessary quality of the service, the restrictions on less sustainable transportation alternatives will be those that, to a greater extent, allow for the prompt recovery of the space lost by urban public transportation.

This work reports the first nanocrystalline SnON (7.6 % Nitrogen content) n-type nanosheet Field-Effect Transistor (nFET) with transistor’s effective mobility (µeff) as high as 357 and 325 cm2/V-s at electron density (Qe) of 5×1012 cm-2 and ultra-thin body thickness (Tbody) of 7 and 5 nm, respectively. At the same Tbody and Qe, these µeff values are significantly higher than single crystalline Si, InGaAs, thin-body Si-on-Insulator (SOI), two-dimensional (2D) MoS2 and WS2. New discovery of slower µeff decay rate at high Qe than SiO2/bulk-Si universal curve was found, owing to one order of magnitude lower effective field (Eeff) by more than 10 times higher dielectric constant () in channel material, which keeps the electron wave-function away from the gate-oxide/semiconductor interface and lowers the gate-oxide surface scattering. In addition, the high µeff is also due to the overlapped large radius s-orbitals, low 0.29 mo effective mass (me*) and low polar optical phonon scattering. SnON nFETs with record-breaking µeff and quasi-2D thickness enable potential monolithic three-dimensional (3D) integrated circuit (IC) and embedded memory for 3D biological brain-mimicking structures.

Luminophores featuring thermally activated delayed fluorescence (TADF luminophores) are the workhorse of the third- and fourth-generation OLEDs. While these compounds had usually been used as dopants embedded in the host, non-doped TADF OLEDs have recently shown significant progress as well reaching the performance comparable to the host-dopant ones. For efficient operation of the non-doped OLEDs, charge transport in neat films and single crystals of TADF luminophores is important; however, this issue was nearly unexplored theoretically. In the current study, we calculated charge mobilities in four TADF single crystals, which have different molecular packing motifs. Specifically, in one of them both donor and acceptor moieties form uniform π-stacks, while in the others donors (acceptors) show alternating lateral shifts along the stacks; the difference in molecular packing results in the difference of transfer integral between the molecules. Reorganization energies differ as well up to four times for the studied crystals. As a result, charge mobilities vary from 0.001 to ~0.3 cm2/(V∙s), the largest being predicted for the crystal of the luminophore consisting of rigid donor and acceptor. We anticipate that the results obtained can be useful for the design of TADF luminophores for non-doped OLEDs, OLETs and other organic light-emitting devices.

Automated vehicles (AVs), which are expected to enter the market within the near future, represent the current frontiers in mobility and urban planning. AVs are assumed to bring substantial benefits to cities in many aspects. The present study attempts to investigate this broad assumption by conducting a literature review on the possible implications of AVs in cities as well as synthesizing the current state of practice of AV pilots to detect trends in their deployment. In this paper, literature findings on AVs’ implication on vehicle ownership, mobility, land use as well thirteen uses cases were synthesized to capture the big picture of them in cities. The findings showed that, in the AV pilots, the operation of AVs is limited to routes stretching less than 3.5km and an operation speed of less than 18km/h; low speed has been one of the main concerns of the participating passengers to use them for daily trips. The results also revealed that although shared AVs are expected in urban mobility, private ownership will stay competitive since vehicle ownership has been a socio-cultural identity in the history of automobiles. The findings also underlined that the potential influence of AVs on active mobility is still unclear as the AVs have not been introduced on a larger scale. Regarding AVs’ impact on land use, their introduction results in the effective use of space, but they will cause suburbanization in the long term.

In many countries, governments have implemented non-pharmaceutical techniques to limit COVID-19 transmission. Restricting human mobility is one of the most common interventions, including lockdown, travel restrictions, working from home, etc. However, due to the strong transmission ability of the virus variants, further rounds of interventions, including a strict lockdown, are not considered as effective as expected. The paper aims to understand how the lockdown policy and pandemics changed human mobility in the real scenario. Here we focus on understanding the mobility changes caused by compliance with restrictions and risk perceptions, using the mobility index from the Google report during three strict lockdown periods in Leeds, the largest city in the county of West Yorkshire, England from March 2020 to March 2021. The research proposed the time-varying z-scores and Principal Component Analysis (PCA) to simulate how local people dynamically process and perceive health risk based on multi-dimensional daily COVID-19 reports first. Further modelling highlights exponentially increasing policy non-compliance through the duration of lockdown, probably attributable to factors such as mental anxiety and economic pressures. Finally, the proposed nonlinear regression model examines the mobility changes caused by the population's dynamic risk perceptions and lockdown duration. The case study at Leeds fits data well and shows that the third lockdown policy took effect much slower than the first. At the same time, the negative impact of the epidemic on population mobility decayed 40% in the third lockdown period in contrast with the first lockdown. The risk perception estimation methods could reflect that the local population became increasingly accustomed to the COVID-19 situation, and local people rationally evaluated the risks of COVID in the third lockdown period. The results prove that simulated risk perceptions and policy decay could explain urban mobility behaviour during the mobility well during lockdown periods, which could be a reference for future decision-making processes.

This study analyzes the relationship between the spread of the SARS-CoV-2 virus (COVID-19) and the mobility patterns of the Portuguese population. By reducing mobility, the idea is that contacts are reduced, countering the spread of the virus in the community. As an indicator of the spread of the virus, the reproduction number (Rt) was used. Data from Google's Community Mobility Reports was used to evaluate changes in mobility patterns. This report uses location data from Android mobile phone users. The locations are divided into retail and recreation, grocery and pharmacy, parks, transit stations, workplaces and residential. In this year of the COVID-19 crisis in Portugal, population mobility patterns have changed over the various phases of the pandemic. At first, all mobility was affected uniformly, with the population avoiding much of the activity outside the home. In a second phase, there was some adaptation, and the areas considered to be of lower risk had less impact, emphasizing the changes in the relationship between daily life and the workplace.

Studies on human mobility have a long history with increasingly strong connections to multi-disciplines across social science, environmental science, information and technology, computer science, engineering, and health science. However, what is lacking in the current research is a summary of studies on human mobility to identify the evolutional pathway and future research directions. To address this gap, we conduct a systematic review of human mobility-related studies published from 1990 to 2020. Drawing on the selected publications retrieved from the Web of Science, we conduct a bibliometric analysis and network visualisation by CiteSpace and VOSviewer on publication years and numbers, authors and their countries and afflictions, citations, topics, abstracts, keyword, and journals. Our findings show that human mobility-related studies have become increasingly interdisciplinary and multi-dimensional, enhanced by the involvement of multi-source big data, the development of technologies, the innovation of modelling approaches, and the novel applications in various areas. We also summarise four future research directions proposed by top cited authors and mobility studies, in terms of data sources, modelling methods, applications, and technologies. We advocate in-depth research on human mobility to address real-world problems and contribute to social good as promising future orientations through integrating multi-source big data and advanced modelling methods facilitated by artificial intelligence, and machine and deep learning.

This chapter is written for the welfare of the society, questioning and enlightening the effects of the increment or decrement in the percentage of quality of air causing pollution due to the rise in the traffic post-lockdown due to COVID-19 in metro cities, specifically in Delhi. In this chapter, we address the question about people's preference in moving in the shared taxis to their workplaces or their reluctance and denial of the idea of moving in the shared vehicle because of the fear of getting infected. The sensitivity of the situation will compel the people to move in a single occupied vehicle (SOV). The rise in the number of vehicles on the roads will result in traffic jams and different kinds of pollution where people battling with the pandemic will inevitably get exposed to other health-related issues. We use a BPR (Bureau of Public Roads) model to combat this issue endangering the environment and public health. We exploit the BPR function to relate average travel time to the estimated number of commuters travelling by car. We collect mode share data from the NITI Ayog, the State Resource Centre and other authentic sources, which gives unique figures of the impact of shared mobility in India and how, in its absence, various sectors will get affected. Using the given data and the BPR, we evaluate increased vehicle volumes on the road if different portions of transit and carpool users switch to single-occupancy vehicles and its effect on multiple other factors. Based on the study of densely populated city, Delhi, we predict that cities with significant transit ridership are at risk for extreme traffic and pollution unless transit systems can resume safe with effective protocols.

Abstract The aim of our study is to analyse the perception of the families and concerned social workers. The research was conducted in an underprivileged and disadvantaged microregion in North Hungary. The main focus was the perception on the available health, educational, child welfare and social services and supports. The starting point was to enquire the target group’s knowledge of these services. The study examines the extent to which social work is able to provide support to disadvantaged, marginalized families with children, and the way how the dysfunctional operation of the system contributes to the perpetuation of the clients’ life conditions. Analysing the quality of these services and supports is crucial to understand the social mobility chance of the children living in this microregion. The results show that without capability and talent development for the children and given the lack of welfare services, the mobility chance and opportunities of these families are extremely low in Hungary.

According to the changed operative conditions due to lockdown and successive reopening a number of facts can be analysed. The main effects have been detected on: mobility, environment, social media and people flows. While in this first report only mobility, transport and environment are reported. The analysis performed identified a strong reduction of the mobility and transport activities, and in the pollutants. The mobility reduction has been assessed to be quite coherent with respect to what has been described by Google Global mobility report. On the other hand, in this paper a number of additional aspects have been put in evidence providing detailed aspects on mobility and parking that allowed us to better analyze the impact of the reopening on an eventual revamping of the infection. To this end, the collected data from the field have been compared from those of google and some considerations with respect to the Imperial college Report 20 have been derived. For the pollutant aspects, a relevant reduction on most of them has been measured and rationales are reported.

Anthropogenic change is associated with population growth, land use change, and changing economies. However, internal migration patterns and armed conflicts are also key drivers behind anthropogenic and demographic processes. To better understand this sort of change, we explore the spatial relationship between forced migration due to armed conflict and changing demographic factors in Colombia, a country which has a recent history of 7 million internal migrants. In addition, we use remote sensing, Google Earth Engine, as well as spatial statistical analyses of demographic data in order to measure anthropogenic change between 1984 and 2008; and we look into spatiotemporal relationships between both demographic and anthropogenic changes, which are caused by forced migration. We find, thus, that the latter is significantly and positively related to an increasing rural-urban kind of migration which originates in armed conflict, and results show that it is also negatively associated with interregional expulsion. Indeed, anthropogenic prints (term hereafter used to denote changes in nighttime satellite imagery) pertaining to different regions have had different sensitivities towards forced migration, and across different time periods. Finally we discuss how social and political phenomena such as Colombia’s armed conflict can have significant effects on the dynamics and motions of humans and territories in countries of the Global South.

In our paper, we develop the hypothesis of a general call for high mobility and discuss the consequences of it. First, we examine the contemporary social representations of mobility, looking for a definition of what is seen as being properly mobile. We will then show how intertwined social representations of space and time result in the prevalent vision of an inevitable and constant mobility. Next, we will thus discuss the importance of seeing mobility as much more than its material facet. Our third step will be to propose a formalisation of the contemporary requisite for mobility. Through four imperatives (activity, activation, participation, adaptation), the mobilitarian ideal requires each person and organisation to be constantly active, mobile, flexible, networking, etc. We argue that, today, we are all meant to be highly mobile. We will illustrate this point with the example of the parliamentary documents of the Belgian Prison Act (2005) in which prison is open and porous, good inmates are described as dynamic individuals on the move and the legitimate penitentiary system is a paradoxical mobilisation system. We will conclude by discussing the need to reshape our vision of the prison, considering its apparently paradoxical relation with mobility.

Functional mobility assessments (i.e., Timed Up and Go) are commonly used clinical tools for mobility and fall risk screening in the aging population. In this work, we proposed a new Mixed Reality (MR)-based assessment that utilized a Microsoft HoloLens^TM headset to automatically lead and track the performance of functional mobility tests, and subsequently evaluated its validity in comparison with reference inertial sensors. Twenty-two healthy adults (10 older, 12 young) participated in this study. An automated functional mobility assessment app was developed based on the HoloLens platform. Mobility performance was recorded with the headset built-in sensor and validated with reference inertial sensor (Opal, APDM) taped on the headset and lower back. Results indicate vertical kinematic measures by HoloLens was in good agreement with the reference sensor (Normalized RMSE ~ 10%). Additionally, the HoloLens-based test completion time was in perfect agreement with clinical standard stopwatch measure. Overall, our preliminary investigation indicates that it is possible to use an MR headset to automatically guide users to complete common mobility tests with good measurement accuracy, thus it has great potential to provide objective and efficient sensor-based mobility assessment.

Mobile phones have become an integral part of our lives in the last two decades, leaving a digital trace of our activities and communication. This study aims to develop a data processing framework to evaluate human mobility and socioeconomic status based on call detail records. The methodology proposed first calculates radius of gyration and entropy for each user, then estimates the socioeconomic status by the price and age of the subscribers' phones. Finally, an unsupervised machine learning algorithm was used to group the cells into clusters based on their mobility and socioeconomic metrics. The research showed differences between Buda and Pest during a large scale social event using mobile phone ages and prices. Additionally, the clustering results revealed homogenous groups of cells around Budapest, with similar mobility and socioeconomic metrics. The main conclusion is that mobile network data combined with mobile phone properties offer a useful tool for characterising urban mobility and socioeconomic status.

Electric moped scooter sharing services have recently experienced strong growth rates, particularly in Europe. Due to their compactness, environmental-friendliness and convenience, shared e-mopeds are suitable modes of transport in urban mobility to help reduce the environmental impact. However, its traffic-related, economic and environmental effects are merely represented in academic research. We used passenger car traffic data in Berlin generated by the multi-agent transport simulation framework MATSim to develop a python-based simulation, resembling an e-moped sharing system. Based on the results, a total cost of ownership and a life cycle assessment for fleet sizes of 2,500, 10,000 and 50,000 vehicles were conducted. The results indicate that a substantial part of all passenger car trips in Berlin can be substituted. The larger the fleet, the more and longer trips are replaced. Simultaneously, the efficiency in terms of fleet utilization decreases. The scenario with 10,000 e-mopeds offers the lowest total distance-based costs for sharing operators, whereas a fleet consisting of 2,500 vehicles exhibits the lowest environmental emissions per kilometer driven over the expected lifespan of a shared e-moped. Based on the renewable energy potential for 2050 forecasted by the German Federal Environment Agency, a significant overall decline in environmental impacts can be achieved.

Assessing handling qualities is crucial for ensuring the safety and operational efficiency of aircraft control characteristics. The growing interest in Urban Air Mobility (UAM) has increased the focus on electric Vertical Take-Off and Landing (eVTOL) aircraft; however, a comprehensive assessment of eVTOL handling qualities remains a challenge. This paper proposed a handling qualities framework to assess eVTOL handling qualities, integrating pilot compensation, task performance, and qualitative comments. An experiment was conducted, where eye-tracking data and subjective ratings from 23 participants as they performed various Mission Task Elements (MTEs) in an eVTOL simulator were recorded. The relationship between pilot compensation and task workload was investigated based on eye metrics. Data mining results revealed that pilots' eye movement patterns and workload perception change when performing Mission Task Elements (MTEs) that involve aircraft deficiencies. Additionally, pupil size, pupil diameter, iris diameter, interpupillary distance, iris-to-pupil ratio, and gaze entropy are found to be correlated with both handling qualities and task workload. Furthermore, a handling qualities and pilot workload recognition model is developed based on Long-Short Term Memory (LSTM), which is subsequently trained and evaluated with experimental data, achieving an accuracy of 97%. A case study was conducted to validate the effectiveness of the proposed framework. Overall, the proposed framework addresses the limitations of the existing Handling Qualities Rating Method (HQRM), offering a more comprehensive approach to handling qualities assessment.

This study investigates the necessity of particle asymmetry for self-propulsion in nanomotors. While conventional wisdom posits that asymmetric designs are crucial for generating phoretic forces or localized bubble propulsion, recent research suggests that symmetrical particles may also exhibit motility. To address this debate, we developed a robust workflow for synthesizing gold grafted silica nanoparticles with precise control over size and shape, enabling the direct comparison of their motile behavior by dynamic light scattering and particle tracking velocimetry. Our results indicate that the inherent asymmetry generated during isotropic gold nanoparticle deposition onto silica surfaces may enable particle motility.

This paper investigates rural mobility in the Global South using a participatory GIS approach to address the lack of mobility data. Limited rural mobility due to poor infrastructure and financial constraints hinders social and economic activities, impeding development. The study aims to explore the socio-economic impacts of limited mobility, identify software needs for data-scarce environments, and map daily mobility patterns. Fieldwork was conducted in Kenya (2022) and Nepal (2023), collecting geographic data related to mobility. The methodology included community engagement and digital mapping using the QField app for precise data collection. The study highlights the use of participatory GIS to fill data gaps, enabling more accurate mobility assessments. In Kenya, the research significantly increased the number of mapped roads and paths, providing a more realistic view of local mobility. Community engagement revealed gender-specific mobility patterns, with women facing particular challenges in daily activities. The study emphasizes the need for adaptable data models to reflect community-specific mobility needs and the integration of qualitative insights to propose effective mobility solutions. This research contributes to understanding rural mobility in the Global South and demonstrates the effectiveness of participatory GIS in overcoming data scarcity and enhancing mobility analysis.

The rapid growth of the sharing economy has propelled shared mobility to the forefront of attention. The continuous advancement of autonomous driving technology also brings new opportunities and challenges to the shared mobility market. This study comprehensively analyzes the market potential concerning autonomous vehicles (AVs) to provide shared mobility services, utilizing SWOT analysis, PESTLE analysis, and Porter’s Five Forces. The findings reveal that AVs can provide improved shared mobility services by increasing transportation safety, reducing emissions, reducing costs, enhancing traffic efficiency, and increasing customer satisfaction and the profitability of shared mobility services. However, challenges such as technological and policy uncertainties, safety concerns, high initial costs, inadequate public communication infrastructure, and the absence of standardized regulations can hinder the widespread adoption of AVs. The benefits are also restricted with a low market penetration rate of AVs. To promote AVs in the shared mobility market, this study also provides implications for AV stakeholders tailored to the evolving shared mobility market dynamics.

Examining the clustering characteristics and fluctuations within urban areas during peak hours through the lens of bike-sharing is of utmost importance in the optimization of bike-sharing systems and urban transportation planning. This investigation adopts the principles of urban spatial interaction network construction and employs streets as the fundamental units of analysis to model bike-sharing activities during morning and evening peak hours within Beijing's six central districts. Subsequent to this, a comprehensive analysis of the network's structural attributes was carried out. A walktrap method rooted in modularity analysis was introduced to discern and scrutinize the clustering patterns and characteristics of communities within the network across different temporal intervals. Empirical findings reveal a predominant usage pattern of shared bicycles for short-distance travel during both morning and evening peak hours. Notably, distinctive community structures manifest during these periods, characterized by two large communities and multiple smaller ones during the morning peak, while the evening peak showcases a single large community alongside several medium-sized and smaller ones. Moreover, the extended interaction radius points to an expanded geographic range of interactions among streets. These findings bear significant implications for the management of urban transportation, bike-sharing enterprises, and urban residents, proffering valuable insights for the optimization of bike-sharing schemes and transportation strategies.

Foot drop is a common disability in post-stroke patients and represents a challenge for the clinician. To date, Ankle Foot Orthosis (AFO) combined with conventional rehabilitation is the gold standard of rehabilitation management. AFO has a palliative mechanical action without actively restoring the associated neural function. Functional Electrical Stimulation (FES), consisting in stimulation of the peroneal nerve pathway, represents an alternative approach. By providing a FES device (Bioness L-300, BIONESS, USA) for 6 months to a post-stroke 22-year-old woman with a foot drop, our goal was to quantify its potential benefit on walking capacity. Gait parameters and the temporal evolution of the speed were collected with a specific connected sole device (Feet Me®) during the 10-meter walking, the Time Up and Go, and the 6-minute walking tests with AFO, FES or without any device (NO). As a result, the walking speed changes on 10-meters were clinically significant with an increase from baseline to 6 months in AFO and FES conditions (+0.14m-1 and +0.36m-1), without any changes in NO condition. In addition, speed decreased at about 4-minutes of the 6-minute walking test in NO and AFO conditions, while speed increased in FES conditions at baseline and after 1, 3 and 6 months. Monitoring gait speed in an endurance test after an ecological rehabilitation training program helps to examine walking performance in post-stroke patients and to propose a specific rehabilitation program depending on a fatigue threshold.

In this research, the accessibility in the footpath-level walkability condition of old core cities of India has been assessed, considering Central Kolkata, India as a case. Post-2015, after the implementation of Goal Number 11 of United Nations Sustainable Development Goals (i.e. Sustainable Cities and Communities), the significance of universal mobility has globally manifolded in the walkability sector. This research has been done in theoretical, ideological, and methodological patterns using Architectural Planning Research for promoting Universal Mobility in old Indian cities. The variables (categorical) used in this research are related to pedestrian infrastructure. The categorical variables are: 1) Building Typology of Stretch, 2) Footpath Dimensions, 3) Temporary Encroachment, 4) Permanent Encroachment, 5) Bus Stop, 6) Metro Rail Entrance, 7) Railings, 8) Storm Water Drains, 9) Public Toilet, 10) Trash Bins, 11) Street Lights, 12) Flooring, 13) Manholes, 14) Kerb, 15) Pedestrian Crossing, 16) Street Furniture, 17) Safety and Security, and 18) Additional Inclusive Features like signage. This research shows that the footpath stretches in Central Kolkata, India are inadequate in terms of ideal accessibility. In addition to this, the result of this research portrays complexities in the adaptability of accessible walkability-related considerations; thereby suggesting a new accessibility audit format for old core Indian cities for achieving Universal Mobility standards in the future. The authors also propose quantitative methods to conduct future research in the same domain.

In this research, users’ perception towards Universal Mobility in old core cities of India has been critically analyzed. Despite Universal Design guidelines from the United Nations and Union Government of India, old cities in India are seldom having Universal Mobility, in effect endangering the lifestyle of senior citizens and differently-abled people. The core of Kolkata Municipal Corporation in Kolkata, India has been considered as a case example for this research. This research has considered three types of data sets for analysis. First, the authors interviewed 310 respondents from the Indian design fraternity, with the objective of understanding their opinion on the concept of Universal Design. In the next investigative study of 125 respondents from different wards of Kolkata Municipal Corporation, the purpose was to comprehend people’s perception about walkability and mobility in an old Indian city. In the last visual survey of a stretch in Central Kolkata, the focus was identifying the hindrance in Universal Mobility in an old city core of Indian origin. Significant dissatisfaction was found in walkability amongst all user groups; which is linked to poor infrastructural conditions. Furthermore, accessing public transportation is difficult due to improper waiting facilities. However, the design fraternity in India suggests the need of separate accessibility guidelines for old and new cities in India. The design fraternity also recommends a customized rating system for accessing Universal Design. The result of this study indicates a need of recognizing the difficulty in imparting Universal Mobility in old core cities in India. This information can be used for preparing an Access Audit Checklist through Architectural Planning, which is the first step in proposing a framework for Universal Mobility in old core cities in India.

Policy induced decline of human mobility has been recognised to be effective in controlling the COVID-19 spread especially in the initial stage of the outbreak, although the relationship among mobility, policy implementation, and virus spread remains contentious. Coupling data of confirmed COVID-19 cases with Google mobility data in Australia, we present a state-level empirical study to: 1) inspect the temporal variation of COVID-19 spread and the change of mobility adherent to social restriction policies; 2) examine the extent that different types of mobility are associated with the COVID-19 spread in eight Australian states/territories; and 3) analyse the time-lag effect of mobility restriction on the COVID-19 spread. We find that social restriction policies implemented in the early stage of the pandemic controlled the COVID-19 spread effectively; the restriction of human mobility has a time-lag effect on growth rates, and the strength of the mobility-spread correlation increases up to seven days after policy implementation but decreases afterwards. The association between mobility and COVID-19 spread varies across space and time, and subjects to the types of mobility. Thus, it is important for governments to consider the degree to which lockdown conditions can be eased by accounting for this dynamic mobility-spread relationship.

Real-time estimation of the parameters characterising infectious disease transmission is important for optimization quarantine interventions during outbreaks. One of the most significant parameters is the effective reproduction number - number of secondary cases produced by a single infection. The current study presents an approach for estimating the effective reproduction number and its application to COVID-19 outbreak. The method is based on fitting SIR epidemic model to observation data in a sliding time window and allows to show real-time dynamics of reproduction number at any phase of epidemic for countries globally. Online data on COVID-19 daily cases of infections, recoveries, deaths are used.Finally, time-dependent reproduction number is explored in connection with dynamics of peoples mobility. The method allows to assess the disease transmission potential and understand the effect of interventions on epidemics spread. It also can be easily adapted to future outbreaks of different pathogens. The tool is available online as Python code from the Github repository.

Underwater wireless sensor networks (UWSN) have recently been proposed as a way to monitor and explore the water depths' environments. Efficiently delivering the data is still a challenging problem in these networks because of the weaknesses in the acoustic transmission. To tackle such a problem, we propose a novel algorithm provides controlling mechanisms for critical long-term data forwarding underwater sensor networks, called Hop by Hop Power-Efficient Routing Protocol (Hⁿ-PERP). The proposed Hⁿ-PERP is a centralized full-control model that enhances the network's throughput and energy efficiency by a set of solutions depend on power monitoring in UWSN nodes. In particular, the model provides a guaranteed mechanism for scheduling and processing data transmission based on number of nodes, hops between the nodes, energy level and congestion within each node to minimize energy levels or power consumption by avoiding disconnected probability for any node, which in turn maximizing the network lifetime. Simulation results show that our proposed model is consistent with energy level and congestion, and is more accurate for enabling routing and data transmission. Therefore, the data packet delivery ratio and overall throughput also achieves robust scenarios of very sparse or/and weak networks, to keep on Performance stability in UWSN via adjusting hop-by-hop delay and energy consumption during packages delivery.

With the widespread use of the Internet of Things, underwater control and monitoring systems for purposes such as ocean data sampling, natural disaster prevention, underwater surveillance, submarine exploration, and the like have become a popular and challenging topic in computers. So far, various topology control and routing solutions have been proposed for these networks. However, as technology expands and applications grow, so does the need for a stable underwater communication platform. On the other hand, underwater communication is associated with challenges such as node mobility, long propagation delays, low bandwidth, limited resources, and high error rates. In this research, for the first time, a topology control platform based on the RPL tree is modelled by applying its structural changes underwater. The proposed RPLUW methods in the case of RPLUWM fixed nodes are introduced to support the mobility of nodes underwater. Flexible objective functions, utilisation of decision-making systems, and application of control schedules in these methods have increased network life, reduced overhead, and increased node efficiency. The simulation results of the proposed method, in comparison with recent methods in this field, show an increase in network efficiency.

Introduction: Transportation logistics play a pivotal role in facilitating both individual mobility and supply chain operations on a global scale. However, conventional transportation systems have contributed significantly to urban congestion and environmental degradation. In response to these challenges, there is a growing momentum towards the adoption of intelligent transportation systems (ITS) and sustainable transportation solutions. This research aims to explore the potential of renewable energy sources to power electric vehicles (EVs) and flying automobiles, thereby accelerating the transition towards a low-carbon future. Objectives: The primary objectives of this research are as follows: - Investigate the role of renewable fuels in powering both EVs and flying cars to reduce reliance on fossil fuels and mitigate carbon emissions. - Analyze the dynamic growth and sustainability implications of advancements in battery technology and alternative renewable energy sources, such as Hydrogen Fuel Cells. - Evaluate the challenges and opportunities associated with the integration of flying vehicles into existing transportation infrastructure, focusing on safety, airspace control, and infrastructure development. - Review insights and guidance to stakeholders on promoting sustainable transportation solutions for EVs and flying cars through the utilization of renewable energy sources and the reduction of carbon emissions from the literature. Methodology: This research employs a mixed-method approach, combining literature review, and causal loop diagram analysis. The literature review provides a comprehensive understanding of current trends, challenges, and opportunities in sustainable transportation and renewable energy technologies. A causal loop diagram is utilized to visualize the dynamic interactions between various factors influencing the adoption of EVs and flying cars, including technological advancements, policy interventions, and market dynamics. Results and Discussion: The findings of this research highlight the significant potential of renewable energy sources, such as solar, wind, and hydrogen, in powering both EVs and flying cars. Advances in battery technology and hydrogen fuel cells are identified as key drivers in accelerating the transition towards sustainable transportation systems. However, challenges remain in terms of infrastructure development, safety regulations, and airspace management for flying vehicles. Nevertheless, there is a noticeable advancement in reducing carbon emissions and reliance on fossil fuels with the widespread adoption of EVs. By harnessing renewable energy and implementing effective policy measures, stakeholders might able to promote the widespread adoption of sustainable transportation solutions, thereby contributing to environmental protection and societal well-being. Conclusion: Literally, this research underscores the importance of sustainable transportation solutions in addressing urban congestion, environmental pollution, and energy security concerns. By leveraging renewable energy sources and embracing technological advancements, such as EVs and flying cars, stakeholders pave the way for a more sustainable and resilient transportation system. However, concerted efforts are needed to overcome existing challenges and ensure the successful integration of these technologies into existing infrastructure. Through collaborative partnerships and innovative initiatives, a low-carbon future for transportation logistics can be achieved, benefiting both the environment and society as a whole.

The use of e-scooters and e-bicycles has been on the rise with an increased medical and financial burden. Our purpose was to identify risk factors for increased medical charges and recommend appropriate steps. We studied a retrospective cohort presenting to a level 1 urban trauma center from January 2018 through July 2019 due to micro-mobility platforms. The primary outcome for comparison was total billing cost and a regression analysis was performed to identify variables associated with higher cost. A total of 4073 patients were identified. The majority of which were males (67%), aged 20-30 years (41%). Helmet use reported in only 39.8%. Radiologic studies were performed more often in the e-bicycle group. Total billing charges amounted to 28.3 million New Israeli Shekels ($7.9 million). Average total cost was higher for e-bicycle injuries and in non-helmet users. Other factors associated with higher cost were age, and time of day 12:00-18:00. We recommend that urban cities invest in infrastructure in advance to micro-mobility introduction, regulate the use of e-platforms, designate resources for education on personal protective equipment and prepare medical centers in advance.

The transition to sustainable mobility is a recognized socio-economic and environmental challenge, particularly among young adults in low- and middle-income countries (LMICs). This paper addresses the lack of comprehensive research on mobility patterns for LMICs by examining the travel patterns of students, staff, and lecturers at the National Advanced School of Public Works, Yaoundé (NASPW) to understand transport mode choices and barriers to the use of public and active transport modes. Data was collected through online questionnaires from 425 participants. Findings revealed that most students (27.5%) used multiple modes of transport, with moto-taxis being the most common (21%). Lecturers primarily used private cars (50%), while staff relied on taxis or multiple modes (33%). Accessibility, vehicle speed, and flexibility appeared as the most important reasons for the preferred modes of transport. Barriers included long waiting times and traffic congestion for public transport, and distance and inadequate infrastructure for active mobility. The usage of public transportation was encouraged by its affordability and reduced travel time, whilst active options were preferred due to their cost savings and health benefits. To promote sustainable mobility for campus travel, it is crucial to encourage active modes, develop mass transport systems, and raise awareness through symposiums and conferences among students and staff.

During public health events, Active Mobility (walking and cycling) plays an important role in securing residents' travel. To enhance the resilience of urban transportation, this article integrates the travel environment elements for walking and cycling and constructs a travel environment for Active Mobility evaluation index system. This article uses survey data from the main urban area of Harbin in the context of the COVID-19 pandemic in May 2022, and combines the Gradient Boosting Decision Tree (GBDT) and Impact-Asymmetry Analysis (IAA) methods to analyze the satisfaction of the travel environment for Active Mobility. It proposes strategies for optimizing the travel environment for Active Mobility, ensuring residents' travel during public health events, guiding them to adopt Active Mobility, and improving urban transportation resilience. This research shows that Active Mobility can enhance urban transportation resilience. In addition, there are differences in resident demand for walking and cycling environments in the travel environment for Active Mobility. Residents are more concerned about the comfort of the walking environment, while they prioritize the convenience of the cycling environment.