This study aims to optimize the subway platform passenger flow guidance method using Anylogic simulation software. The objective of the study is to minimize overcrowding within subway carriages, enhance transportation capacity, and augment service levels by guiding passengers on the platform to board trains in a distributed manner. The study achieves a balanced flow of passengers in each carriage by taking into consideration the number of passengers in each carriage, the number of passengers at the station, and the expected number of passengers disembarking from the trains. The standard deviation of balance is used to optimize the subway platform passenger flow guidance method. We simulated Guangzhou Metro Zhujiang New Town Line 5 platform to compare different guidance methods and evaluate their effects on the uneven distribution of passengers with passenger flows ranging from 120K to 600K people per day. Our results show that guidance method 2, relative to manual guidance, improves by 38.5% under a daily passenger flow of 240K people on Zhujiang New Town Line 5. Guidance method 3 improves by 25.7% relative to guidance method 2 and by 54.4% relative to manual guidance.

The need for Transit Oriented Development (TOD) around railway stations has been well accepted and continues to be needed in cities looking to regenerate both transit and urban development. Large parts of suburban areas remain without quality transit down Main Roads which are usually filled with traffic resulting in reduced urban value. The need to regenerate both the mobility and land development along such roads will likely be the next big agenda in transport policy. This paper learns from century-old experiences in public-private approaches to railway systems from around the world, along with new insights from entrepreneurship theory and urban planning to create the notion of a ‘Transit Activated Corridor’ (TAC). TAC’s prioritise fast transit and a string of station precincts along urban Main Roads. TOD’s were primarily a government role, whereas TAC’s will be primarily a private sector, entrepreneurship role. The core policy processes for a TAC are outlined with some early case studies. Five design principles for delivering a TAC are presented in this paper, three principles from entrepreneurship theory and two from urban planning. The potential for Trackless Trams to enable TAC’s is used to illustrate how these design processes can be an effective approach for designing, financing and delivering a ‘Transit Activated Corridor’.

Urban planning and transportation policies are vital to creating sustainable and liveable cities. Transit-orientated development (TOD) has emerged as a prominent approach, emphasising the establishment of neighbourhoods with convenient access to public transportation and promoting car-free lifestyles. TOD initiatives aim to improve public transit efficiency, reduce dependence on private vehicles, and encourage walkability and connectivity within communities. By prioritising TOD, cities can effectively address transportation challenges, alleviate congestion, mitigate carbon emissions, and improve residents' overall quality of life. This research paper investigates the connection between proximity to transit stations and local living habits. Specifically, it examines the human mobility of residents living within a 15-minute walk distance of transit stations in Auckland, New Zealand, a car-dependent city striving to transition into a sustainable TOD model. The objective is to determine whether people living near transit stations are more inclined to participate in local activities and exhibit a higher proportion of trips within a radius of 15 minutes. The results illustrate that approximately 54% of the residents show dominant local mobility patterns. However, only about 16 stations out of 34 show their local residents have prominent collective 'local' travel patterns. By understanding the connection between proximity to transit stations and local mobility patterns, urban planners and designers can make informed decisions to improve the built environment and optimise the land use mix. This research offers insights to support the creation of vibrant and people-centric urban environments, facilitating the development of sustainable and liveable cities.

This study focused on demonstrating the potential of classification algorithm in the chemical composition characterization of transiting exoplanets. The Python-based module PLATON 5.3 for forward modelling of transiting planet spectra was used to simulate a set of transmission spectra of an exoplanet with size R_p = 1.40*R_jupiter, and mass M_p = 0.73*M_jupiter orbiting around the host star of size M_s = 1.16*M_sun and surface temperature of 1200 Kelvin. The gas composition of the exoplanet atmosphere was varied at low and high levels of 3-gas mix of CO₂, O₂, N₂ and CH₄ resulting to eight classes of spectra. The transit spectra were then used as input data to a forward neural network classifier with the eight gas composition classes as target outputs. The trained classifier achieved at most 97.9% overall accuracy.

Rail transit tunnels span long distances, are large-scale structures and pass through complicated geological conditions; thus, the risk of uneven settlement cannot be ignored. To address this issue, a method for diagnosing the uneven settlement of regional railway tunnels based on the spatial correlation of high-density strain measurement points is proposed in this study. First, distributed optical fiber sensing technology is implemented to obtain a massive amount of strain data from densely distributed measurement points along regional railway tunnels, and a method for determining the intervals of strain measurement points with strong spatial correlations is proposed based on a support vector machine. Second, combined with the statistical analysis of the influence range of the uneven settlement of a tunnel, an algorithm for diagnosing the uneven settlement of regional railway tunnels based on the spatial correlation of high-density strain measurement points is proposed; this approach realizes the accurate identification of the uneven settlement area of long-distance urban railway tunnels. Finally, the effectiveness of the proposed method is verified by numerical simulation and actual tunnel data.

Investments in public transit infrastructure in Latin America and the Caribbean often aim to reduce spatial and social inequalities by improving accessibility to jobs and other opportunities for vulnerable populations. The Metropolitano, Lima’s Bus Rapid Transit (BRT) project had as one of its central goals to connect low-income populations living in the peripheries to jobs in the city center. We examine the contribution of Lima’s BRT system to accessibility to employment in the city, particularly for low-income public transit users. Building on secondary datasets of employment, household socio-demographics and Origin-Destination surveys before and after the BRT began operations, we assess its effects on potential accessibility to employment, comparing impacts amongst lower versus higher income populations. Findings suggest that the BRT line reduced travel times to reach jobs, in comparison with traditional public transport in the city, amongst populations living within walking distance of the system. However, we also find that the coverage of the BRT declines in areas with high concentrations of poor and extreme poor populations, limiting the equitability of the accessibility improvements. We analyze the distributional effects of BRT infrastructure and services, discussing policy avenues that can improve the prospects for BRT system investments to include the poor in their mobility benefits.

The concept of transit-oriented development (TOD) has been widely recognized in recent years for its role in reducing car traffic, improving public transportation, and enhancing traffic sustainability. This paper conducts empirical research on a developed rail transit network, using Shanghai as a case study. In addition to traditional TOD features, other factors based on urban rail transit are introduced, including multi-level modeling (MLM), which is used to analyze the possible factors influencing rail patronage. To avoid the bias of research results led by the correlation between independent variables, factors are divided into two levels. The first level includes three groups of variables: the built environment, station characteristics, and socioeconomic and demographic characteristics. The second level includes a set of variables which are regional characteristics. Results show that the most significant impact on train patronage is station location in the business district area. Other factors that have a positive effect on promoting rail transit travel include the number of service facilities around the station, degree of employment around the station, economic level, intensity of residential development, if the station is a transfer station, the operating period of the station, and the size of the large transportation hub around the station.

Our previous retrospective observational study demonstrated the safety of laparoscopically assisted subtotal colectomy with ileorectal anastomosis and preservation of the superior rectal artery (SRA), without instances of leakage, in patients with slow-transit constipation (STC). Thus, we extended the enrollment period and enlarged the sample size to detect the differences in the post-operative complications, and surgical and functional outcomes between patients who underwent laparoscopically assisted subtotal colectomy with and without SRA preservation. We conducted a retrospective single-center analysis of patients with STC who underwent laparoscopically assisted subtotal colectomy between 2016 and 2020. The diagnosis of STC was based on the colonic transit and anal functional tests, and barium enema to exclude secondary causes. Patients were divided into group A that underwent surgery with SRA preservation, and group B that underwent ligation of the SRA during surgery. Outcome assessments for both groups included the incidence of anastomotic breakdown, intraoperative complications, length of hospital stay, estimated blood loss, time to first flatus, and complications. Propensity-score matching allocated 34 patients to groups A and B each. Postoperative bowel function, including time to first flatus, stool, and oral intake, recovered better in group A than that in group B. Anastomotic leakage, a significant postoperative complication, was less frequent in patients with SRA preservation. Preservation of the SRA in patients undergoing laparoscopically assisted subtotal colectomy with ileorectal anastomosis for STC is associated with favorable postoperative bowel function recovery and lower anastomotic leakage rates.

Food security is intrinsically related to health and well-being. This paper investigates the status-quo of food insecurity among the population residing close to transit in various parts of the United States of America (USA). The data from the 2020 National Health Interview Survey (NHIS) collected by the National Center for Health Statistics (NCHS) of the USA are analyzed in this research. Logistic regression is carried out by treating food insecurity as the dependent variable and socioeconomic variables such as age, income, education and dependency on the Supplemental Nutrition Assistance Program (SNAP) as independent variables. Food insecurity is assessed with aggregated information on four aspects of inputs from those respondents who live near a transit: 1) worry food would run out, 2) food didn't last, 3) couldn't afford to eat balanced meals, and 4) cut the size of meals or skip meals. Findings suggest that respondents who live close to transit in the USA and are from large central metro counties of the Northeast, Southern and Western states showed an increase in food insecurity if they were below 65 years of age, had income below country’s median income or their educational attainment was below bachelor’s degree. There was a significant association found between food insecurity of respondents living close to transit and subscribed to using food stamps or SNAP. Policies that could alleviate food insecurity by reducing cost of living near transit are recommended.

Existing literature on the relationship between ride-hailing (RH) and transit services is limited to empirical studies that lack real-time spatial contexts. To fill this gap, we took a novel real-time geospatial analysis approach. With source data on ride-hailing trips in Chicago, Illinois, we computed real-time transit-equivalent trips for all 7,949,902 ride-hailing trips in June 2019; the sheer size of our sample is incomparable to the samples studied in existing literature. An existing Multinomial Nested Logit Model was used to determine the probability of a ride-hailer selecting a transit alternative to serve the specific O-D pair, P(Transit|CTA)[1]. We find that 31% of ride-hailing trips are replaceable, whereas 61% of trips are not replaceable. The remaining 8% lie within a buffer zone. We measured the robustness of this probability using a parametric sensitivity analysis and performed a two-tailed t-test. Our results indicate that of the four sensitivity parameters, the probability was most sensitive to the total travel time of a transit trip. The main contribution of our research is our thorough approach and fine-tuned series of real-time spatiotemporal analyses that investigate the replaceability of ride-hailing trips for public transit. The results and discussion intend to provide perspective derived from real trips and we anticipate that this paper will demonstrate the research benefits associated with the recording and release of ride-hailing data. [1] This value defines the replaceability of the trip, where a value ranging from 0 to 0.45 is considered not-replaceable (NR), and a value ranging from 0.55 to 1.0 is considered replaceable (R).

Background: Few studies have assessed built environment correlates of active commuting in low-and-middle-income countries, but the different context could yield distinct findings. This cross-sectional study investigated associations between home neighbourhood environment characteristics and active commuting in Chennai, India. Methods: Adults (N = 370, 47.2% female, mean age = 37.9 years) were recruited from 155 wards in the metropolitan area of Chennai in southern India between January and June 2015. Participants self-reported their usual mode of commute to work, with responses recoded into three categories: (1) multi-modal or active commuting (walking and bicycling); (2) public transit; and (3) private transport. Environmental attributes around participants’ homes were assessed using the Neighborhood Environment Walkability Scale-India (NEWS-India). Associations between environmental characteristics and likelihood of active commuting and public transit use were modelled using logistic regression with private transport (driving alone or carpool) as the reference category, adjusting for age, gender, and household car ownership. Results: Consistent with other international studies, participants living in neighbourhoods with a mix of land-uses and a transit stop within a 10-minute walk from home were more likely to use active commuting (both p < 0.01). Land-use mix was significantly associated with the use of public transit compared to private transport (aOR = 5.2, p = 0.002). Contrary to findings in high-income countries, the odds of active commuting were reduced with improved safety from crime (aOR = 0.2, p = 0.003), aesthetics (aOR = 0.2, p = 0.05) and street connectivity (aOR = 0.2, p = 0.003). Conclusions: Different environmental attributes were associated with active commuting, suggesting that these relationships are complex and may distinctly differ from those in high-income countries. Unexpected inverse associations of perceived safety from crime and aesthetics with active commuting emphasize the need for high quality epidemiologic studies with greater context-specificity in the study of physical activity in LMICs. Findings have public health implications for India and suggest that caution should be taken when translating evidence across countries.

Background: Transit-time flow measurement (TTFM) is frequently used to evaluate intraoperative quality control during coronary artery bypass grafting (CABG). Although TTFM has the ability to assess graft failure intraoperatively, the perioperative factors affecting TTFM during CABG surgery remain poorly understood. Methods: Patients who underwent CABG surgery at a single institution between July 2016 and May 2018 were prospectively evaluated. Patients’ demographic characteristics, previous medical history, Euroscore, the results of preoperative blood tests, and intraoperative data were recorded. TTFM and blood viscosity were measured hemodynamically, and mean flow (mL/min) and pulsatility index (PI) were recorded. Arterial blood gas was analyzed immediately after anastomosis of the left internal mammary artery (LIMA) to the left descending artery (LAD) and before sternal closure. Factors associated with TTFM were assessed by multiple linear regression analysis. Results: Of the 62 patients who underwent CABG surgery during the study period, 57 were evaluated, including 49 who underwent off-pump and eight who underwent on-pump surgery. Blood viscosity was not significantly associated with TTFM (p > 0.05). However, TTFM was significantly associated with body mass index (BMI), systolic blood pressure, and cardiac index (p < 0.05 each). Conclusions: Blood viscosity was not significantly associated with intraoperative graft flow. Blood flow of graft vessels, however, was significantly associated with BMI, systolic blood pressure, and cardiac index.

Transit-oriented development (TOD), such as metro depot and over-track building complexes, has expanded rapidly in China. Over-track building construction has the advantage of comprehensive utilization of land resources, ease of commuting to work, and provide funds for subway construction. However, there still has a pending problem, disturbance of railway vibration, for TOD. Excessive noise and vibration seriously affect people’s life. To address this challenge, field measurements are used to obtain the vibration source characteristics and vibration propagation of the ground and the superstructure in this study. And the typical metro depot with over-track building in Wuhan was selected. The effects of vibration on the surrounding ground and adjacent buildings caused by the operation of trains have been measured, and the propagation law of train-induced ground vibration acceleration in the time and frequency domains has been analyzed. The distribution and propagation laws of vibration noise, structural noise and secondary structure noise in sensitive areas such as the throat area, depot area, test section and access section of the over-track buildings and their impact laws on the over-track buildings are obtained. And the effectiveness of the vibration and noise reduction methods used were evaluated. Results show that within 43 m from the train running track, the train running induced vertical vibration acceleration level in the high-rise building peak size of 58.8 dB, the average value of 55.62 dB; vibration frequency components are mainly 40-60 Hz. The findings might provide useful insight for designing vibration mitigation systems in new metro depots with over-track buildings.

Post-earthquake fire is considered as a catastrophic secondary disaster to personal and property safety. In this article, an evacuation assessment of a complex rail transit station under the post-earthquake fire for sustainable buildings was conducted from the internal environment and external rescue based on Building Information Modeling (BIM) and Fire Dynamic Simulation (FDS). The internal environment evacuation assessment simulation experiments were conducted in six hypothetical high-risk scenarios. Besides, the external rescue assessment was based on investigation of the route and the rescue time required during different periods of holidays and workdays. The results show that: (1) The influence caused by different size of fire area in the power distribution room is smaller than those in the train at the platform floor. (2) In the case of fire scenarios with the same fire area but different fire locations, the impact on temperature is greater than that on CO concentration in power distribution room. (3) It shows slight differences between single-floor fire and double-floor fire on evacuation of small area fire in power distribu-tion room. Meanwhile, optimized design recommendations are proposed to reduce the risk of emergency evacuation in both internal and external environments of rail transit stations for sustainable future buildings.

Streptococcus thermophilus is widely used as a starter culture in the dairy industry and has garnered attention as a beneficial bacterium owing to its health-promoting functionalities in humans. In this study, the probiotic potential of S. thermophilus MCC0200, isolated from a dairy product, was investigated through a combinatorial approach of in-vitro and in-silico studies. MCC0200 demonstrated the ability to survive harsh gastro-intestinal transit (GIT), adhere to intestinal mucosa and exert health-promoting traits in in-vitro studies. These findings were corroborated with in-silico evidence, wherein MCC0200 genome harboured genes associated with tolerance to GIT conditions, intestinal adhesion and colonization. Genome mapping also highlighted the ability of MCC0200 to produce compounds advantageous for host (folate, bacteriocins), to release enzymes that can reinforce the host ability (antioxidative enzymes), to metabolize food components that can be harmful to sensitive people (lactose). MCC0200 also demonstrated a positive effect on reducing cholesterol levels, proving to be a potential candidate for food and pharmaceutical applications. Absence of transmissible antibiotic resistance genes and virulence genes underscored the GRAS nature of MCC0200. This study explored the potential of Streptococcus thermophilus for its probable applications as a probiotic beyond the dairy industry.

This study investigates the suitability of the timestamp approach algorithm for predicting blood pressure (BP) using wearable and comfortable devices, showcasing its accuracy even with low-frequency sampled signals. Developed within the SINTEC European project, the algorithm utilizes Electrocardiogram (ECG) and Photoplethysmogram (PPG) sensors, demonstrating promising results in both laboratory and hospital settings. The research emphasizes the algorithm’s potential to transform continuous and non-invasive BP monitoring through wearable technology, offering frequent measurements with minimal discomfort. While the study shows promise, further exploration is needed, focusing on optimizing machine learning coefficients for long-term monitoring applications and addressing potential changes over time. Technological improvements, including the implementation of edge computing algorithms, hold the key to enhancing BP accuracy, denoising techniques, and integrating alarm systems for future wearable solutions. This study emphasizes the adaptability of the algorithm for diverse healthcare environments, paving the way for broader applications in convenient and reliable BP monitoring.

Urban rail transit offers advantages like high safety, energy efficiency, and environmental friendliness. With cities rapidly expanding, travelers are increasingly using rail systems, heightening demands for passenger capacity and efficiency while also pressuring these networks. Passenger flow forecasting is an essential part of transportation systems. Short-term passenger flow forecasting for rail transit can estimate future station volumes, providing valuable data to guide operations management and mitigate congestion. This paper investigates short-term forecasting for Suzhou's Shantang Street station. Shantang Street's high commercial presence and distinct weekday versus weekend ridership patterns make it an interesting test case. Wavelet denoising and LSTM modeling were combined to predict short-term flows, comparing the results to standalone LSTM and SVR approaches. This study illustrates that the adopted algorithms exhibit good performance for passenger prediction. The LSTM model with wavelet denoising proved most accurate, demonstrating applicability for short-term rail transit forecasting and practical significance.

Abstract: Background: Non-invasive acquistion of beat-to-beat pulse transit time (PTT) via piezoelectric/piezocapacitive sensors (PES/PCS) may expand perioperative hemodynamic monitoring. This study evaluated the ability for PTT via PES/PCS to correlate with systolic, diastolic, and mean invasive blood pressure (SBPIBP, DBPIBP, and MAPIBP) and to detect SBPIBP fluctuations. Methods: PES/PCS and IBP measurements were performed in 20 patients undergoing abdominal, urological, and cardiac surgery. A Pearson’s correlation analysis (r) between 1/PTT and IBP was performed. The predictive ability of 1/PTT with changes in SBPIBP was determined by area under the curve (reported as AUC, sensitivity, specificity). Results: Significant correlations between 1/PTT and SBPIBP were found for PES (r=0.64) and PCS (r=0.55) (p<0.01), as well as MAPIBP/DBPIBP for PES (r=0.6/0.55) and PCS (r=0.5/0.45) (p<0.05). A 7% decrease in 1/PTTPES predicted a 30% SBPIBP decrease(0.82, 0.76, 0.76), while a 5.6% increase predicted a 30% SBPIBP increase (0.75, 0.7, 0.68). A 6.6% decrease in 1/PTTPCS detected a 30% SBPIBP decrease (0.81, 0.72, 0.8), while a 4.8% 1/PTTPCS increase detected a 30% SBPIBP increase (0.73, 0.64, 0.68). Conclusions: Non-invasive beat-to-beat PTT via PES/PCS demonstrated significant correlations with IBP and detected significant changes in SBPIBP. Thus PES/PCS as a novel sensor technology may augment intraoperative hemodynamic monitoring during major surgery.

Individuals with autism often experience gastrointestinal issues but the cause is unknown. Many gene mutations that modify neuronal synapse function are associated with autism and therefore may impact the enteric nervous system that regulates gastrointestinal function. A missense mutation in the Nlgn3 gene encoding the cell adhesion protein, Neuroligin-3, was identified in two brothers with autism who both experienced severe gastrointestinal dysfunction. Mice expressing this mutation (Nlgn3R451C mice) are a well-studied preclinical model of autism and show autism-relevant characteristics, including impaired social interaction and communication, as well as repetitive behaviour. We previously showed colonic dysmotility in response to GABAergic inhibition and increased myenteric neuronal numbers in the small intestine in Nlgn3R451C mice bred on a mixed genetic background. Here we show that gut dysfunction is a persistent phenotype of the Nlgn3 R451C mutation in mice backcrossed onto a C57BL/6 background. We report that Nlgn3R451C mice show faster gastrointestinal transit in vivo and have longer small intestines compared to wild-types due to a reduction in smooth muscle tone. In Nlgn3R451C mice, we observed a decrease in resting jejunal diameter and neurally-regulated dysmotility as well as shorter durations of contractile complexes in the ileum. In Nlgn3R451C mouse colons, short contractions were inhibited to a greater extent by the GABAA antagonist, gabazine, compared to wild-type mice. Inhibition of nitric oxide synthesis decreased the frequency of contractile complexes in the jejunum, but not the ileum, in both wild-type and Nlgn3R451C mice. These findings demonstrate that changes in enteric nervous system function contribute to gastrointestinal dysmotility in mice expressing the autism-associated R451C missense mutation in the Neuroligin-3 protein.

The integration of transportation systems with land use through the Transit-Oriented Development (TOD) model can effectively promote sustainable development in cities. By increasing the intensive use of land within the supply capacity of urban public transportation, this model can comprehensively improve the efficiency of urban transportation and land use, while also addressing problems such as traffic congestion and environmental pollution. To implement this model, a "Node-Place-Function" (NPF) framework is proposed based on the coordination degree between rail transit and land use in Qingdao. A comprehensive evaluation system is constructed to quantitatively assess the TOD level and comprehensive development level of land use around rail transit stations from three dimensions. By applying the NSGA-II genetic algorithm, a land use allocation optimization model is developed to maximize rail transit station accessibility, land economic benefits, and environmental comfort. The research results guide other cities in China to implement TOD in land use planning and promote coordinated development between urban rail transit and land use.

This study introduces a comparative analysis of two deep learning (multilayer perceptron neural networks (MLP-NN) and the long short term memory networks (LSTMN)) models for transit travel time prediction. The two models were trained and tested using one-year worth of data for a bus route in Blacksburg, Virginia. In this study, the travel time was predicted between each two successive stations to all the model to be extended to include bus dwell times. Additionally, two additional models were developed for each category (MLP of LSTM): one for only segments including controlled intersections (controlled segments) and another for segments with no control devices along them (uncontrolled segments). The results show that the LSTM models outperform the MLP models with a RMSE of 17.69 sec compared to 18.81 sec. When splitting the data into controlled and uncontrolled segments, the RMSE values reduced to 17.33 sec for the controlled segments and 4.28 sec for the uncontrolled segments when applying the LSTM model. Whereas, the RMSE values were 19.39 sec for the controlled segments and 4.67 sec for the uncontrolled segments when applying the MLP model. These results demonstrate that the uncertainty in traffic conditions introduced by traffic control devices has a significant impact on travel time predictions. Nonetheless, the results demonstrate that the LSTMN is a promising tool that can has the ability to account for the temporal correlation within the data. The developed models are also promising tools for reasonable travel time predictions in transit applications.

The influence of cuff inflations on nighttime measurements during 24h ambulatory blood pressure (BP) measurements is unknown. We investigated the potential effect of cuff-inflations on asleep parameters using measurements taken simultaneously with a cuffless device using pulse-transit-time (PTT). On the first day of measurement, standard cuff-based 24h BP and cuf-fless measurements were simultaneously performed on right and left arms (CUFF/PTT-D). 1-2 days after the first measurement, the cuffless device was worn alone (PTT-D). Only data from the cuffless device was analyzed. The following mean asleep parameters were analyzed: systolic and diastolic BP, arousals, sleep efficiency, total arousals, arousal per hour and desaturations. 21 in-dividuals were prospectively enrolled. Mean (SD) age was 47(±15) years and 57% were female. Mean systolic asleep BP for the during CUFF/PTT-D and during PTT-D were 131(±21) and 131(±26) mmHg respectively. Mean diastolic asleep BP values during CUFF/PTT-D and during PTT-D were 80(±14) and 84(±14) mmHg respectively (p=0.860, p=0.100 respectively). Systolic and diastolic asleep mean difference was 0.1 (±18.0) and -3.6 (±9.8) mmHg, respectively. There were significantly more total arousals during PTT-D (p=0.042). There was no significant difference seen in sleep efficiency (p=0.339) or desaturations (p=0.896) between the two measurements. We could not show any significant impact from cuff inflations during asleep PTT-D measurements.

Social safety, security, and comfort of school-going children during the travel time to school becomes a subject of anxiety to the parents and is a crucial issue in recent times. In this regard, community-based transport can be a significant way to address social security issues in travel at a reasonable cost and reduce the burden on private mode. In Dhaka city, school van service already exists but due to some sort of problems the service has not been proved an efficient and formal mode of transport for solving mobility problems. This study seeks to identify the existing problems and prospects of the school van service and provide a unique, healthy, safe, and reliable transport mode for children. Applying different tools of the Participatory Rural Appraisal (PRA) method, the problems and solutions have been drawn from the community. The recommendations of this study will help the school van services (a community-managed para-transit system) to be more functional in playing a vital role in solving the problems of short-distance travel. This service has great potentialities to be adopted in other trips such as trips to and from offices which will lessen the road congestion at the peak periods.

Sickle cell disorder (SCD) is a multisystem disease with heterogeneous phenotypes. Although all patients have the mutated haemoglobin (Hb) in the SS phenotype, the severity and frequency of complications are variable. When exposed to low oxygen tension, the Hb molecule becomes dense and, forms tactoids which, lead to the peculiar sickled shapes of the affected red blood cells, giving the disorder its name. This sickle cell morphology is responsible for the profound and widespread pathologies associated with this disorder, such as vaso-occlusive crisis, (VOC). How much of the clinical manifestation is due to sickled erythrocytes and what is due to the relative contributions of other elements in the blood, especially in the microcapillary circulation, is usually not visualized and quantified for each patient during clinical management. Here, we used a microfluidic microcirculation mimetic (MMM) which has 187 capillary-like constrictions to impose deformations on erythrocytes of SCD patients, visualizing and characterizing the morpho-rheological properties of the cells in normoxic, hypoxic (using of sodium meta-bisulfite) and in treatment conditions (using hydroxyurea). The MMM enabled a patient-specific quantification of shape descriptors (circularity and roundness) and transit time through the capillary constrictions, which are readouts for morphorheological properties implicated in VOC. Our results demonstrate the feasibility of microfluidics-based monitoring of individual patients for personalized care in the context of SCD complications such as VOC, even in re-source-challenged settings.

Land and property development process include a series of multifaceted activities ranging from purchasing to converting it for development purposes and everything in between. The process itself encompasses multiple stakeholders, drivers, and contributions from diversified public and private actors and transaction cost arises out of their complex interaction. Transaction costs incurred during any kind of human interactions (i.e. transactions). Every actor involved in the process wishes to maximize his achievement under various constraints and hence institutional arrangement (i.e. set of humanly devised rules to administer the constraints) is necessary for efficient management of the development process. Therefore, to devise an optimum outcome out of economic and social transactions in the property development process, cooperative and competitive relationships between individuals should be understood from a broader socio-political and governance structure. In this research, it is critically argued that land and property development process should implicate a multifaceted set of formal and informal rules or institutional arrangement to govern the intrinsic interaction, action and thereby reducing the related transaction cost. The argument is further reproachfully evaluated and implicated in the urban development process through the myopic lens of Transit-oriented development (TOD) pathway. A vigilant combination of descriptive and explanatory research approach is adopted to analyze the connection between theory and practice.

This article proposes a particular strategy to proceed with a progressive electrification of public transport systems in cities. Starting from a bus operation model, the possible electrification of two routes is analysed, one urban and another extra-urban in the city of Pisa. An estimate is made of the energy uses associated with certain operating modes. The maximum level of consumption is estimated at approximately 280 kWh per day per bus for the urban route and excluding some special days, less than 215 kWh per day for the extra-urban route, for which a hybrid bus is proposed. Starting from an estimate of the daily consumption for the management of the two routes, the sizing of a photovoltaic system distributed on some modular shelters which serves to power the same routes is carried out. The resulting system has a power of the order of 190-200 kW. The modular solution is also outlined, and an installation is proposed. The analyzed case lends itself to being easily replicated.

Urban rail transit hub platform is the most important area for passenger flow distribution. In order to calculate passenger flow volume in platform and evaluate platform service level during rush hours, this paper presents a method for modeling and simulation of passenger flow distribution in platform. Passenger flow distribution model (PFDM) is proposed based on the basic analysis and the superposition principle of passenger flow. Simulation design for PFDM is proposed by Anylogic, which contains simulation process and simulation model. Experiment results show that PFDM and simulation design are effective and accordant with the reality scenario, and the simulation precision is comparatively ideal. This research could provide a beneficial reference for train scheduling and operation management under the viewpoint of traffic safety and service level.

This article explores the question of the rate of digital progress in the context of the labor market. Specific features of the current situation are indicated: temporality of socio-technological transformations, which is becoming less and less compatible with the harmonious development of man and society; the pace at which machines acquire intelligence; total devaluation of mental labor; unresolved issue of the role of man in the world of intelligent machines; the criticality of the problem of the labor market, due to its global nature, social significance and the rate of socio-technological changes. It is emphasized that these circumstances in the short term threaten the sustainable development of the global society, whose reactions to the transformation of technological and socio-economic infrastructure are significantly lagging behind. It is concluded that there is an urgent need to strengthen social responsibility, determined by the new ethics of relations between humans and machines with AI, supplemented by the primacy of the dignity of the social role of humans. The authors point out the urgent need to revise ideas about work as the main purpose of a person and about realization in the profession as the main factor that determines the self-esteem of an individual and his social status.

The Kwee van Woerden (KvW) method for the determination of eclipse minimum times has been a staple in eclipsing binary research for decades, due its simplicity and independence of external input parameters. However, its estimates of the timing error have been known to be of low reliability. During the analysis of very precise photometry of CM Draconis eclipses from TESS space mission data, KvW’s original equation for the timing error estimate produced numerical errors, which evidenced a fundamental problem in this equation. This contribution introduces an improved way to calculate the timing error with the KvW method. A code that implements this improved method, together with several further updates over the original method is presented as well. An example application on the CM Draconis light curves from TESS is given, where we show that its timing error estimates of about 1 second are in excellent agreement with error estimates obtained by other means.

In recent years, local governments have been using transportation card data to monitor the use of public transport and improve the service. However, local governments that are applying a single-fare scheme are experiencing difficulties in using data for accurate identification of real travel patterns, policy decision support, etc. because the information on alighting stops of users is missing. This policy limits its functionality of utilizing data such as accurate identification of real travel patterns, policy decision support, etc. Various studies to overcome this limitation have been conducted in South Korea and other countries to develop es-timation methodologies of alighting stops. Even existing studies introduce an advanced method, we found the margin for better accuracy by combining various estimation methodologies for estimating alighting stops. This study reviewed previously conducted studies to classify data with missing alighting stop information into trip types and then applied an appropriate alighting stop estimation methodology for the characteristics of each trip type by stage. The proposed method is evaluated by utilizing transportation card data of the Seoul metropolitan area and checked the accuracy for each standard of allowable error for sensitivity analysis. Furthermore, the number of trips, accuracy, and valid tag rate were checked for each type to examine the need for classifying the trip types. Finally, our evaluation also examines the impact of classifying trip types on estimation accuracy. The evaluation criteria are accuracy of the number of trips and valid tag rate. The analysis shows that the stage-by-stage estimation methodology based on the trip type proposed in this study can es-timate users’ destinations more accurately than previous studies. Furthermore, based on the construction of nearly 100% valid tag data, this study differs from prior studies.

The meridian line is a basic instrument for positional astronomy, it was used to study the motion of Sun, Moon, planets and the position of stars by measuring position and time of their passage through the meridian plane. The accuracy of such positions was dependent on precise theories of the atmospheric refraction (Cassini, 1655 and Laplace, 1825) and by the use of reference marks present originally on the meridian line, and now cancelled by the centuries. From October 27, 2018 the new pinhole of the meridian line in the Basilica of S. Maria degli Angeli in Rome (1702) is a circle 25 mm wide and 6.11 mm thick and its position is fixed, in order to perform a series of observations of astrometric quality, the IGEA campaign. The comparison of the observed positions of the meridian passages of the Sun, Southern and Northern limbs, with the ephemerides of Calsky.org and Stellarium 0.20.2 for the Sun are examined for the dates of the ingresses into the zodiacal signs, when the ecliptic longitude is exactly 0°/180° (Aries and Libra, spring and fall equinox), 30°/150° (Taurus, Virgo), 60°/120° (Gemini, Leo), 90° (Cancer), 330°/210° (Pisces, Scorpio), 300°/240° (Aquarius/Sagittarius), 270° (Capricorn). The former geometrical calibration of the marks present on the line, with a total station, is compared with another calibration done with a metal and laser meter. The first star on the floor of the Basilica representing the position of the Sun on August 20, 1702 when the pope Clement XI visited the meridian line, financed by him, has been calibrated with the solar image. The present pinhole is 4.4±0.1 mm South with respect to the original one of 1702.

Urban transit planning is going through a transition to greater private investment in many parts of the world and is now on the agenda in Australia. After showing examples of private investment in transit globally the paper focuses on historical case studies of private rail investment in Western Australia. These case studies mirror the historical experience in rapidly growing railway cities in Europe, North America and Asia (particularly Japan), and also the land grant railways that facilitated settlement in North America. The Western Australian experience is noteworthy for the small but rapidly growing populations of the settlements involved, suggesting that growth, rather than size, is the key to successfully raising funding for railways through land development. The paper shows through the history of transport, with particular reference to Perth, that the practice of private infrastructure provision can provide lessons for how to enable this again. It suggests that new partnerships with private transport investment as set out in the Federal Government City Deal process, should create many more opportunities to improve the future of cities through once again integrating transit, land development and private finance.

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.