The kidney and the heart work together in balancing the body circulation and although their physiology is based on strict inter dependence, their performance fulfills different aims. While the heart can rapidly increase its own oxygen consumption to comply with the wide changes in metabolic demand linked to body function, the kidney physiology is primarily designed to maintain a stable metabolic rate and has limited capacity to cope with any steep increase in renal metabolism. In the kidneys the glomerular population filters a large amount of blood and the tubular system has been programmed to reabsorb 99% of filtrate by reabsorbing sodium together with other filtered substances including all glucose molecules. Glucose reabsorption involves the sodium-glucose cotransporters SGLT2 and SGLT1 on the apical membrane in the proximal tubular section; it also enhances bicarbonate formation so as to preserve the acid-base balance. The complex work of reabsorption in the kidney is the main factor in renal oxygen consumption; analysis of renal glucose transport in disease states is providing better understanding of the renal physiology changes that occur when clinical conditions alter the neurohormonal response leading to an increase in glomerular filtration pressure. In this circumstance glomerular hyperfiltration occurs, imposing a higher metabolic demand on kidney physiology and causing progressive renal impairment. Albumin urination is the warning signal of renal engagement over-exertion and most frequently heralds heart failure development, regardless of disease etiology. The review analyzes the mechanisms linked to renal oxygen consumption, focusing on sodium-glucose management.

The Simplified Spherical Harmonic (SPN) approximation was first introduced as a three-dimensional (3-D) extension of the plane-geometry Spherical Harmonic (PN) equations. A third order SPN (SP3) solver, recently implemented in the Nodal Expansion Method (NEM), has shown promising performance in the reactor core neutronics simulations. This work is focused on the development and implementation of the transport corrected interface and boundary conditions in NEM SP3 solver, following recent published work on the rigorous SPN theory for piecewise homogeneous regions. A streamlined procedure has been developed to generate the flux zero and second order/moment discontinuity factors (DFs) of the generalized equivalence theory to eliminate the error introduced by pin-wise homogenization. Moreover, several color set models with varying size and configuration are later explored for their capability of generating DFs that can produce results equivalent to that using the whole-core homogenization model for more practical implementations. The new developments are tested and demonstrated on the C5G7 benchmark. The results show that the transport corrected SP3 solver shows general improvements to power distribution prediction compared to the basic SP3 solver with no DFs or only zero order/moment DFs. The complete equivalent calculations using the DFs can almost reproduce transport solutions with high accuracy. The use of equivalent parameters from larger size color set models show better prediction in the whole-core calculations. By coupling different color set models DFs can offer the best accuracy at both eigenvalues and power distributions.

Accurate prediction of the membrane potential by membrane theory is possible on the basis that the plasma membrane is selectively permeable to ions and that permeability determines the characteristics of the membrane potential. However, an experimental and artificial cell system with an impermeable membrane serving as a model plasma membrane has a non-zero membrane potential, and this potential generated across the membrane is somehow consistent with the potential characteristics predicted by the membrane theory, despite the impermeability of the membrane to ions. A long-forgotten theory, called the association-induction hypothesis (AIH), has emerged as a more plausible mechanism for generating the membrane potential than the membrane theory to explain this unexpected behavior. The AIH asserts that ion-selective membrane permeability is not necessary for the generation of the membrane potential, which is contrary to the membrane theory. Although such an idea is not easy to accept, the experimental results clearly suggest the correctness of the AIH.

This paper aims to investigate the airflow that can transport emission sources of PM2.5 from neighboring countries to contribute to air pollution in northern Thailand. We applied the coupled atmospheric and air pollution model which is based on the Weather Research and Forecasting Model (WRF) and a Hybrid Single-Particle Lagrangian Integrated Trajectory Model (HYSPLIT). The model output was compared to the ground-based measurement from the Pollution Control Department (PCD) to examine model performance. As a result of model evaluation, the meteorological variables fairly agreed well compared to observation with Index of Agreement (IOA) in ranges of 0.57 to 0.79 for temperature and 0.32 to 0.54 for wind speed, while the fractional bias of temperature and wind speed were 1.3 to 2.5 °C and 1.2 to 2.1 m/s. Burma was a country that contributed much of hotpot locations by 37% of the entire hotspot locations of Southeast Asia in March. The influence of the Asian Monsoon can bring pollutants from neighboring countries such as Burma and Laos toward northern Thailand in March that likely contribute to high concentrations of PM2.5 in northern Thailand.

A major parameter controlling the extent and rate of oral drug absorption is permeability through the lipid bilayer of intestinal epithelial cells. Here, a biomimetic artificial membrane permeability assay (Franz-Bampa) was validated using Franz cells apparatus. Both high and low permeability drugs (metoprolol and mannitol, respectively) were used as external standards. Biomimetic properties of Franz-Bampa were also characterized by electron paramagnetic resonance spectroscopy (EPR). Moreover, the permeation profile for the 14 BCS class I-IV drugs cited in the FDA guidance (including other drugs as acyclovir, cimetidine, diclofenac, ibuprofen, piroxicam, and trimethoprim) were measured across Franz-Bampa. Apparent permeability (Papp) was compared to literature fraction dose absorbed in humans (Fa%). Papp in Caco-2 cells and Corti artificial membrane were likewise compared to Fa% to assess Franz-Bampa performance. Mannitol and metoprolol Papp values across Franz-Bampa were lower (3.20 x 10-7 and 1.61 x 10-5 cm/s, respectively) than those obtained across non-impregnated membrane (2.27 x 10-5 and 2.55 x 10-5 cm/s, respectively), confirming lipidic barrier resistivity. Performance of the Franz cell permeation apparatus using an artificial membrane showed similar log linear correlation (R2 = 0.664) with Fa%, as seen for Papp in Caco-2 cells (R2 = 0.805). Data support the validation of the Franz-Bampa method for use during drug discovery process.

This work mainly aims to identify and understand the factors influencing the switching of transportation modes among higher-education students in Joinville, Brazil when traveling to universities. Furthermore, this study evaluates the possibility of switching from individual vehicles to other modes of transport (i.e., bus, bicycle, and walking) by employing a multinomial logit model. The results indicate that students would be interested in switching from individual motor vehicles to other options. The scenarios for switching to buses presented the highest switching probability. The bus cost was the most important factor for switching. Meanwhile, the parking space reduction does not affect the student's choice, indicating that restricting available spaces should not be an isolated measure for decreasing the car mode attractiveness. Finally, the transport mode switch would occur only if alternative modes to the car or their infrastructure are improved; otherwise, students maintain their usual choices.

Logistics in urban areas are currently suffering a radical transformation due to increasingly population concentration and the massive use of cars as the preferred transport mode. These issues have resulted in higher pollution levels in urban environments and traffic congestion impacting the world globally. Facilitating the use of sustainable transport modes is widely regarded as a necessity to cope with these adverse effects on citizens’ life quality. Hence, some regions, as the European Union, are encouraging bus transport firms to make their business models more environmentally and socially sustainable. The aim of this research is thus to explore how practices adopted by urban bus companies can improve cities’ sustainability. With this in mind, a combined Importance Performance Analysis (IPA)-Analytic Hierarchy Process (AHP) method was applied. In this way, both environmental and social sustainability effects of developed practices were represented through hierarchical structures separately. Subsequently, importance and performance ratings of practices in each sustainability dimension were estimated, and thus two IPA grids were generated. These grids support managers in the establishment of more effective action plans to improve logistics sustainability in cities. Findings also provide guidance to governments on the practices that should be promoted in future urban mobility plans.

Intercellular transport of auxin is driven by PIN-formed (PIN) proteins. PINs are localized at the plasma membrane (PM) and on constitutively recycling endomembrane vesicles. Therefore, PINs can mediate auxin transport either by direct translocation across the PM or by pumping it into secretory vesicles (SVs), leading to its secretory release upon fusion with the PM. Which of these two mechanisms dominates is a matter of debate. Here we addressed the issue with a mathematical modeling approach. We demonstrate that the efficiency of secretory transport depends on SV size, half-life of PINs on the PM, pH, exocytosis frequency and PIN density. 3D-SIM microscopy was used to determine PIN density on the PM. Combing this data with published values of the other parameters, we show that the transport activity of PINs in SVs would have to be at least 1000x greater than on the PM in order to produce a comparable macroscopic auxin transport. If both transport mechanisms operated simultaneously and PINs were equally active on SVs and PM, the contribution of secretion to the total auxin flux would be negligible. In conclusion, while secretory vesicle-mediated transport of auxin is intriguing and theoretically possible model, it unlikely to be a major mechanism of auxin transport in planta.

Global warming and climate change have led to extreme changes in climatic conditions in recent years. The Taiwan government designates the construction of the Kinmen County as low carbon islands, to promote the operation of 100 electric motorcycles and battery demonstration. This study combined with island tourism, after boarding the island, visitors can rent electric motorcycles from the passenger service center and coordinate with the island tour map to show the location of the battery exchange points, so as to facilitate the search. During the operation, the amount of electric motorcycle lease is 15,551 times, the total mileage of motor vehicle is 284,404 km, the number of battery exchange is 622 times, the lease income is about NT$900,000. To reduce carbon and economic benefits of the assessment, compared to the motorcycles (50 c.c), electric motorcycles (EM 100) can reduce the carbon emissions by 8,726 kg, reducing energy costs of NT$422,594.

High porosity and mass transport properties of microfiltration polymeric membranes benefits nutrients supply to cells when used as scaffolds in interstitial perfusion bioreactors for tissue engineering. High nutrients transport is assumed when pore size and porosity of the membrane are in the micrometric range. The present work demonstrates that the study of membrane fouling by proteins present in the culture medium, though not done usually, should be included in the routine testing of new polymer membranes for this intended application. Two poly(ε-caprolactone) microfiltration membranes presenting similar average pore size (~0.7µm) and porosity (>80%) but different external surface porosity and pore size have been selected as case study. The present work demonstrates that a membrane with lower surface pore abundance and smaller external pore size (~0.67 µm), combined with adequate hydrodynamics and tangential flow filtration mode is usually more convenient to guarantee high flux of nutrients. On the contrary, having large external pore size (~1.70µm) and surface porosity would incur in important internal protein fouling that could not been prevented with the operation mode and hydrodynamics of the perfusion system. Additionally, the use of glycerol in the drying protocols of the membranes might cause plasticization and a consequent reduction of mass transport properties due to membrane compaction by the pressure exerted to force perfusion. Therefore, preferentially, drying protocols that omit the use of plasticizing agents are recommended.

Mercury is a toxic pollutant emitted from both natural sources and through human activities. A global interest in atmospheric mercury has risen ever since the discovery of the Minamata disease in 1956. Properties of gaseous elemental mercury enable long range transport which can cause pollution even in pristine environments. Total gaseous mercury (TGM) was measured from winter 2016 to spring 2017 over the Baltic Sea. A Tekran 2357A mercury analyser was installed aboard the research and icebreaking vessel Oden for the purpose of continuous measurements of gaseous mercury in ambient air. Measurements were performed during a campaign along the Swedish east coast and in the Bothnian Bay near Lulea during the icebreaking season. Data was evaluated from Gothenburg using a plotting software and back trajectories for air masses were calculated. The TGM average of 1.365 ± 0.054 ng/m³ during winter and 1.288 ± 0.140 ng/m³ during spring was calculated as well as a total average of 1.362 ± 0.158 ng/m³. Back trajectories showed a possible correlation of anthropogenic sources elevating the mercury background level in some areas. There were also indications of depleted air, i.e., air with lower concentrations than average, being transported from the Arctic to northern Sweden resulting in a drop in TGM levels.

A facilitative transport system exists on the blood brain barrier (BBB) that has been tacitly assumed to be a path for glutamate entry to brain. But glutamate is a non-essential amino acid whose brain content is much greater than plasma, and studies in vivo show that glutamate does not enter brain in material quantities except in those small regions with fenestrated capillaries (circumventricular organs). The situation became understandable when luminal (blood facing) and abluminal (brain facing) membranes were isolated and studied separately. Facilitative transport of glutamate and glutamine exist only on the luminal membranes whereas Na+-dependent transport systems for glutamate, glutamine and some other amino acids are present only on the abluminal membrane. The Na+-dependent cotransporters of the abluminal membrane are in a position to actively transport amino acids from the extracellular fluid (ECF) into the endothelial cells of the BBB. These powerful secondary active transporters couple the energy of the Na+-gradient to move glutamate and glutamine into the ECF whereupon glutamate can exit to blood on the luminal facilitative glutamate transporter. Glutamine may also exit brain on a separate facilitative transport system that exists on the luminal membranes or glutamine can be hydrolyzed to glutamate within the BBB thereby releasing ammonia that is freely diffusible. The γ-glutamyl participate cycle participates indirectly by producing oxoproline (pyroglutamate) that stimulates almost all secondary active transporters yet discovered in the abluminal membranes of the BBB.

Dietary vitamin A/all-trans retinol/ROL plays a critical role in human vision. ROL circulates bound to the plasma retinol-binding protein (RBP4) as RBP4-ROL. In the eye, the STRA6 membrane receptor binds to circulatory RBP4 and internalizes ROL. STRA6 is however not expressed in systemic tissues, where there is high-affinity RBP4 binding and ROL uptake. We tested the hypothesis, that the second retinol-binding protein 4 receptor 2 (Rbpr2) which is highly expressed in systemic tissues of zebrafish and mouse, contains a functional RBP4 binding domain, critical for ROL transport. As for STRA6, modeling and docking studies confirmed three conserved RBP4 binding residues in zebrafish Rbpr2. In cell culture studies, disruption of the RBP4 binding residues on Rbpr2 almost completely abolished uptake of exogenous vitamin A. CRISPR generated rbpr2-RBP4 domain zebrafish mutants showed microphthalmia, shorter photoreceptor outer segments, and decreased opsins, that were attributed to impaired ocular retinoid content. Injection of WT-Rbpr2 mRNA into rbpr2 mutant or all-trans retinoic acid treatments rescued the mutant eye phenotypes. In conclusion, zebrafish Rbpr2 contains a putative extracellular RBP4-ROL ligand-binding domain, critical for yolk vitamin A transport to the eye for ocular retinoid production and homeostasis, for photoreceptor cell survival.

Classical k-ratio models, e.g. ZAF and phi(rho z), used in electron probe microanalysis (EPMA) assume a homogeneous or multi-layered material structure, which essentially limits the spatial resolution of EPMA to the size of the interaction volume where characteristic x-rays are produced. We present a new model for characteristic x-ray emission that avoids assumptions on the material structure to not restrict the resolution of EPMA a-priori. Our model bases on the spherical harmonic (PN) approximation of the Boltzmann equation for electron transport in continuous slowing down approximation. PN models have a simple structure, are hierarchical in accuracy and well-suited for efficient adjoint-based gradient computation, which makes our model a promising alternative to classical models in terms of improving the resolution of EPMA in the future. We present results of various test cases including a comparison of the PN model to a minimum entropy moment model as well as Monte-Carlo (MC) trajectory sampling, a comparison of PN-based k-ratios to k-ratios obtained with MC, a comparison with experimental data of electron backscattering yields as well as a comparison of PN and Monte-Carlo based on characteristic X-ray generation in a three-dimensional material probe with fine structures.

Transparent conducting oxides (TCO) with high electrical conductivity and at the same time high transparency in the visible spectrum are an important class of materials widely used in many devices requiring a transparent contact such as light-emitting diodes, solar cells and display screens. Since the improvement of electrical conductivity usually leads to degradation of optical transparency, a fine-tuning sample preparation process and a better understanding of the correlation between structural and transport properties is necessary for optimizing the properties of TCO for use in such devices. Here we report a structural and magnetotransport study of tin oxide (SnO₂), a well-known and commonly used TCO, prepared by a simple and relatively cheap Atmospheric Pressure Chemical Vapour Deposition (APCVD) method in the form of thin films deposited on soda-lime glass substrates. The thin films were deposited at two different temperatures (which were previously found to be close to optimum for our setup), 590 °C and 610 °C, and with (doped) or without (undoped) the addition of fluorine dopants. Scanning Electron Microscopy (SEM) and Grazing Incidence X-ray Diffraction (GIXRD) revealed the presence of inhomogeneity in the samples, on a bigger scale in form of grains (80–200 nm), and on a smaller scale in form of crystallites (10–25 nm). Charge carrier density and mobility extracted from DC resistivity and Hall effect measurements were in the ranges 1–3 × 10²⁰ cm⁻³ and 10–20 cm²/Vs, which are typical values for SnO₂ films, and show a negligible temperature dependence from room temperature down to -269 °C. Such behaviour is ascribed to grain boundary scattering, with the interior of the grains degenerately doped (i.e., the Fermi level is situated well above the conduction band minimum) and with negligible electrostatic barriers at the grain boundaries (due to high dopant concentration). The observed difference for factor 2 in mobility among the thin-film SnO₂ samples most likely arises due to the difference in the preferred orientation of crystallites (texture coefficient).

Non-exhaust road transport emissions in cities contribute to poor air quality and create health impacts. This paper presents a new study of the emitted particles due to the tyres-road wear ‘TRWP’ in real driving and gives their emission factors EF. The most frequently observed particles were <1 µm; followed by particles size between [1µm, 4µm] for urban, suburban and highway areas. These particle sizes are well-known to have a higher degree of toxicity. An overall analysis of all the measured pollutants gave EF equal to 30 10+12 #/km and 35 10+12 #/km, respectively for urban and sub-urban areas; and 5 10+12 #/km on highway. The analysis of the 19 most emitted pollutants, taken individually, showed that their EFs ranged from 0.003 to 18.142 10+12#/km. The obtained EF are above the value of the Euro standard for vehicles, but are below the values for vehicles unequipped with a particle filter. Significant test analysis confirmed that inertia of chemical pollutants is homogeneous. EF assessment of the PM10 and PM2.5 emitted is equal to 1.45 mg/km and 0.35 mg/km respectively. These results should contribute to the emergence of future regulations of non-exhaust emissions and should help to analyse the exposure-impact relationship to TRWP.

One of the measures required by the European Green Deal to decarbonise the freight transport sector is the promotion of inland waterway transport (IWT), in particular intermodal transport in Europe. To facilitate intermodal transport on the Danube, we developed six new barge designs for the transport of 45' pallet-wide high-cube containers using a four-step approach. Our approach consisted of detailed desk research, followed by design and further analysis of the identified barge types, taking into account, for example, sight lines or stability. The container carrying capacity reaches up to 90 containers in three layers, which is double the capacity of existing standard barges on the Danube. Nevertheless, three-layer transport is hardly feasible in several cases, due to restrictions regarding sight lines and stability. We conclude that each loading condition must be evaluated separately to determine the best barge design option for each case. The study is limited by its geographical scope and the type of container used to develop the new barge designs. This could be a possible direction for further research on this topic: using other container types and/or extending the geographical scope.

This work presents a novel approach for the study of the movement of droplets on inclined surfaces under the influence of gravity and chemical heterogeneities. The developed numerical methodology uses data-driven modeling to extend the applicability limits of an analytically derived reduced-order model for the contact line velocity. More specifically, while the reduced-order model is able to capture the effects of the chemical heterogeneities to a satisfactory degree, it does not account for gravity. To alleviate this shortcoming, datasets generated from direct numerical simulations are used to train a data-driven model for the contact line velocity, which is based on the Fourier neural operator and corrects the reduced-order model predictions to match the reference solutions. This hybrid surrogate model, which comprises of both analytical and data-driven components, is then integrated in time to simulate the droplet movement, offering a speedup of five orders of magnitude compared to direct numerical simulations. The performance of this hybrid model is quantified and assessed in different wetting scenarios, by considering various inclination angles and values for the Bond number, demonstrating the accuracy of the predictions as long as the adopted parameters lie within the ranges considered in the training dataset.

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.

Baculovirus is a type of virus with a double stranded, circular, and super helical DNA structure, whose transcription, replication and assembly of offspring virus occur in the nucleus of the cell. However, due to the natural barrier of the cellular nuclear membrane, macromolecular substances larger than 40-60 kDa cannot directly penetrate the nuclear membrane. Therefore, baculovirus have evolved various strategies to achieve transmembrane transport of viral proteins. This article attempts to review the recent literature on mechanisms by which the DNA baculoviruses of insects transport proteins into the infected host cell nucleus. In this article, we summarise the studies of nuclear localisation signals(NLSs) in baculovirus, which are involved in the classical nuclear import pathways and review the non-classical nuclear transport pathways independent on NLS derived from baculovirus. Moreover, during the protein nuclear transport process, viruses will regulate the nuclear pathway through protein modifications. Host structure changes and other methods will create a favorable environment for the nuclear transport of viral proteins.

Enhancing traffic safety is one of the fundamental objectives of Intelligent Transport Systems (ITS), and it aligns closely with the principles of sustainable transport. Due to specific differences in infrastructure, vehicles, and users’ behaviour, places where different modes of traffic intersect are recognized as critical points of the traffic system, making them crucial aspects of Sustainable Urban Mobility Plans (SUMPs) implementation. The SUMPs aim to create urban mobility that is not only environmentally friendly and efficient but also safe for all users. The continuous development and widespread adoption of innovative ITS technologies have paved the way for a system that could provide drivers with real-time information about both immediate and potential dangers at these critical points. This paper provides an overview of previous research in the field, investigating the impact of information systems on drivers’ behaviour, various detection and communication solutions that can be effectively integrated into such a system, as well as a brief overview of models and solutions that have been developed to warn drivers in a similar context. The reviewed literature offered valuable insights on which a novel driver information system architecture framework is proposed. This framework can contribute to the ongoing safety improvement in multimodal transport networks within the context of sustainable transport.

The main purpose of the work is to indicate the effects of the implementation of the concept of sustainable production from the perspective of the well-being of employees. The diagnosis was made among manufacturers operating in the sector of agricultural technical means of transport (production of parts and subassemblies). Achieving the main goal required the formulation and implementation of partial goals, which the authors included: (C1) analysis of the concept of sustainable production from the perspective of employees' well-being (theoretical plane); (C2) compiling a research model in the form of an evaluation sheet being the result of a literature query and an expert study (theoretical and design layer); attention was paid to the articulation of categories relevant to the content and scope of research; (C3) verification of the research model (indication of the effects of the implementation of the concept of sustainable production (the perspective of employee well-being) by the surveyed enterprises).

Micromobility has gained attention from policymakers, industry stakeholders, and academia; however, a comprehensive conceptualization of micromobility is still missing. Existing definitions are largely vehicle-centric: either listing modes or detailing vehicle characteristics. This paper addresses this gap by developing a ‘beyond vehicles’, multi-dimensional conceptualization of micromobility, accompanied by a novel socio-technical definition. Through a review of related concepts, combined with an analysis of the use and definitions of the term micromobility in publications, this study establishes a new conceptualization of micromobility. It incorporates human, social, and cultural dimensions, considers environmental, economic, infrastructure, vehicle technology, regulatory and policy aspects, and considerations for public health. Our definition of micromobility encompasses a wide range of mobility options typically used for shorter trips and manoeuvrable by an individual without motor assistance, at least for short distances. These modes are characterized by their ‘micro’ attributes, including low energy demand, environmental impact, and road space use relative to automobility. The conceptualization incorporates a range of micromobility modes, including fully human-powered (including walking), partially motor-assisted, and fully powered options. These modes typically operate at speeds not exceeding 25 to 32 kilometres per hour (or 45 km/h for faster options), weigh (typically substantially) below 350 kilograms and often yield significant (public) health benefits. Trip length is generally less than 15 kilometres, and daily distances under 80 kilometres. Importantly, our definition includes the practices, policies, cultures, and infrastructures that emerge around the use of micromobility options and shape their uptake. This proposed conceptualization significantly broadens the prevailing vehicle-focus in micromobility debates towards a socio-technical perspective. Embracing a widely accepted conceptualisation of micromobility would offer several advantages, including robust design standards, legislation, and evaluation metrics and methods. Additionally, this paper highlights the pivotal role micromobilities can play in transcending the limitations of automobility, towards more sustainable and equitable mobility futures.

Landform Evolution Modelling (LEM) provides an avenue for simulating how a landscape may evolve over extended time periods of thousands of years. The CAESAR-Lisflood LEM that includes a hydrologic model (TOPMODEL) and a hydraulic model (Lisflood) can be used to assess the proposed final landform morphology of a mine site by simulating how the mine landform and the landscape would evolve over a 1,000-year period. The accuracy of future simulations depends on the calibration and validation of the model to the past and present events. Calibration and validation of the model involves finding a combination of parameters of the model which when applied and simulated gives model outputs similar to those observed for the real site scenario for corresponding input data. Calibrating the sediment output of the CAESAR-Lisflood model at the catchment level and using it for studying the equilibrium conditions of the landform is an area yet to be explored. Therefore, the aim of this study was to calibrate the CAESAR-Lisflood model and then validate it. To achieve this, the model was run for a rainfall event with a set of parameters, plus discharge and sediment data for the input point of the catchment, to analyze how similar the model output would behave when compared with the discharge and sediment data for the output point of the catchment. The model parameters were then adjusted until the model closely approximate the real site values of the catchment. It was then validated by running the model for a different set of events and checking that the model gave similar results to the real site values. The outcomes demonstrated that while the model can be calibrated to a greater extent for hydrology (discharge output) throughout the year, the sediment output calibration may be slightly improved by having the ability to change parameters to take into account the seasonal vegetation growth during the start and end of the wet season. This study is important for designing and testing post-mining rehabilitated landscape systems that assess hydrology and sediment movement in seasonal biomes.

The path towards decarbonization requires a progressive adaptation of all refrigeration systems, but only stationary ones have been intensely studied to improve their environmental performance. However, refrigerated transport is a vital piece of the cold chain, and it must be considered in the green transition. In this paper, we propose a model for a hybrid refrigerated van that includes photovoltaic panels and electric batteries to decrease total greenhouse gas emissions from the engine. Thermal, electrical, and battery sub-models are considered and integrated into the comprehensive hybrid solar-powered refrigerated van model. Different technologies are compared in economic terms, including Lithium and Lead-acid batteries and three different types of photovoltaic panels. The model was validated regarding van fuel consumption, showing a 4% deviation. Single and multiple delivery scenarios are considered to assess the energetic, economic, and environmental benefits. Monthly CO2,e emissions could be reduced to 20% compared to a standard refrigerated van. Despite the environmental benefits provided by this sustainable solution, the payback period is still too long (above 20 years) because of the necessary investment to adapt the vehicle and considering fuel and electricity prices currently.

During the novel coronavirus disease (COVID-19) pandemic, several environmental factors have influenced the activities and the protection policy measures. This has had a major effect on climate change and global environmental catastrophe. In many countries, the strategy of closing various activities such as tourism, industrial production, stopped normal life, transportation, among others. This closure has a positive impact on the environment. However, the massive use of masks and personal protection could significantly increase pollution worldwide. The impact on the environment needs to be calculated to have information for public health actions. In this study, we present a first overview of the potential impacts of COVID-19 on some environmental matrices in Bogota, Colombia.

The planning of bicycle infrastructure across our cities remains is a complex task involving many key stakeholders including the community, who traditionally have had limited involvement in the planning process. This research develops an interactive bicycle prioritisation index tool which includes participatory spatial and textual citizen feedback. The research involves three components. Firstly, a survey of current cyclists in Sydney, their current level of participation, priorities in investment in cycling, and preferred locations for cycling infrastructure. Secondly, it documents the development of an interactive digital bicycle planning tool which is informed through citizen feedback. Thirdly, it evaluates the approach in conversation with potential end-users, including government, planning practitioners, and advocacy group members. The research proposes the combination of multiple passive and active data traces with end-user evaluation to legitimise the citizen co-design of bicycle investment prioritisation initiatives. A case study approach has been taken, focusing on the city of Sydney, Australia. The bicycle planning support system can be used by cities when engaging in cycle prioritisation initiatives, particularly with a focus on integrating citizen feedback and navigating new and complex data landscapes introduced through recent, passively collected big data sets.

A new picture of the Josephson effect is devised. The radio-frequency (RF) signal, observed in a Josephson junction, is shown to stem from bound electrons, tunneling periodically through the insulating film. This holds also for the microwave mediated tunneling. The Josephson effect is found to be conditioned by the same prerequisite worked out previously for persistent currents, thermal equilibrium and occurence of superconductivity. The observed negative resistance behaviour is shown to originate from the interplay between the normal and superconducting currents.

The purpose of the work is an underwater positioning safety study that used the GNSS-like underwater navigation systems. In the process of research, we used the methods of software modeling of underwater spoofing processes. The spoofing problem consists of three stages: design of spoofers, design of spoofing detection systems, and design of anti-spoofing systems. This article discusses some methods of spoofing detection. We briefly describe the known methods of underwater positioning systems. Unlike GNSS, currently only LNSS (Local Navigation Satellite System) can be considered in this case. Spoofing detection systems with one hydrophone are of great practical importance, as they allow for use of standard hydroacoustic equipment. However, detection of spoofing is not possible in static mode, which is with underwater vehicle at rest. In case of two hydrophones the detection of spoofing in static mode is possible. We discuss the navigation based on the use of an acoustically passive receiver. The receiver “listens” to the buoys and solves the problem of finding its own position using the coordinates of the buoys (such systems are called GNSS-like Underwater Positioning Systems or GNSS-like UPS). Depending on the scale of system service area, GNSS-like UPS-es are divided into global, regional, zonal and local systems. In this article, we take into account only the local class of GNSS-like UPS. The acoustic signal generator transmits a simulation of several buoy signals. If the level of the simulated signal exceeds the signal strength of actual buoys, the UPS receiver will “lock onto” the fake signal and then calculate a false position basing on it. The development of further research should be focused on the creation of hardware and software systems for conducting physical experiments at depths up to 400 m.

Effective maintenance of railways requires a comprehensive assessment of the actual condition of the construction materials involved. In this regard, Ground-Penetrating Radar (GPR) stands as a viable alternative to the invasive and time-consuming traditional techniques for the inspection of these infrastructures. This work reports the experimental activities carried out on a test-site area within a railway depot in Rome, Italy. Specifically, a 30 m-long railway section was divided into 10 sub-sections reproducing different various physical and structural conditions of the track-bed. In more detail, combinations of varying scenarios of fragmentation and fouling of the ballast were reproduced. The set-up was then investigated using different multi-frequency GPR horn antenna systems. The effects of the different physical conditions of ballast on the electromagnetic response of the material were analysed for each scenario using time- and frequency-domain signal processing techniques. Parallel to this, modelling was provided to estimate fouling content. Interpretation of results has proven the viability of the GPR method in detecting signs of decay at the network level, thereby proving this technique to be worthy for implementation in asset management systems.

The formal transfer of GNSS under water is not possible. It probably makes sense to talk only about the transformation of GPS into LPS, that is, in the Local Position System. However, the basic methods that are used to solve the problem of Spoofing Detection above water can be used under water. It should be understood that engineering problems are significantly different, since the nature of the propagation of acoustic waves in water and electromagnetic waves in the atmosphere are fundamentally different. In this article, we will limit the navigation with acoustically passive receiver. The receiver “listens” to the buoys and solves the problem of finding its own position based on the coordinates of the buoys (such systems are called GNSS-like Underwater Positioning Systems or GNSS-like UPS). Depending on the scale of system service areas, GNSS-like UPS are divided into global, regional, zonal and local system. In this article, we will limit ourselves to considering only local GNSS-like UPS. The acoustic signal generator transmits a signal simulation of several satellites. If the level of the simulated signal exceeds the signal strength of real satellites, the receiver of UPS will “capture” the fake signal and calculate the false position based on it.

Traffic source emissions inventories for the rapidly growing West African urban cities are necessary for better local characterization of vehicle emissions released into these cities atmosphere. This study based on local field campaign in a representative site of anthropogenic activities over West African cities such as Yopougon (Abidjan, Côte d'Ivoire) during 2016, provided useful information on vehicle type and age, traveling time, fuel type and amount for fuel consumption estimation. Also, high traffic flow of personal car were recorded on highway, boulevard and backstreet whereas high flows of intra-communal sedan taxi are recorded on main and secondary roads. In addition, the highest daily fuel consumption value of 56 L.day^-1 was recorded in heavy vehicle while the lowest value of 15 L.day^-1 is recorded for personal car using gasoline. This study will be useful for the improvement of uncertainties related to the different databases used to estimate inventories emissions either national or international reports. This work provides useful information for future studies on urban air quality, climate and health impacts assessment in African cities. It may also be useful for policy makers to support implementation of emission reduction policy in West African cities.

The spread of charging infrastructure (CIS) for battery electric vehicles is crucial for coping with the increasing number of electric vehicles. Therefore, the selection of ideal (fast-) charging locations determines acceptance, utilization and, thus, the economic viability of a single site or the whole charging network. The methodology of the Integrated Model Approach STELLA[1] for site identification of CIS uses proven methods of traffic modeling such as the classic four-step traffic modeling in a new context to enable statements regarding the positioning of CIS. Based on different spatial analyzes and characterizations of urban quarters, traffic generated by individuals is calculated using the FGSV approach of 2010. Because only (electric) motorized individual traffic is of importance for CIS, the share of trips is calculated by differentiating the modal split between various transport groups. One approach is to concretize the modal split share of public transport based on analyzes of different criteria and data sets, e.g. the accessibility of stops. The model approach STELLA, which also combines various extensive data (e.g. transport networks and traffic volumes, settlement structures, vehicle characteristics, power supply data and user requirements), is currently developed for a planning area covering the entire territory of the Federal Republic of Germany. [1] STELLA is the acronym for the German term "STandortfindungsmodell für ELektrische LAdeinfrastruktur”.

Ground-level ozone (O3) increases in the northeastern part of Eurasia, where larch species are dominant trees and have been planted intensively. The Japanese larch (Larix kaempferi; hereafter larch) is classified as the tree species most of its sensitive to O3 based on data from long-shoot needles of seedlings. This criterion should be reconsidered based on O3 uptake, which is strongly depended on stomatal conductance (Gs) of adult trees through the difference in relevant needle traits. Because Gs is closely correlated with photosynthetic activity, we measured the in situ seasonal and yearly change in photosynthetic function, needle mass per area (LMA) and nitrogen (N) content of both short- and long-shoot needles of the canopy of larch trees over successive 3 years. No difference was observed in the in light saturated photosynthetic rate at ambient CO2 (Psat) between needles of hetero types of shoot in the latter part of the growing season, but clear differences were found within a specific year, indicating that seasonal changes in climatic factors determine Psat in the long term. The Psat-N relations differed significantly between the needle types. However, Psat at saturated CO2 (Pmax)-N was quite similar, implying that the CO2 diffusion difference between short- and long-shoots is responsible for the differing Psat -N. In conclusion, seasonal and yearly variations in photosynthetic capacity are mainly determined mainly by climatic variations, whereas shoot type determined the traits of photosynthetic N utilization as well as Gs regulation.

With the continuous development of Artificial Intelligence technology and Internet of Things engineering, more and more driver-less vehicles have been developed and put into the industrial production. The birth of driver-less vehicles undoubtedly brings new vitality to a large amount of industries, particularly in transportation. For the mining industry, transportation is undoubtedly an extremely important link in the whole production process. If the driver-less vehicles can be applied to the underground mines, it can not only improve the production and transportation capacity of the whole mine, but also can reduce the occurrence of many mine safety accidents. ZigBee WSN technology can play a greater role in the narrow environment like underground mines according to the relevant literature, this concept paper just like a engineering project plan mainly tries to integrate the ZigBee WSN technology and the communication-based train control (CBTC) system to explore the possibility of the driver-less vehicles to be used in the underground mines, which aims to solve practical engineering problems for the engineering projects. As the mining engineers, we put forward the concept of this integrated system in this concept paper, but we need to continue to work hard for the future of the underground mines. This concept paper serves just as a guide to the Tossing out a brick to get a jade gem, has a few implications for the development of underground mine transportation.

The option of decarbonizing urban freight transport using Battery Electric Vehicle (BEV) seems promising.However, there is currently a strong debate whether Fuel Cell Electric Vehicle (FCEV) might be the bettersolution. The question arises as to how a fleet of FCEV influences the operating cost, the Greenhouse Gas(GHG) emissions and primary energy demand in comparison to BEVs and to Internal Combustion EngineVehicle (ICEV). To investigate this, we simulate the urban food retailing as a representative share of urbanfreight transport using a multi-agent transport simulation software. Synthetic routes as well as fleet size andcomposition are determined by solving a Vehicle Routing Problem (VRP). We compute the operating costsusing a total cost of ownership (Total Cost of Ownership (TCO)) analysis and the use phase emissions as wellas primary energy demand using the Well To Wheel (WTW) approach. While a change to BEV results in 17 -23% higher costs compared to ICEV, using FCEVs leads to 22 - 57% higher costs. Assuming today’s electricitymix, we show a GHG emission reduction of 25% compared to the ICEV base case when using BEV. Currenthydrogen production leads to a GHG reduction of 33% when using FCEV which however cannot be scaled tolarger fleets. Using current electricity in electrolysis will increase GHG emission by 60% compared to the basecase. Assuming 100% renewable electricity for charging and hydrogen production, the reduction from FCEVsrises to 73% and from BEV to 92%. The primary energy requirement for BEV is in all cases lower and forhigher compared to the base case. We conclude that while FCEV have a slightly higher GHG savings potentialwith current hydrogen, BEV are the favored technology for urban freight transport from an economic andecological point of view, considering the increasing shares of renewable energies in the grid mix.

Chronic kidney disease (CKD) is a progressive condition of kidney dysfunction due to diverse causes of injury. In healthy kidneys, protein-bound uremic toxins (PBUTs) are cleared from the systemic circulation by proximal tubule cells through the concerted action of plasma membrane transporters that facilitate their urinary excretion, but the endogenous metabolites are hardly removed with kidney dysfunction and may contribute to CKD progression. Accumulating evidence suggests that senescence of kidney tubule cells influences kidney fibrosis, the common endpoint for CKD with an excessive accumulation of extracellular matrix (ECM). Senescence is a special state of cells characterized by permanent cell cycle arrest and limitation of proliferation, which promotes fibrosis by releasing senescence-associated secretory phenotype (SASP) factors. The accumulation of PBUTs in CKD causes oxidative stress and increases the production of inflammatory (SASP) factors that could trigger fibrosis. Recent studies provide some clues that PBUTs may also promote senescence in kidney tubular cells. This review provides an overview on how senescence contributes to CKD and the involvement of PBUTs in this process, and how kidney senescence can be studied, Finally, some suggestions for future therapeutic options for CKD while targeting senescence are given.

Energy efficiency is, in principle, a simple idea: an output of human value, for example, vehicle-km traveled, divided by the needed input energy. Efficiency improvements are regarded by many as an important means of mitigating not only climate change, but also other environmental problems. Accordingly, many countries have efficiency ratings for appliances and efficiency standards for road vehicles. Despite the vast number of articles published on energy efficiency, few question whether it is a useful or accurate measure in its present form. This review addresses this lack, by a critical review of the literature, not only in energy efficiency, but in other areas of research, such as ‘energy services’, that can help broaden the scope of this idea, both geographically and conceptually. These shortcomings are illustrated in case studies of road passenger transport and buildings. The main findings are that energy efficiency inevitably has an ethical dimension, that feedbacks are more widespread than generally considered, and that conventional efficiency measures omit important energy input items, particularly those concerned with mining of the materials needed for renewable energy plants. Finally, the key results of this review are summarized, and its limitations are discussed, as is the future research needed to overcome these shortcomings.

Observation of the ambient aerosol surface area concentrations is important to understand the aerosol toxicity because an increased surface area may be able to act as an enhanced reaction interface for certain reactions between aerosol particles and biological cells, as well as an augmented carrier surface for co-pollutants. In this study, the concentration of aerosol surface area was measured from April 2015 to March 2016 in Fukuoka, Japan. We investigated the monthly and diurnal variations in the correlations between the aerosol surface area and black carbon (BC) and sulfate concentrations. Throughout the year, aerosol surface area concentration was strongly correlated with the concentrations of BC, which has relatively large surface area since BC particles are usually submicron agglomerates consisting of much smaller (tens of nanometers) sized primary soot particles. The slopes of the regression between the aerosol surface area and BC concentrations was highest in August and September 2015. This appears to have been the results of an increase in the proportion of the airmass that originated on the main islands of Japan. This may enhance the introduction of the BC from the main islands of Japan that is relatively fresh (or “uncoated”), thereby maintaining its larger surface area.

Cars are a highly inefficient mode of urban transport with significant negative impacts. Electric vehicles make it possible to eliminate direct CO2 emissions (though the total over a vehicle’s entire life cycle greatly offsets the advantages) but leave unchanged – or even aggravate – all the other negative effects on the quality of urban environments. Three visions for urban transport were presented: automobility, multimodality and accessibility. The first dominates North American cities, the second European one. The anomalies of these two visions have been examined. The automobility cities cannot manage the congestion and the attempts are self- defeating. The anomalies of multimodality city are related to the public space consumption for mobility and the impossibility to plan spatial proximity. The sustainable vision, that resolve the anomalies, is represented by the accessibility city in the Triple Access System (TAS) version which, however, still has a long way to go to be accepted and implemented.

The theory of water transport in trees, according to which the main driving force of water movement is the suction created by the evaporation of water by the meniscus (the curved surface of the capillary liquid column) on the evaporating elements, supported from below by root pressure, is flawed. The capillary effect in nature is around one meter. In the case of open-air gaps, the leaf cannot suck in the water against gravity because, in this case, the plant would not be sucking in water, but air through the open-air gap. If not, how do trees transport water? When evaporation occurs, there is no suction towards the canopy, but pressure is due to a reduction in the cross-section of the water pipe caused by heat loss through evaporation. At night, when evaporation stops, a thermal equilibration process is triggered, which restores the original cross-section of the pipe. This generates suction and draws water from the soil. As the hydrostatic pressure in the pipe is high for tall trees, the pipe is cut off. To prove my theory, I have given several examples. Water transport is not based on physical mechanical laws alone. There may be complex physiological, biochemical, and biophysical processes behind the operation of the pipe system.

The meaning of a good social outcome in land use transport policy/planning has been relatively underdeveloped, compared to economic and environmental sustainability goals, but this is now changing. Cities are increasingly prioritizing reducing social exclusion, with the allied intent of providing all residents with equitable access to the benefits of their city. However, in jurisdictions that use cost-benefit analysis to guide government decision-making, this poses a challenge: monetization of the benefits of reducing social exclusion is poorly developed. An evaluation gap thus confronts benefit-cost based assessment of initiatives intended to reduce social exclusion, compared to initiatives directed towards societal economic and environmental goals. This is a particular problem for public transport services that primarily enable people at risk of mobility-related social exclusion to access more opportunities in their society (social transit). The benefits of reducing social exclusion associated with these services have not been monetized, so social transit initiatives are poorly placed to argue their merits against competing initiatives where benefit monetization is more advanced (e.g., mass public transport and roads). The paper summarizes Australian research that has developed monetized measures for the value of increased trip making, bridging/bonding social capital, sense of community and several conceptions of wellbeing, and of reducing neighbourhood disadvantage, as these contribute to reducing social exclusion. New Singaporean research on the value of trip making to support reduced exclusion is also presented, affirming the Australian trip values. Trip values are then used in case study examples to show they can make a material difference to the societal worth of initiatives intended to reduce exclusion. Using these trip values, and other pathway values linked to reducing social exclusion, closes or at least substantially reduces the evaluation gap confronting social goal achievement in land use transport policy and planning, strengthening the case for reducing exclusion. These values will assist jurisdictions that are seeking to provide their residents with more equitable access to the benefits of their city.

A La2FeCrO6 (LFCO) double perovskite powders were synthesized by hydrothermal method, which crystallized in an orthorhombic (Pnma) structure and exhibited a spherical morphology with average particle size of 900 nm. Fourier transformation infrared spectroscopy confirmed the octahedral coordination of Fe and Cr ions in the powders. XPS spectra revealed dual oxide states of Fe (Fe2+/Fe3+) and Cr (Cr3+/Cr4+) elements, and oxygen element appeared as lattice oxygen and defect oxygen, respectively. The LFCO powders exhibit ferromagnetic behavior at 5 K with saturation magnetization of 0.31 μB/f.u., coercive field of 8.0 kOe, and Curie temperature of 200 K. Griffiths phase appeared in the powders between 200 K and 223 K. The LFCO ceramics displayed a butterfly-like magnetoresistance (MR)-magnetic field (H) curve at 5 K with MR (5 K, 6 T) value of -4.07%. Temperature dependence of resistivity of the LFCO ceramics demonstrated their semiconducting nature. Electrical transport data were fitted by different conduction models. Strong frequency dispersion dielectric behavior was observed in the LFCO ceramics. A dielectric abnormality observed around 260 K, was ascribed to the jumping of electrons trapped in shallow levels created by oxygen vacancies. The dielectric relaxation behavior exhibited by dielectric loss between 160 K and 260 K, was contributed to the singly-ionized oxygen vacancies.

A full potential all-electron density functional method within generalized gradient approximation is used to investigate the electronic, elastic and transport properties of cubic copper sulphide and copper selenide. The electronic structure suggests metallic behavior with a zero energy band gap for both materials. Elastic property calculations suggest a stiff material with the bulk to shear modulus ratio of 0.35 and 0.44 for Cu2S and Cu2Se respectively. The transport properties were estimated using the Boltzmann transport approach. Seebeck coefficient, electrical conductivity, thermal conductivity, and power factor all suggest a potential p-type conductivity for Cu2S and n-type conductivity for Cu2Se.

Maxwell's electric equation and Schrödinger quantum equation are used to find useful expressions for the probability of electrons existence and the electrons transport. The first expression which uses special relatively also shows that the probability of the electrons existence is higher for lower energy states compared to higher energy states where the probability is low. This means that electrons transport takes place from higher energy states to lower states. This conforms to the laws of chemistry where the atom tends to be stable by forcing electrons to occupy lower energy states. The second expression used the momentum velocity relation instead of special relatively. This expression shows also electrons transport from higher to lower states. It also shows that the probability of the electrons existence is higher for lower electrons density regions and lower for higher electrons density regions. This means that the electrons transport is from higher density regions to lower density regions. This conforms to the diffusion law.

Maritime transport has become very important due to its ability to internationally unite all continents. In turn, during the last two years, we have observed that the increase of consumer goods has resulted in global shipping deadlocks. In addition, the future goes through the role of ports and efficiency in maritime transport, with the aim of decarbonizing its impact on the environment. In order to improve the economy and people's lives, in this work, we propose to enhance services offered in maritime logistics. To do this, a communications system is designed on the deck of ships to transmit data through a constellation of satellites using interconnected smart devices based on IoT. Among the services, we highlight the monitoring and tracking of refrigerated containers, the transmission of geolocation data from GPS, and security through AIS. This information will be used for a fleet of ships to make better decisions and help guarantee the status of the cargo, as well as maritime safety on the routes. The system design, network dimensioning, and a communications protocol for decision-making will be presented.

The management and proper use of the Urban Public Transport Systems (UPTS) constitutes a critical field that has not been investigated in accordance to its relevance and urgent idiosyncrasy within smart cities realm. Swarm Intelligence is a very promising paradigm to deal with such complex and dynamic systems. It presents robust, scalable and self-organized behaviour to deal with dynamic and fast changing systems. The intelligence of cities can be modelled as a swarm of digital telecommunication networks (the nerves), ubiquitously embedded intelligence, sensors and tags, and software. In this paper, a new approach based on the use of the Natural Computing paradigm and Collective Computation is shown, more concretely taking advantage of an Ant Colony Optimization algorithm variation and Fireworks algorithms in order to build a system that makes the complete control of the UPTS a tangible reality.

The field of Cooperative Intelligent Transport Systems and more specifically Pedestrians to Vehicles could be characterized as quite challenging, since there is a broad research area to be studied, with direct positive results to society. Pedestrians to Vehicles is a type of Cooperative Intelligent Transport System, within the group of Early Warning Collision/Safety System. In this article, we examine the research and applications carried out so far within the field of Pedestrians to Vehicles Cooperative Transport Systems by leveraging the information coming from Vulnerable Road Users’, smartphones. Moreover, an extensive literature review has been carried out in the fields of Vulnerable Road Users Outdoor Localisation via smartphones and Vulnerable Road Users Next Step/Movement Prediction, which are closely related to Pedestrian to Vehicle applications and research. We identify gaps that exist in these fields that could be improved/extended/enhanced or newly developed, while we address future research objectives and methodologies that could support the improvement/development of those identified gaps.

The survey findings reveal that rivers worldwide carry an annual sediment load of 15 billion tons into the sea, and the Yellow River basin alone contributes 1.6 billion tons of sand. Therefore, understanding the science of wind and sand in the Yellow River is crucial to ensuring the safe development of similar basins across China and the world. This study examines the midstream wind and sand area of the Xiliugou tributary, a part of the upper Yellow River. The researchers used a stepped sand collector combined with an anemometer to measure the sand transport flux at 0-50 cm height on various underlying surfaces of the basin. Then, they estimated the amount of wind and sand entering the Yellow River using a function model based on the measured factors. Furthermore, the team analyzed the particle size composition of wind-eroded sand to better understand the principles of wind and sand erosion and accumulation in the basin. The results of the study show that the sand transport flux per unit area varies significantly across different underlying surfaces. Moreover, the contribution of moving sandy land, semi-fixed sand, and fixed sand to wind and sand deposition in the Yellow River basin was 77.08%, 15.30%, and 7.62%, respectively. The vertical change of sand transport rate on the basin's surface demonstrates that the total sand transport rate is an exponential function of wind speed. Based on this relationship, the researchers estimated that the total annual average wind and sand entering the Yellow River basin via the Xiliugou tributary is approximately 8.09×105t. Due to the basin's unique geography and sand source, the particle size composition of wind-eroded sand differs between the east and west sides of the river channel. On the west side, desert sand, mainly fine sand, and very fine sand constitutes the sand source. Conversely, on the east side, sand collected in the riverbed by secondary wind erosion is the primary sand source. Furthermore, human activities have disturbed the grain composition, mainly comprising powder and clay particles. This phenomenon, known as "wind-blown mud and water-washed sand," is evident in this geographical unit. In conclusion, the Yellow River basin still faces significant ecological security hazards. Understanding the coupling relationship between desert-basin-sand and wind is the foundation for effectively controlling wind and sand flow into the Yellow River basin.

Electrical properties of the thin films of poly(arylene ether ketone) copolymers (co-PAEKs) with the fraction of phthalide-containing units of 3, 5 and 50 mol% in the main chain were investigated by using radiation induced conductivity (RIC) measurements. Transient current signals and current-voltage (I-V) characteristics were obtained under exposing 20÷25 thick films of the co-PAEKs to monoenergetic electron pulses of the energy ranged from 3 to 50 keV in the electric field ranged from 5 to 40 V/μm. The Rose-Fowler-Vaisberg semi-empirical model based on a multiple trapping formalism was used for an analysis of the RIC data and the parameters of the highly dispersive charge carrier transport were evaluated. The analysis revealed that charge carriers moved in isolation from each other and the applied electric fields were below the threshold field triggering the switching effect (a reversible high-to-low resistivity transition) in the co-PAEK films. It was also found that the co-PAEK films due to the super-linear I-V characteristics are highly resistant to electrostatic discharges arising from the effects of ionizing radiation. This property is important for the development of protective coatings for electronic devices.

This study provides a detailed investigation into the pathways through which microplastics from urban sources are transported to marine ecosystems, their distribution across different environments, and their impacts on marine life. Utilizing a combination of water and sediment sampling across urban, riverine, and marine environments, the research quantitatively assesses the concentration and types of microplastics present, and evaluates the ecological consequences of their accumulation in marine ecosystems. The findings reveal a significant concentration of microplastics in all examined environments, with the highest levels detected in urban areas, closely linked to industrial activities and inadequate waste management practices. The study documents a variety of microplastic polymers, with polyethylene (PE), polypropylene (PP), and polyethylene terephthalate (PET) being the most prevalent. A substantial impact on marine organisms was observed, including evidence of microplastic ingestion across a wide range of species and indications of stress and physical damage to coral reefs. Seasonal variations indicate that microplastic concentrations peak during periods of high rainfall, suggesting urban runoff as a critical pathway for microplastic transport. The study concludes with recommendations for improving waste management practices, enhancing public awareness and engagement in plastic recycling efforts, and implementing policies aimed at reducing the production and use of single-use plastics. This research underscores the urgent need for coordinated actions to mitigate the pervasive issue of microplastic pollution, highlighting the role of urban management and policy interventions in safeguarding marine ecosystems.

Even though inhalation dosimetry is determined by three factors (i.e., breathing, aerosols, and the respiratory tract), the first two categories have been more widely studied than the last. Both breathing and aerosols are quantitative variables that can be easily changed, while respiratory airway morphologies are difficult to reconstruct, modify, and quantify. Despite several methods are available for model reconstruction and modification, developing an anatomically accurate airway model and morphing it to various physiological conditions remains labor-intensive and technically challenging. The objective of this study is to explore the feasibility of using an adjoint-CFD model to understand airway shape effects on vapor deposition and control vapor flux into the lung. A mouth-throat model was used, with the shape of the mouth and tongue being automatically varied via adjoint morphing, and the vapor transport being simulated using ANSYS Fluent coupled with a wall absorption model. Two chemicals with varying adsorption rates, Acetaldehyde and Benzene, were considered, which exhibited large differences in dosimetry sensitivity to airway shapes. For both chemicals, large shape deformations were explored to find the maximal possible morphing; both the maximal and intermediate deformations were simulated for morphology parametric studies. Results show that changing the mouth-tongue shape can alter the oral filtration by 3.2% for Acetaldehyde and 0.27% for Benzene under a given inhalation condition. This study demonstrates that the hybrid adjoint-CFD approach can be a practical and efficient method to investigate morphology-associated variability in inhalation dosimetry of vapors and nanomedicines.

Below T_CO=157 K the quasi-one-dimensional charge-transfer salt (TMTTF)_2SbF_6 undergoes a pronounced phase transition to a charge-ordered ground state. We have explored the non-linear and photoconductive behavior as a function of applied voltage, laser pulse energy and temperature. Besides a decay of the photoconductive signal in a double exponential fashion in the millisecond range, we discover current oscillations in the kHz range induced by the application of short laser pulses. While the resonance frequencies do not depend on voltage or laser intensity and vary only slightly with temperature, the amplitude changes linearly with the laser intensity and voltage. The findings are discussed and compared to comparable phenomena in other low-dimensional electron systems.

The integrated stress response is a signaling network comprised of four branches, each of which senses different cellular stressors, converging on the phosphorylation of eIF2α to depress global translation and initiate recovery. One of these branches is composed of GCN2, which senses cellular amino acid insufficiency and participates in the maintenance of amino acid homeostasis. Previous studies have shown that GCN2 is a viable cancer target when amino acid stress is provoked by inhibiting an additional target. In this light, we screened a combination of drugs to identify biologically active compounds which synergize with the GCN2 inhibitor TAP20. First, a panel of 25 compounds was assayed in six cancer cell lines for drug sensitivity. Each compound was then combined with TAP20 at concentrations below their IC50, and the impact on cell growth was assessed. Selected strongly synergistic combinations were further characterised using synergy analyses and matrix-dependent invasion assays. Inhibitors of proteostasis, of the MEK-ERK pathway and pan-CDK inhibitors flavopiridol and seliciclib were found to potently synergize with TAP20 in two of the tested cell lines. Among their common CDK targets is CDK7, which was selectively targeted with THZ-1 and found to synergize with TAP20. Finally, these combinations were found to be partially synergistic when assessed using matrix-dependent invasion assays. However, we found that TAP20 alone was sufficient to restrict invasion at concentrations well below its growth-inhibitory IC50. We conclude that GCN2 can be targeted for treating cancers by polytherapy or even monotherapy.

The so-called Born-Huang ansatz is a fundamental tool in the context of ab-initio molecular dynamics, viz., it allows to effectively separate fast and slow degrees of freedom and thus treating electrons and nuclei at different mathematical footings. Here we consider the use of a Born-Huang-like expansion of the three-dimensional time-dependent Schr\"odinger equation to separate transport and confinement degrees of freedom in electron transport problems that involve geometrical constrictions. The resulting scheme consists of an eigenstate problem for the confinement degrees of freedom (in the transverse direction) whose solution constitutes the input for the propagation of a set of coupled one-dimensional equations of motion for the transport degree of freedom (in the longitudinal direction). This technique achieves quantitative accuracy using an order less computational resources than the full dimensional simulation for a prototypical two-dimensional constriction.

Tissue engineering has the potential for repairing large bone defects, which impose a heavy financial burden on the public health. However, difficulties with O₂ delivery to the cells residing in the interior of tissue engineering scaffolds make it challenging to grow artificial tissues of clinically-relevant sizes. This study uses image-based simulation in order to provide insight into how to better optimize the scaffold manufacturing parameters, and the culturing conditions, in order to resolve the O₂ bottleneck. To do this, high resolution 3D X-ray images of two common scaffold types (salt leached foam and non-woven fiber mesh) are fed into a Lattice Boltzmann Method fluid dynamics and reactive Lagrangian Scalar Tracking mass transfer solvers. The obtained findings indicate that the scaffolds should have maximal surface area-to-solid volume ratios, for higher chances of the molecular collisions with the cells. Furthermore, the cell culture media should be flown through the scaffold pores as fast as practically possible (without detaching or killing the cells). Finally, we have provided a parametric sweep that maps how the molecular transport within the scaffolds is affected by variations in rates of O₂ consumption by the cells. Ultimately, the results of this study are expected to benefit the computer-assisted design of tissue engineering scaffolds and culturing experiments.

This paper presented a two-dimensional, well-balanced hydrodynamic and sediment transport model based on the solutions of variable density shallow water equations (VDSWEs) for sediment-laden flows, and the Exner equation for bed changes. Those equations are solved in a coupled way by the first-order Godunov-type finite volume method. The Harten-Lax-van Leer-Contact (HLLC) Riemann solver is extended to find the local Riemann fluxes in order to maintain the exact balance between the momentum term and the bed slope term. The advantage of a well-balanced scheme over an unbalanced scheme is demonstrated by the synthetic standing contact-discontinuity test case. Then, the model is employed to simulate two laboratory experiments. At last, a field case, the 1996 Lake Ha! Ha! flood event (Canada), is simulated. Results of cross sectional geometries and profiles of longitudinal thalweg agree well with measurements. The accuracy and simplicity of the numerical model, together with the robust implementation, make the model a good candidate for practical engineering applications.

Ozone and fine particles (PM_2.5) are the two main air pollutants of concern in the New South Wales Greater Metropolitan Region (NSW GMR) region due to their contribution to poor air quality days in the region. This paper focuses on source contributions to ambient ozone concentrations for different parts of the NSW GMR, based on source emissions across the greater Sydney region. The observation-based Integrated Empirical Rate Model (IER) was applied to delineate the different regions within the GMR based on the photochemical smog profile of each region. Ozone source contribution is then modelled using the CCAM-CTM (Cubic Conformal Atmospheric Model-Chemical Transport Model) modelling system and the latest air emission inventory for the greater Sydney region. Source contributions to ozone varied between regions, and also varied depending on the air quality metric applied (e.g., average or maximum ozone). Biogenic volatile organic compound (VOC) emissions were found to contribute significantly to median and maximum ozone concentration in North West Sydney during summer. After commercial domestic, power station was found to be the next largest anthropogenic source of maximum ozone concentrations in North West Sydney. However, in South West Sydney, beside commercial and domestic sources, on-road vehicles were predicted to be the most significant contributor to maximum ozone levels, followed by biogenic sources and power stations. The results provide information which policy makers can devise various options to control ozone levels in different parts of the NSW Greater Metropolitan Region.

This article introduces the Theory of Inverse Discrete Dynamical Systems (TIDDS), a novel methodology for modeling and analyzing discrete dynamical systems via inverse algebraic models. Key concepts such as inverse modeling, structural analysis of inverse algebraic trees, and the establishment of topological equivalences for property transfer between a system and its inverse are elucidated. Central theorems on homeomorphic invariance and topological transport validate the transfer of cardinal attributes between dynamic representations, offering a fresh perspective on complex system analysis. A significant application presented is an alternative proof of the Collatz Conjecture, achieved by constructing an associated inverse model and leveraging analytical property transfers within the inverted tree structure. This work not only demonstrates the theory's capability to address and solve open problems in discrete dynamics but also suggests vast implications for expanding our understanding of such systems

The aim of this research was to analyze the impact of implemented erosion control works (ECW) on soil erosion intensity in the watershed of the Ćelije reservoir (Rasina River) in the period between 1968 and 2022. The Erosion Potential Method was used to calculate the annual gross erosion (W), sediment transport (G), and erosion coefficient (Z) in the study area. As a result of the performed ECW there was a general decreasing trend in the intensity of soil erosion processes in the last 54 years. The specific annual gross erosion was 1189.12 m3/km-2/year-1 in 1968, while in 2022 it was 554.20 m3/km-2/year-1. The specific sediment transport was 540.18 m3/km-2/year-1 in 1968 and 253.55 m3/km-2/year-1 in 2022. Due to the changes in the intensity of erosion processes the specific annual gross erosion decreased by 634.92 m3/km-2/year-1, and the specific sediment transport by 286.63 m3/km-2/year-1. The erosion coefficient was reduced from Z=0.62 to Z= 0.35. A dependence between the slope of siltation and the natural bed slope was defined. The results show a significant correlation between erosion intensity and performed ECW, providing a basis for future watershed management and defining a strategy for soil erosion control in the Ćelije reservoir watershed.

With continued scaling of semiconductor devices , the value of predictive analysis through 1 accurate quantum transport modeling is exponentially increasing. Quantum transmitting Boundary 2 method (QTBM) has been a well-known method of choice to model quantum transport in simple 1-D 3 devices. Here, we present an extension of the QTBM to the 2-D domain and apply it for more realistic 4 devices for accurate performance analysis.

The accessibility of public transportation is also known as the last mile problem, and it is one of the main obstacles that affect travelers to choose public transport. Although autonomous vehicles (AVs) have made much progress, they have not been officially put into commercial use. This paper adopts stated preference experiments to explore the impact of shared AVs on train trips’ last-mile travel behavior and takes Wuhan as an example for case analysis. First of all, this paper establishes a structural equation model (SEM) based on the theory of planned behavior to explore the latent psychological variables, including travelers’ attitudes (ATTs), subjective norms (SNs), perceived behavior control (PBC), and behavioral intention to use (BIU) toward AVs. These latent psychological variables are incorporated into the latent class (LC) logit model to establish a hybrid model to study the factors and degree of influence on the travel mode choice for the last mile of train trips. The results show that travelers have preference heterogeneity for the travel mode choice of the last mile of train trips. Through the analysis of LCs, education, career, and income significantly impact the classification of LCs. The latent psychological variables towards AVs have a significant impact on the travel behavior of respondents, but the impacts vary among different segments. Elastic analysis results illustrate that a 1% increase in the travel cost for shared AV in segment 1 leads to a 7.598% decrease in the choice probability of shared AV. Respondents from different segments vary significantly in their willingness to pay, and the value of travel time for high-income groups is relatively higher.

A newly-discovered physical mechanism involving electron tunneling in layers of the protein ferritin that are found in catecholaminergic neurons (catecholaminergic neuron electron transport or CNET), is hypothesized to support communication between neurons. Recent tests further confirm that these ferritin layers can also perform a switching function (in addition to providing an electron tunneling mechanism) that could be associated with action selection in those neurons, consistent with earlier predictions based on CNET. While further testing would be needed to confirm the hypothesis that CNET allows groups of neurons to communicate and act as a switch for selecting one of the neurons in the group to assist in reaching action potential, this paper explains how that hypothesized behavior would be consistent with Integrated Information Theory (IIT), one of a number of consciousness theories (CTs). While the sheer number of CTs suggest that any one of them is not sufficient to explain consciousness, this paper demonstrates that CNET can provide a physical substrate that is consistent with IIT and which can also be applied to other CTs, such as to conform them into a single explanation of consciousness.

We report cross-shore profile evolution at Palanga, eastern Baltic Sea where short period waves dominate. Cross-shore profile studies began directly after a significant coastal erosion caused by storm “Anatoly” in December of 1999 and continued for a year. Further measurements were undertaken sixteen years later. Cross-shore profile ∆V(x) changes were described, and cross-shore transport rates Q(x) were calculated. A K-means clustering technique was applied to determine sections of the profile with the same development tendencies. Profile evolution was strongly influenced by the depth of closure which is constrained by a moraine layer and the presence of a groyne. The method used divided the profile into four clusters: the 1st cluster in the deepest water represents profile evolution limited by the depth of closure, and the 2nd and 3rd mostly are affected by processes induced by wind, wave and sea-water level changes. The most intensive sediment volume changes were observed directly after the coastal erosion. The largest sand accumulation was in the 4th profile cluster, which includes the upper beach and dunes. Seaward extension of the dune system caused a narrowing of the visible beach which has led to an increased sand volume (accretion) being misinterpreted as erosion

Supermedia streams transfer video, audio, haptic and other sensory data. Real -time transfering of supermedia streams over the Internet is quite challenging. This paper outlines the proposed protocols for transferring supermedia streams over the Internet. Moreover, it describes the Quality of Service (QoS) requirements for supermedia applications that a network has to fulfill. Extensive simulations and experiments for the performance evaluation of transport protocols for real time transferring HEVC streams with supermedia data are carried out. Complements, differences and relevancies between simulation and real world experiments are discussed. The metrics that are measured for the performance evaluation are delay, jitter, throughput, efficiency, packet loss and one proposed by the authors, packet arrival deviation. The simulation tests reveal which protocols could be used for the transfer of real-time supermedia data with a HEVC video stream.

: E-commerce sales surge represents a huge challenge for urban freight transport. Parcel lockers constitute a valid solution for addressing the challenges home deliveries imply. In fact, eliminating courier-consumer contact (also relevant for health-related issues, as made evident by COVID19 pandemic) and delivering in few predefined places might help coping with missed deliveries substantially. Furthermore, this option enables consolidated shipping and reducing delivery trip costs. This paper analyses and compares consumers’ preferences for alternative collection strategies. It investigates home delivery vs parcel locker use and forecasts their future market shares. This is performed based on both customers’ socio-economic variables and attributes characterising these alternative logistic fulfilment strategies. The case study considered rests upon a stated preference survey deployed in the city of Rome. The investigation specifically targets young people (i.e., population under 30 years) since they represent early adopters. Discrete choice models allow both quantifying the monetary value of parcel lockers attributes (i.e., willingness to pay measures) and estimating the potential demand for this innovative delivery scheme. Results show that distance and accessibility are the main choice determinants. Furthermore, there is an overall high propensity to adopt parcel lockers. This research can support policymakers when implementing such solutions.

Sediment cores were collected from a mudflow lobe (80 m water depth) offshore of the Mississippi River’s Southwest Pass in 2017 to better understand the sedimentology near the lobe entraining the SS Virginia shipwreck (sunk by a German U-Boat in 1942) and surrounding Mississippi River Delta Front. Core analyses included 210Pb/137Cs geochronology, granulometry, and X-radiography. Sediment accumulation rates (SAR) calculated from excess 210Pb activity in multicores are 0.22–0.29 cm/yr at seabed depths less than 20 cm and 0.29–0.51 cm/year at depths greater than 20 cm. 137Cs accumulation rates are ~0.15 to ~ 0.37 cm/year since 1954 and 1963 respectively. Sediment accumulation rates from 210Pb and 137Cs geochronology and indicators of relative sedimentation and bioturbation from X-radiographs suggest that rates of sediment accumulation near Virginia have declined since ca. the mid-20th century. This may be explained by the multi-decade downslope mass transport of the mudflow lobe in which the shipwreck is embedded, and decreases in sediment supply delivered offshore from the Mississippi River. Mass-transport calculations of the Virginia lobe derived from core properties and published lobe advection rates suggest downslope mass transport is far higher than sediment resupply from the Mississippi River, consistent with recent studies of delta retreat.

Breaching and liquefaction are two types of coastal flow slides proposed in the literature. While their final results are similar, liquefaction and breaching failure are two different processes, with breaching failure characterized by a different progression and sand movement mechanisms. In densely packed sand, breaching causes delayed sand grain discharge and negative excess pore pressures. Liquefaction, when a mass of soil suddenly behaves like a liquid, flow out over overly gentle slopes. Flow slides typically go unnoticed until the slope fails above ground because they start below the water. Without modern technology, diving equipment, risk assessment, and probabilistic and sensitivity assessments, flow slides inherently challenging. The authors developed a new sensitivity index to detect the susceptibility of coastal flow slides. It was established a sophisticated hybrid model that accommodates flow slides in sync with unpredictable variables employed in this new sensitivity index. Innovative hybrid model has three distinctive models. The Hybrid Hydrodynamic Model addresses wave, wind, current, climate change, and sediment transfer. The Monte Carlo Simulation analyses sensitivity, and the Bayesian Network calculates joint probability of coastal flow slide parameters of this new index that includes environmental characteristics, including climate change. With the assistance of these three models, researchers aim at a) presenting a methodology for coupling coastal flow slide projections with outcomes; b) distinguishing two flow slides; c) examining variables influencing flow slides. The use of such a hybrid model and risk index offers a robust and computationally efficient approach to evaluating the critical angle slope for breaching failure.

Different contact materials along with optimization of the deposition techniques expand the possibilities to obtain high performance room temperature CdTe-based X/γ-ray detectors. The heterostructures with ohmic (MoOx) and Schottky (MoOx, TiOx, TiN, and In) contacts, created by DC reactive magnetron sputtering and vacuum thermal evaporation, as well as In/CdTe/Au diodes with a p-n junction, formed by laser-induced doping, were developed and investigated. Depending on the pre-treatment of the surface of semi-insulating p-CdTe crystals, deposition of a MoOx film formed an ohmic or Schottky contact. Based on the calculations and IV characteristics of the fabricated Mo-MoOx/р-CdTe/MoOx-Mo, In/CdTe/MoOx-Mo, Ti-TiOx/р-CdTe/MoOx-Mo, and Ti-TiN/р-CdTe/MoOx-Mo Schottky-diode detectors, the current transport processes were described in the models of the carrier generation-recombination within the space-charge region (SCR) at low bias voltages, and space-charge limited current at higher voltages, respectively. The energies of generation–recombination centers, density of trapping centers, and carrier lifetimes were determined. A sharp increase in the reverse current in the Mo-MoOx/р-CdTe/MoOx-Mo, Ti-TiOx/р-CdTe/MoOx-Mo, and Ti-TiN/р-CdTe/MoOx-Mo heterostructures at high bias was discussed in frames of the Poole–Frenkel emission model. Nanosecond laser irradiation of the In electrode, pre-deposited on the p-CdTe crystals, resulted in an increase in the voltage range, corresponding to the carrier generation-recombination in the SCR, in the IV characteristics of the In/CdTe/Au diodes. Such In/CdTe/Au p-n junction diodes demonstrated high energy resolutions (7%@59.5 keV, 4%@122 keV, and 1.6%@662 keV).

Serum transferrin (sTf) plays a pivotal role in regulating iron biodistribution and homeostasis within the body. The molecular details of sTf Fe(III) binding, blood transport, and cellular delivery through transferrin receptor-mediated endocytosis are generally well-understood. Emerging interest exists in exploring sTf complexation of nonferric metals as it facilitates the therapeutic potential and toxicity of several of them. This review explores recent X-ray structural and physiologically relevant metal speciation studies to understand how sTf partakes in the bioactivity of key non-redox active hard Lewis acidic metals. It challenges preconceived notions of sTf structure function correlations that were based exclusively on the Fe(III) model by revealing distinct coordination modalities that nonferric metal ions can adopt and different modes of binding to metal-free and Fe(III)-bound sTf that can directly influence how they enter into cells and, ultimately, how they may impact human health. This knowledge informs on biomedical strategies to engineer sTf as a delivery vehicle for metal-based diagnostic and therapeutic agents in the cancer field. It is the intention of this work to open new avenues for characterizing the functionality and medical utility of nonferric-bound sTf and to expand the significance of this protein in the context of bioinorganic chemistry.

Li₂TiO₃ nanopowders were synthesized by hydrothermal process using anatase TiO₂ and LiOH H₂O as raw materials. Li₂TiO₃ crystallizes in the layered monoclinic structure (space group C2/c) with average crystallite size of 34 nm. Morphology, elemental composition and local structure of products were carried out using HRTEM, FESEM, EDS, Raman and FTIR spectroscopy. Transport properties investigated by d.c. (4-probe measurements) and a.c. (complex impedance spectroscopy) show the activation energy of 0.71 and 0.65 eV, respectively. The ionic transport properties of Li⁺ ions in nanocrystalline Li₂TiO₃ characterized by cyclic voltammetry (CV) and electrochemical impedance spectroscopy (EIS) validate the good electrochemical properties of this anode material for lithium-ion batteries.

Reemergence of deep Neural Networks (CNNs) has lead to high-performance supervised learning algorithms for the Electro-Optical (EO) domain classification and detection problems. This success is possible because generating huge labeled datasets has become possible using modern crowdsourcing labeling platforms such as Amazon Mechanical Turk that recruit ordinary people to label data. Unlike the EO domain, labeling the Synthetic Aperture Radar (SAR) domain data can be a lot more challenging and for various reasons using crowdsourcing platforms is not feasible for labeling the SAR domain data. As a result, training deep networks using supervised learning is more challenging in the SAR domain. In the paper,we present a new framework to train a deep neural network for classifying Synthetic Aperture Radar (SAR) images by eliminating the need for huge labeled dataset. Our idea is based on transferring knowledge from a related EO domain problem, where labeled data is easy to obtain. We transfer knowledge from the EO domain through learning a shared invariant cross-domain embedding space that is also discriminative for classification. To this end, we train two deep encoders that are coupled through their last year to map data points from the EO and the SAR domains to the shared embedding space such that the distance between the distributions of the two domains is minimized in the latent embedding space. We use the Sliced Wasserstein Distance (SWD) to measure and minimize the distance between these two distributions and use a limited number of SAR label data points to match the distributions class-conditionally. As a result of this training procedure, a classifier trained from the embedding space to the label space using mostly the EO data would generalize well on the SAR domain. We provide theoretical analysis to demonstrate why our approach is effective and validate our algorithm on the problem of ship classification in the SAR domain by comparing against several other learning competing approaches.

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.

Delivery of drugs through the nasal route provides an alternative, yet highly efficacious modality for administering both large and small pharmaceutic molecules. This method proves particularly advantageous for drugs that are unstable during oral administration, as they undergo significant degradation in the gastrointestinal tract or metabolization through the first-pass effect in the liver. Nasal administration stands as a viable alternative to parenteral therapy and is also suitable for long-term medical management. The nasal mucosa, characterized by high vascularity and permeability, facilitates rapid pharmaceutical absorption, ensuring a swift onset of therapeutic action. Despite its noninvasive nature, the nasal delivery technique finds broad applicability for both local treatment and systemic therapy, as the drug directly enters systemic circulation. This article explores the feasibility of a novel spray delivery mechanism for intranasal drug deposition. The study aims to determine whether users can correctly follow the state-of-the-art application instructions for a nasal spray with an optimal nozzle placement angle (namely, 12-15°) at the nostril while maintaining sufficient safety and efficacy, and without engaging in preventable usage errors that could harm the user. Additionally, the study evaluates the effectiveness of device labeling, instructions for use, and a short video in supporting the correct application of the nasal spray at the optimal angle (12-15°) and assesses whether users can differentiate the product from others with similar appearances. We have also performed physical spray tests to experimentally evaluate drug penetration to the nasopharynx (a key target site for viral infections) for two different nozzle placements – one for current package instructions coming with over-the-counter spray products and the other for the optimal spray usage procedure to enhance targeted drug delivery. Human Factors (HF) validation studies were also conducted, instructing users to follow the application instructions of the nasal spray bottle with the nozzle placed at the optimal angle to target the nasopharynx. The experimental tests consistently confirmed improved penetration with the 12-15° nozzle placement, with visual cues proving effective when used in tandem with written instructions for guiding the study participants to adhere to the recommended usage procedures.

Our planet faces several serious and urgent challenges to sustainability, not just climate change. Most researchers argue that technological solutions can solve these problems. This review paper first examines the prospects for decoupling environmental damages in general from economic growth, considered at the global level, then looks at whether the recent advances in Information and Communication Technology (ICT) can help. It is argued that although absolute decoupling might have occurred in some countries, even after accounting for energy-intensive imports, it has not occurred at the global level, which is the relevant level for global sustainability problems. This conclusion is strengthened by the very high correlation over the past three decades found between GDP and several parameters relevant for sustainability, particularly for atmospheric CO2 ppm and ecological footprint as a function of Gross Domestic Product (GDP). ICT innovations relevant to energy use include smart grids and smart cities, especially smart urban transport. A review of recently published papers shows no definite findings of energy or carbon reduction, although some innovations show energy/carbon reduction potential, if given strong policy support. However, the needed policies could well give marked reductions even without ICT approaches. Overall, it is concluded that Earth’s sustainability challenges will necessitate deep energy reductions, which in turn require profound sociopolitical changes.

Roundabouts need capacity and safety improvements compatible with manual-driven, not only with autonomous vehicles. The signaling and control of roundabouts must evolve and incorporate current technologies. For that, we approach roundabouts as synchronous switches of vehicles. This paper describes Synchronous Roundabouts with Rotating Priorities, a roundabout control system based on vehicle platoons arriving at the roundabout at speed identical to the roundabout and within the time slot assigned to their entry, avoiding conflicts and stops, thus increasing roundabout capacity and safety. Signaling is visual for human drivers and also wireless for connected and autonomous vehicles. We evaluate analytically and with simulations roundabouts of different radius for several values of the average distance between vehicles. Average delays are 28,7 % lower, with negligible dispersion. The capacity improvements depend on design parameters: in our set is moderate for small roundabouts but goes up to 70-100 % for short distances and medium and large roundabouts.

The critical hypoxia in COVID-19 patients during this pandemic, has taken away many lives all around the globe. The mechanism has been poorly understood and initially, word got around that it was a SARS (Severe Acute Respiratory Syndrome) pneumonia. The atypical images in lung computerized axial tomography (CAT) scans were alarming. This immediately alerted everyone including poor countries to purchase lacking sophisticated ventilator equipment. However, in some countries, even 88% of the patients on ventilators lost their lives. New observations and pathological findings are gradually clarifying the disease. What seems evident is that it is not only one disease but several, with different responses in different countries and different altitudes. The critical hypoxia and «gasping» present in some patients are not totally understood. It was mentioned that it could be like a High-Altitude Pulmonary Edema (HAPE). Hereby, as high-altitude medicine and hypoxia physiology specialists, we compare the pathophysiology with that of high-altitude exposure in order to understand the mechanisms involved. Some differences in lung radiological images along with transmission and viral attack mechanisms are discussed. The oxygen transport triad used at high-altitude can be applied on this pathology in order to propose even the use of erythropoietin (EPO) early in the treatment. The immune system is the most important long-term survival tool, so we suggest a short-term strategy: the use of special Earth open-circuit astronaut-resembling suits with effective outside air filtering re-breathing mechanisms in order to return to work and daily activities, without contamination risk. Thereby, the curve can be flattened without quarantine and the economy could recover.

In this study, the field measurement-based validation of a novel sediment transport calculation method is presented. River sections with complex bed topography and inhomogeneous bed material composition highlight the need for an improved sediment transport calculation method. The complexity of the morphodynamic features can result in the simultaneous appearance of the gravel and finer sand dominated sediment transport (e.g. parallel bed armoring and siltation) at different regions within a shorter river reach. For the improvement purpose of sediment transport calculation in such complex river beds, a novel sediment transport method was elaborated. The base concept of it is the combined use of two already existing empirical sediment transport models. The method was already validated against laboratory measurements. The major goal of this study is the verification of the novel method with a real river case study. The combining of the two sediment transport models is based on the implementation of a recently presented classification method of the locally dominant sediment transport nature (gravel or sand transport dominates). The results are compared with measured bed change maps. The verification clearly refers to the meaningful improvement in the sediment transport calculation by the novel manner in case of spatially varying bed content.

Urban areas are centres of business and innovation. Freight transport is indispensable for the proper functioning of any modern urban society. Urban areas can’t function without an appropriate freight transport system, due to the need to replenish stocks of food and other goods in retail shops. The complexity of the decisions concerning implementation of measures to improve the movement of goods in the city requires tools designed to support this process. The purpose of this article is to introduce the possibility of applying the Analytic Hierarchy Process (AHP) as well as the Decision Making Trial and Evaluation Laboratory Method (DEMATEL) in choosing a set of measures and in analysing in the field of distribution logistics, which will help to solve the delivery problems and streamline the cargo flows in Szczecin, in the context of sustainable development.

In CNS drug discovery, estimation of brain exposure of lead compounds is critical for their optimization. Compounds need to cross the blood-brain barrier (BBB) to reach the pharmacological targets in the CNS. The BBB is a complex system involving passive and active mechanisms of transport and efflux transporters such as P-glycoproteins (P-gp) and breast cancer resistance protein (BCRP), which play an essential role in CNS penetration of small molecules. Several in vivo, in vitro and in silico methods are available to estimate human brain penetration. Preclinical species are used as in vivo models to understand the unbound brain exposure by deriving the Kp,uu parameter, the brain/plasma ratio of exposure corrected with the plasma and brain free fraction. MDCK-mdr1 (Madin Darby canine kidney cells transfected with the MDR1 gene encoding for the human P-gp) assay is the most commonly used in vitro assay to estimate compound permeability and human efflux. The in silico methods to predict brain exposure, such as CNS MPO, CNS BBB scores and various Machine Learning models, help save costs and speed up compound discovery and optimization at all stages. These methods enable the screening of virtual compounds and building of a CNS penetrable compounds library as well as optimization of lead molecules for CNS penetration. Therefore, it is crucial to understand these methods' reliability and ability to predict CNS penetration. We review the in silico, in vitro and in vivo data and their correlation with each other and assess published in silico approaches to predict the BBB penetrability of compounds.

Ca Mau Peninsula (CMP), the southernmost region of the Mekong Delta, is facing a severe loss of land and freshwater. Particularly, the groundwater resources in the complex multilayered aquifer system of CMP are subject to salinization processes, which are not yet fully understood. In this study, an existing groundwater flow model for the CMP was enhanced to a density-dependent transient transport model using the FEFLOW software package, which is based on the finite element method. The study focuses on simulating groundwater salinity in order to better understand the dynamics of groundwater salinization and potential saltwater intrusion pathways in the study area. Time series of Total Dissolved Solids (TDS) concentrations at observation wells were used to compare simulated and observed salinity data in different aquifers. The model allows a multi-factorial evaluation of the spatial groundwater salinity and could also confirm significant inter-annual variability, particularly in the case of shallow aquifers due to the influence of tides and seasonal rainy/dry seasons. Using sensitivity analysis, leakage from upper saline aquifers into lower freshwater aquifers through natural hydrogeological windows and poorly sealed boreholes was identified as a potential major cause for groundwater salinization occurring in the region. The results obtained can serve as an important basis for developing decision-making tools to promote the sustainable use of water resources on the CMP in the future.

Several coastal barriers experienced significant erosion and change in shape throughout the Mediterranean coasts over the past decades, and the issue has become of increasing concern for scientists and policymakers. With reference to a case study and by meteorological and geomorphological investigations, this note aims to infer recent shoreline dynamics and define coastal phenomena shaping the beach-dune barrier of Cesine Lagoon (South Italy), to finally point out the weather-driven processes. A challenge for this research was to obtain significant results from publicly available sources and simple and inexpensive methods. The retreat of the dune toe, the accretion of washover fans, and the formation of gravel beaches have been related to the analyzed wind-wave conditions. Net longshore transport was found in accordance with the direction of the more intense winds. The role of extreme events in the shaping of coastal landforms is yet to be established even if they greatly increase the vulnerability to flooding of the study area. The results achieved so far are starting points for further data collection and analysis in the perspective of assessing the impact of climate changes on the lagoon barrier.

Sediment transport is highly sensitive to flow conditions, showing significant increase during flood events. Based on this principle, this study set out to rank flood events occurring along river Trotuș (Romania) based on the amount of transported sediment and event duration. The 77 flood events recorded from 2000 to 2017 were ranked into 4 classes: type A (4%); type B (16%), type C (14%) and type D (66%). The sediment transport specific for the 4 types of flood events was related to the flow discharge (sediment rating curve and hysteresis effect), the specific stream power and the energy expenditure of these events. More than 60% of the hysteresis loops typical for flood events were clockwise, thus singling out the channel as the main sediment source. Ca. 74% of the total sediment yield was transported at stream power values higher than the 300 Wm-2 threshold, which was exceeded in less than 1% of the investigated timeframe. The changes occurring in the sediment transport rates after major floods show that these events are significant thresholds in the hydrogeomorphic evolution of river channels.

Nowadays, wearable devices for human health monitoring are increasingly become popular and widely used. Typically, the wearable device is small size and operates with batteries. Therefore, the wearable device acquires bio-signals and transfers to smartphones or personal computers (PC) via WiFi/ Bluetooth for processing data. To reduce power consumption is one of the most important challenges of designing wearable devices. To solve this problem, the proposed signal quality valuation (SQV) method can be select the high-quality signal and reduce the transfer time to other devices. In this paper, the proposed SQV and data compression method rely on real-time PPG signals analysis to retain important information of PPG signal, improve performance and power consumption of PPG devices. Besides, we also proposed Heuristic rules for heart rate (HR) estimation with compression data. The experimental results show that the highest compression ratio (CR) is 387.8 with BIDMC Physionet database (sampling frequencies of 125 Hz) and HR error as 1.43 bpm for averaging absolute error (avAE), the standard deviation absolute error (sdAE as 0.4) and relative error mean (avRE as 0.019). The proposed real-time PPG measurement system (sampling frequency as 100/ 200/ 400 Hz) reduce power consumption and open the new structure for healthcare application systems

Although a slightly radioactive element, thorium is considered very toxic because its various species, which reach the environment, can constitute an important problem for the health of the population. The present paper aims to expand the possibilities of using membrane processes in the removal, recovery and recycling of thorium from industrial residues reaching the municipal waste processing platforms. The paper includes a short introduction on the interest shown for this element, a weak radioactive metal, followed by highlighting of some common (domestic) uses. In a distinct but concise part, the bio-medical impact of thorium is presented. The classic technologies for obtaining thorium are concentrated in a single schema, and then the speciation of thorium is presented with an emphasis on the formation of hydroxo-complexes and complexes with common organic reagents. The determination of thorium has been highlighted both on the basis of its radioactivity, but especially through methods that call for extraction followed by an established electrochemical, spectral or chromatographic method. Membrane processes are presented based on the electrochemical potential difference, rapidly presenting barro-membrane processes, electrodialysis, liquid membranes and hybrid processes. A separate sub-chapter is devoted to proposals and recommendations for the use of membranes in order to achieve some progress in urban mining for the valorization of thorium.

Carbon footprint mitigation actions have become a key issue for companies involved in urban freight transport. The electrification of the delivery fleets is one of the crucial sustainable actions carried out. To this end, it is necessary to explore several fleet renewal strategies over a finite planning horizon evaluating different types of electric powertrains for light commercial vehicles. The primary goal of this purpose-built analysis is to assist and boost the fleet managers' decisions when transitioning to alternative-fuelled vans, intending to maximize cost savings and reduce greenhouse gas emissions inventory. The model presented in this work is a Multi-Objective Linear Programming hybrid analysis taking into account the vehicle and energy supply infrastructure costs and the emissions reported in each inventory scope following the Greenhouse Gas Protocol sustainability guidelines. From this perspective, the conducted research offers a novel approximation to fleet management problems enabling a break-down cost analysis and an evaluation of the annual emissions company report. The comprehensive numerical simulations carried out over different study scenarios in Spain demonstrate that the optimization approach does not only show effective fleet renewal strategies but also identifies critical factors that impact the fleet's competitiveness, offering valuable insights for fleet managers and policymakers to meet carbon footprint reductions in a cost-effectively way.

Perovskite solar cells have shown significant progress, but their commercialization remains hindered by lead-based toxicity. Many nontoxic perovskite-based solar cells have demonstrated potential such as Cs2AgBi0.75Sb0.25Br6, but their power-conversion efficiency is inadequate. To address this issue, some researchers are focusing on emerging acceptor-donor-acceptor'-donor-acceptor (A-DA'D-A) type non-fullerene acceptors (NFAs) for Cs2AgBi0.75Sb0.25Br6 to find effective electron transport layers for high-performance photovoltaic responses with low voltage drops. In this comparative study, four novel A-DA'D-A types NFAs such as BT-LIC, BT-BIC, BT-L4F, and were used as an electron transport layer (ETL) for the proposed devices, FTO/PEDOT: PSS/ Cs2AgBi0.75Sb0.25Br6/ETL/Au. Comprehensive simulations were conducted to optimize the devices. The simulations showed that all optimized devices exhibit photovoltaic responses, with the BT-BIC device having the highest power conversion efficiency (13.2%) and the BT-LIC device having the lowest (6.8%). The BT-BIC as ETL provides fewer interfacial traps and better band alignment, enabling greater open-circuit voltage for efficient photovoltaic responses.

We develop a machine learning (ML) approach for improving the accuracy of the horizontal dis-tribution of the aerosol optical depth (AOD) simulated by the CHIMERE chemistry-transport model over Northern Africa using Moderate-Resolution Imaging Spectroradiometer (MODIS) AOD satellite observations. These observations are used during the training phase of the ML method for deriving a regional bias correction of AODs simulated by CHIMERE. The results are daily maps of regional bias corrected AODs with full horizontal coverage over Northern Africa. We test four types of ML models: multiple linear regression (MLR), random forests (RF), gradi-ent boosting (XGB), and multiple layer perceptron networks (NN). We perform comparisons with satellite and independent ground-based observations of AOD that are not used in the training phase. They suggest that all models have overall comparable performances with a slight advantage of the RF model which expresses less spatial artifacts. While the method slightly underestimates the very high AODs, it significantly reduces biases and absolute errors, and clearly enhances linear correlations with respect to independent observations. This im-provement for deriving the AOD is particularly relevant for high dust pollution regions like the Sahara Desert, which dramatically lack ground-based measurements for validations of chemis-try-transport modeling which currently remains challenging and imprecise.

The study of long-term average weather patterns is known as climatology. It is a distinct field of study from meteorology and can be broken down into several subdivision. In order to predict the future, the knowledge of climatology is essential. In other words, with the help of climatology, we can figure out how likely it is that snow and hail will fall to the ground, and how much solar thermal radiation can reach a certain location etc. Climatology often focuses on how the climate has changed over time and how it has affected people and events. Both meteorology and climatology fall under the general term "meteorology", in particular, they are subdivision of research in the same field. In case of predicting the weather, meteorologists use variables such as humidity, air pressure, and temperature. This article's primary objective is to familiarize engineers with the fundamentals of climate and its processes so that they can effectively apply this knowledge to comprehend the climatic impact on water resources systems.

This review is a first attempt at bringing together various concepts from research on wall- and magnetically-bounded turbulent flows. Brief reviews of both fields are provided: The main similarities identified are coherent (turbulent) structures, flow generation and transport barriers. Examples are provided and discussed.

Coupling the Maxwell tensor to the Riemann-Christoffel curvature tensor is shown to lead to a geometricized theory of electrodynamics. While this geometricized theory leads directly to the classical Maxwell equations, it also extends their interpretation by giving charge density and mass density, and the four-velocity that describes their motion geometric definitions. These geometric definitions are reminiscent of General Relativity’s interpretation of mass in terms of the scalar curvature R and hint at the emergence of gravity. The gravitational theory that does emerge is shown to be equivalent to Einstein’s General Relativity augmented by an energy-momentum tensor term that mimics the properties of dark matter and/or dark energy. In summary, the proposed geometrization of the Maxwell tensor puts both electromagnetic and gravitational phenomena on an equal footing with both being tied to the curvature of space-time. Using specific solutions to the proposed theory, the unification brought to electromagnetic and gravitational phenomena, as well as the relationship of those solutions to the corresponding solutions of the classical Maxwell and Einstein field equations are compared.

To enable the deployment of battery-electric vehicles (BEV) as passenger cars in the private transport sector, a suitable charging infrastructure is crucial. In this paper a methodology for efficient spatial distribution of charging infrastructure is evaluated by investigating a scenario with a market penetration of BEVs of 100 percent (around 1.3 million vehicles). It aims towards the development of various charging infrastructure scenarios - including public and private charging - which are suitable to cover the charging demand. Therefore, these scenarios are investigated in detail with focus on number of public charging points, their spatial distribution, the available charging power and the necessary capital costs. For the creation of those charging infrastructure scenarios a placement model is developed. It uses the data of a MATSim (Multi-Agent Transport Simulation) traffic simulation of the metropolitan area of Berlin to evaluate and optimize different distributions of charging infrastructure. The model uses a genetic algorithm and the principle of multi-objective optimization. The capital cost of the charging points and the mean detour car drivers must cover additionally are used as optimization criteria. Using these criteria should lead to cost efficient infrastructure solutions which provide high usability at the same time. The main advantage of the method selected is that multiple optimal solutions with different characteristics can be found and suitable solutions can be selected by using other criteria subsequently. The optimized charging infrastructure solutions show capital costs between 624 and 2950 million euro. Users must cover an additionally mean detour of 254m to 590m per charging process to reach an available charging point. According to the results a suitable ratio between charging points and vehicles is between 11:1 and 5:1. A share of fast charging infrastructure (>50kW) of less than ten percent seems to be sufficient, if it is situated at main traffic routes and highly frequented places.

Because imbalanced power will cause the loss of the propulsion motor of the railway vehicle, and the increase in temperature will shorten the service life of the electric vehicle. Not only this, but also increase the cost of electricity and maintenance. In the past, the industry only focused on methods to improve power quality such as load capacity, relay setting, and harmonic resolution. Now, the consider of three-phase unbalance rate (TPUR) must be applied. I propose special transformers wiring (STW) to improve the three unbalance rates and provide different transformer wiring methods. According to the IEEE Committee, in the future, power companies will need to install balanced relay stations to improve three-phase unbalance rate. the internal regulations of Taipower must be less than 4.5% (voltage unbalance rate (NPSUR)of 2.5% and motor temperature rise of 12.5%). the derivation of the transformer "three-phase unbalance rate" model is the focus of the railway system. This research is based on the model derivation of different wiring methods to improve the hot problem caused by the three-phase imbalance and improve the service life of the train. And pointed out that Scott, Le-Blanc, Modified-Woodbridge three wiring methods can be applied to future railway system routes to improve the three-phase unbalance rate, in line with the IEEE standard of less than 2%.

Fossils constitute the principal repository of data that allow for independent tests of hypotheses of biological evolution derived from observations of the extant biota. Traditionally, transformational series of structure, consisting of sequences of fossils of the same lineage through time, have been employed to reconstruct and interpret morphological evolution. More recently, a move toward an updated paradigm was fueled by the deliberate integration of developmental thinking in the inclusion of fossils in reconstruction of morphological evolution. The vehicle for this is provided by structural fingerprints – recognizable morphological and anatomical structures generated by (and reflective of) the deployment of specific genes and regulatory pathways during development. Furthermore, because the regulation of plant development is both modular and hierarchical in nature, combining structural fingerprints recognized in the fossil record with our understanding of the developmental regulation of those structures produces a powerful tool for understanding plant evolution. This is particularly true when the systematic distribution of specific developmental regulatory mechanisms and modules is viewed within an evolutionary (paleo-evo-devo) framework. Here, we discuss several advances in understanding the processes and patterns of evolution, achieved by tracking structural fingerprints with their underlying regulatory modules across lineages, living and fossil: the role of polar auxin regulation in the cellular patterning of secondary xylem and the parallel evolution of arborescence in lycophytes and seed plants; the morphology and life history of early polysporangiophytes and tracheophytes; the role of modularity in the parallel evolution of leaves in euphyllophytes; leaf meristematic activity and the parallel evolution of venation patterns among euphyllophytes; mosaic deployment of regulatory modules and the diverse modes of secondary growth of euphyllophytes; modularity and hierarchy in developmental regulation and the evolution of equisetophyte reproductive morphology. More generally, inclusion of plant fossils in the evo-devo paradigm has informed discussions on the evolution of growth patterns and growth responses, sporophyte body plans and their homology, sequences of character evolution, and the evolution of reproductive systems.

Autonomous aircraft are the key enablers of future urban services, such as postal and transportation systems. Digital Twins (DT) are promising cutting-edge technologies that can transform the future transport ecosystem into an autonomous and resilient system. However, since DT is a data-driven solution based on AI, proper data management is essential in implementing DT as a Service (DTaaS). One of the challenges in DT development is the availability of real-life data, particularly for training algorithms and verifying the functionality of DT. The current article focuses on data augmentation through synthetic data generation. This approach can facilitate the development of DT in case the developers do not have enough data to train the Machine Learning (ML) algorithm. The current twinning approach provides a prospective ideal state of the engine used for proactive monitoring of the engine’s health as an anomaly detection service. In line with the track of Unmanned Aircraft Vehicles (UAV) for Urban Air Mobility in Smart Cities applications, this paper focuses specifically on the common Hybrid turbo-shaft in drones/helicopters. However, there is a significant gap in real-life similar synthetic data generation in the UAV domain literature. Therefore, Rolling Linear Regression and Kalman Filter algorithms were implemented on noise-added data, which simulate the data measured from the engine in a real-life operational lifecycle. For both thermal and hybrid models, the corresponding DT model has shown high efficiency in noise filtration and a certain amount of predictions with a lower error rate on all engine parameters, except the engine torque.

Safe sample transport is of great importance for infectious diseases diagnostics. Various treatments and buffers are used to inactivate pathogens in diagnostic samples. At the same time, adequate sample preservation, particularly of nucleic acids, is essential to allow an accurate laboratory diagnosis. For viruses with single-stranded RNA genomes of positive polarity, such as foot-and-mouth disease virus (FMDV), however, naked full-length viral RNA can itself be infectious. In order to assess the risk of infection from inactivated FMDV samples, two animal experiments were performed. In the first trial, six cattle were injected with FMDV RNA (isolate A22/IRQ/24/64) into the tongue epithelium. All animals developed clinical disease within two days and FMDV was reisolated from serum and saliva samples. In the second trial, another group of six cattle was exposed to FMDV RNA by instilling it on the tongue and spraying it into the nose. The animals were observed for 10 days after exposure. All animals remained clinically unremarkable and virus isolation as well as FMDV genome detection in serum and saliva were negative. No transfection reagent was used for any of the animal inoculations. In conclusion, cattle can be infected by injection with naked FMDV RNA, but not by non-invasive exposure to the RNA. Inactivated FMDV samples that contain full-length viral RNA carry only a negligible risk of infecting animals.

Abstract: This paper outlines the methodology and results for a two species finite volume scalar computational drug transport model developed for simulating the mass transport of Poly(lactic-co-glycolic acid (PLGA) ) from a half-embedded single strut implanted in a coronary arterial vessel wall. The mathematical drug transport model incorporates the convection-diffusion equation in scalar form (dimensionless) with a two species (free-drug and bound-drug) mass transport setup including reversible equilibrium reaction source terms for the free and bound-drug states to account for the pharmaco-kinetic reactions in the arterial wall. The relative reaction rates of the added source terms control the interconversion of drug between the free and bound-drug states. The model is solved by a 2-D finite-volume method for discretizing and solving the free and bound drug transport equations with anisotropic vascular drug diffusivities. This model is an improvement over our previously developed model using the finite-difference method. A dimensionless characteristic scaling pre-analysis was conducted a priori to evaluate the significance of implementing the reaction source terms in the transport equations. This paper reports the findings of an investigation of the interstitial flow profile into the arterial wall and the free and bound drug diffusion profiles with a parametric study of varying polymer drug concentration (low and high), tortuosity, porosity, and Peclet and DamKöhler numbers over the course of 400 hours (16.67 days). The results also reveal how a single species drug delivery model that neglects both a reversible binding reaction source term and the porosity and tortuosity of the arterial wall cannot accurately predict the distribution of both the free and bound drug.

This paper presents a new methodology to derive and analyze strategies for a fully decarbonized urban transport system which combines conceptual vehicle design, a large-scale agent-based transport simulation, operational cost analysis, and life cycle assessment for a complete urban region. The holistic approach evaluates technical feasibility, system cost, energy demand, transportation time and sustainability-related impacts of various decarbonization strategies. In contrast to previous work, the consequences of a transformation to fully decarbonized transport system scenarios are quantified across all traffic segments, considering procurement, operation and disposal. The methodology can be applied to arbitrary regions and transport systems. Here, the metropolitan region of Berlin is chosen as a demonstration case. First results are shown for a complete conversion of all traffic segments from conventional propulsion technology to battery electric vehicles. The transition of private individual traffic is analyzed regarding technical feasibility, energy demand and environmental impact. Commercial goods, municipal traffic and public transport are analyzed with respect to system cost and environmental impacts. We can show a feasible transition path for all cases with substantially lower greenhouse gas emissions. Based on current technologies and today’s cost structures our simulation shows a moderate increase in total systems cost of 13-18%.

This work presents the mathematical framework of the Second-Order Comprehensive Adjoint Sensitivity Analysis Methodology for Response-Coupled Forward/Adjoint Linear Systems (abbreviated as “2nd-CASAM-L”), which enables the most efficient computation of exactly obtained mathematical expressions of first- and second-order sensitivities of a generic system response with respect to functions (“features”) of model parameters. Subsequently, the first- and second-order sensitivities with respect to the model’s uncertain parameters, boundaries, and internal interfaces are obtained analytically and exactly, without needing large-scale computations. Within the 2nd-FASAM-L methodology, the number of large-scale computations is proportional to the number of model features (defined as functions of model parameters), as opposed to being proportional to the number of model parameters, which are considerably more than the number of features, being incomparably more efficient and more accurate than any other methods (statistical, finite differences, etc.) for computing exact expressions of response sensitivities (of any order) with respect to the model’s features and/or primary uncertain parameters, boundaries, and internal interfaces. The application of the 2nd-CASAM-L methodology is illustrated using a simplified energy-dependent neutron transport model of fundamental significance in nuclear reactor physics.

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.