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Public transport priority systems such as Bus Rapid Transit (BRT) and Buses with High Level of Service (BHLS) are top-rated solutions to mobility in low-income and middle-income cities. There is scientific agreement that the safety performance level of these systems depends on their functional, operational, and infrastructure characteristics. However, there needs to be more evidence on how the different characteristics of bus corridors might influence safety. This paper aims to shed some light on this area by structuring a multivariate negative binomial model comparing crash risk on arterial roads, BRT, and BHLS corridors in Bogotá, Colombia. The analyzed infrastructure includes 712.1 km of arterial roads with standard bus service, 194.1 km of BRT network, and 135.6 km of BHLS network. The study considered crashes from 2015 to 2018 -fatalities, injuries, and property damage only- and 30 operational and infrastructure variables grouped into six classes -exposure, road design, infrastructure, public means of transport, and land use. A multicriteria process was applied for model selection, including the structure and predictive power based on [i] Akaike information criteria, [ii] K-fold cross-validation, and [iii] model parsimony. Relevant findings suggest that in terms of observed and expected accident rates and their relationship with the magnitude of exposure -logarithm of average annual traffic volumes at the peak hour (LOG_AAPHT) and the percentage of motorcycles, cars, buses, and trucks- the greatest risk of fatalities, injuries, and property damage occurs in the BHLS network. BRT network provides lower crash rates in less severe collisions while increasing injuries and fatalities. When comparing the BHLS network and the standard design of arterial roads, BHLS infrastructure, despite increasing mobility benefits, provides the lowest safety performance among the three analyzed networks. Individual factors of the study could also contribute to designing safer roads related to signalized intersection density and curvature. These findings support the unique characteristics and traffic dynamics present in the context of Bogotá that could inform and guide decisions of corresponding authorities in other highly dense urban areas from developing countries.
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Acidentes de Trânsito , Planejamento Ambiental , Veículos Automotores , Segurança , Colômbia , Acidentes de Trânsito/estatística & dados numéricos , Acidentes de Trânsito/mortalidade , Acidentes de Trânsito/prevenção & controle , Humanos , Veículos Automotores/estatística & dados numéricos , Segurança/estatística & dados numéricos , Modelos Estatísticos , Análise Multivariada , Cidades , Meios de Transporte/estatística & dados numéricosRESUMO
Resumen El traslado cotidiano entre la casa y el trabajo demanda un importante uso de recursos personales y puede llegar a ser estresante. El objetivo fue construir y evaluar una escala de respuestas emocionales por el estrés en el traslado en transporte público para la Zona Metropolitana del Valle de México de manera exploratoria. Método: Se realizó un estudio cualitativo a través de entrevistas semi estructuradas con el propósito de identificar emociones asociadas a la experiencia de estrés por el traslado para desarrollar los reactivos de acuerdo con el contexto. Posteriormente, dos estudios cuantitativos permitieron evaluar las propiedades psicométricas. Participaron 196 y 298 personas respectivamente. La aplicación de la escala se realizó en línea en septiembre de 2020 y abril de 2021. Resultados: la escala incluyó 26 respuestas emocionales asociadas al estrés. En el Análisis Factorial Exploratorio se redujo a nueve emociones negativas (X2=1183, gl=36, p=.001, KMO=.94, 60% de varianza explicada, Alfa ordinal=.93), corroboradas en el Análisis Factorial Confirmatorio (X2=41.87, gl=26, X2/gl=1.61, p=.025; RMR=.036, SRMR=.036, RMSEA=.045; GFI=.997, CFI=.999, TLI=.998). Conclusión: la propuesta exploratoria de la escala para evaluar las respuestas emocionales por el estrés en el traslado presenta valores adecuados para aplicarse en la Zona Metropolitana del Valle de México.
Abstract The stress in urban settings is related to a greater request for personal resources to face situations of daily life, such as the commuting, since in big cities, people spend a lot of time on it, and sometimes is uncomfortable and annoying, which can cause stress. Commuting stress has been assessed, through commuting daily hassles, commuting stressful features and physiological responses, but it is possible assess it through emotional responses. The aim of this study was to develop and assess an exploratory scale of emotional responses for the study of commuting stress by public transport in an urban area of México that is densely populated. Method, a cross sectional design was used, in which a qualitative exploratory study was carried out through 23 individual semi-structured interviews and two focus group, where it was identified the main emotions experienced during the commuting stress to develop the items in the language of the population. Subsequently, those emotions were compared with emotions proposed in previous studies to complement the scale. Thus, 26 emotions were included to assess the commuting stress through emotional responses. Finally, two quantitative studies were carried out to assess the psychometric properties of the scale, in which 196 and 298 people participated, respectively. The scale was applied online in September 2020 and in April 2021. Results, from the 26 emotional stress responses were reduced to nine negative emotions in an Exploratory Factor Analysis (X2=1183, df=36, p=.001, KMO= .94, 60% variance, Alfa ordinal=.93). This solution was corroborated with a Confirmatory Factor Analysis (X2=41.87, d.f.=26, X2/d.f.=1.61, p=.025; RMR= .036, SRMR=.036, RMSEA=.045; GFI=.997, CFI=.999, TLI=.998). Conserve only nine negative emotions is due to statistical analysis but also because some emotions referred to conditions of physical exhaustion or body energy level. On the other hand, positive emotions were related with pleasant commuting situations, not with the commuting stress experience. Conclusion, the exploratory scale to assess the commuting stress through emotional responses presents acceptable values to be applied in this urban area of Mexico.
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Cable cars are a viable alternative to improve citizens' accessibility in zones with limitations on urban public transport supply due to the topography. In Latin America, such systems have recently been implemented in zones with high levels of poverty and vulnerability. Although the social implications of their implementation are relevant, individual expectations of these systems and how current changes in travel conditions and quality of life are perceived have not been widely reported in the literature. This paper aims to evaluate users' expectations and perceptions of a new cable car in the southern periphery of Bogotá (Colombia). We conducted a panel survey before (n = 341) and after (n = 301) the cable car started operations to evaluate the ranking of preferences toward a set of possible benefits of the project. We estimated discrete choice models to analyze the statistical differences between the expectations and perceptions before and after changes. Results suggest that travel time reductions, comfort improvements, and in-vehicle security are the benefits most valued by the users. Even though the project meets expectations of these aspects, it seems to fall short in expectations of reductions of pollution. Individuals' experience with the cable car shapes their perceptions of the system. We found that perceptions differ between those who have used the service at least once and those who never did. Policy implications derived from this study might be of interest to decision-makers seeking to guarantee the public acceptability of urban projects.
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During the year 2020, the COVID-19 pandemic affected mobility around the world, significantly reducing the number of trips by public transport. In this paper, we study its impact in five South American capitals (i.e., Bogotá, Buenos Aires, Lima, Quito and Santiago). A decline in public transport patronage could be very bad news for these cities in the long term, particularly if users change to less sustainable modes, such as cars or motorbikes. Notwithstanding, it could be even beneficial if users selected more sustainable modes, such as active transport (e.g., bicycles and walking). To better understand this phenomenon in the short term, we conducted surveys in these five cities looking for the main explanation for changes from public transport to active and private modes in terms of user perceptions, activity patterns and sociodemographic information. To forecast people's mode shifts in each city, we integrated both objective and subjective information collected in this study using a SEM-MIMIC model. We found five latent variables (i.e., COVID-19 impact, Entities response, Health risk, Life related activities comfort and Subjective well-being), two COVID-19 related attributes (i.e., new cases and deaths), two trip attributes (i.e., cost savings and time), and six socio-demographic attributes (i.e., age, civil status, household characteristics, income level, occupation and gender) influencing the shift from public transport to other modes. Furthermore, both the number of cases and the number of deaths caused by COVID-19 increased the probability of moving from public transport to other modes but, in general, we found a smaller probability of moving to active modes than to private modes. The paper proposes a novel way for understanding geographical and contextual similarities in the pandemic scenario for these metropolises from a transportation perspective.
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The process of a virus spread is inherently spatial. Even though Latin America became the epicenter of the COVID-19 pandemic in May 2020, there is still little evidence of the relationship between urban mobility and virus propagation in the region. This paper combines network analysis of mobility patterns in public transportation with a spatial error correction model for Santiago de Chile. Results indicate that a 10% higher number of daily public transportation trips received by an administrative unit in the city was associated with a 1.3% higher number of confirmed COVID-19 cases per 100,000 inhabitants. Following these findings, we propose an empirical method to identify and classify neighborhoods according to the level and type of risk for COVID-19-like disease propagation, helping policymakers manage mobility during the initial stages of an epidemic outbreak.
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Governments around the globe have taken different measures to tackle the COVID-19 pandemic, including the lockdown of people to decrease infections. The effect of such a strategy on transport demand is important not only for the current pandemic but also to understand changes in transport use and for future emergencies. We analyse a 2019-2020 database of smartcard data of trips from the city of Santiago, Chile, which followed a dynamic lockdown strategy in which its municipalities were temporarily restricted. We use this variation over time across municipalities to study the effect of lockdowns on public transportation using trips on buses and metro, accounting for the variation of municipalities that were under lockdown in a given day. We found a decrease of 72.3% at the beginning of the pandemic when schools suspended in-person classes, while the dynamic lockdowns reduced public transport demand by 12.1%. We also found that the effect of lockdowns decreased after the fifth week of their application, suggesting a short-term effectiveness of such policy to reduce mobility. Regarding sociodemographic effects, we found that lockdowns have a stronger impact on reducing public transport demand in municipalities with a larger proportion of the elderly population (2% additional reduction per 1% increase in the share of the elderly population) and high-income households (16% additional reduction for 1000 USD increase in GDP per capita).
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The General Transit Feed Specification (GTFS) is a data format widely used to share data about public transportation schedules and associated geographic information. GTFS comes in two versions: GTFS Static describing the planned itineraries and GTFS Realtime describing the actual ones. MobilityDB is a novel and free open-source moving object database, developed as a PostgreSQL and PostGIS extension, that adds spatial and temporal data types along with a large number of functions, that facilitate the analysis of mobility data. Loading GTFS data into MobilityDB is a quite complex task that, nevertheless, must be done in an ad-hoc fashion. This work describes how MobilityDB is used to analyze public transport mobility in the city of Buenos Aires, using both, static and real-time GTFS data for the Buenos Aires public transportation system. Visualizations are also produced to enhance the analysis. To the authors' knowledge, this is the first attempt to analyze GTFS data with a moving object database.
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The COVID-19 (SARS-CoV-2) pandemic is changing the world, the way we socialize, as well as politics and public transport logistics and Mexico is not the exception. Authorities are designing new policies for public transport. The first restrictions include the close of different metro stations to ensure the social distance, avoid excess of passengers and reduce the demand, which also changes the metro system and the way it operates. In this paper a model is presented, based on the analysis and comparison of the Mexico's City Metro System as a total network as well as the network with stations that are closed due to COVID-19. Using complex networks will give to the population information about the connectivity, efficiency and robustness of the system, in order to be able to make improvements, have adequate planning, set up different policies to improve and meet the needs of the system after COVID-19.
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This study aimed to examine the associations between active transportation and public transport and the objectively measured meeting of moderate-to-vigorous physical activity (MVPA) and steps per day guidelines in adults by sex from eight Latin American countries. As part of the Latin American Study of Nutrition and Health (ELANS), data were collected from 2524 participants aged 18-65 years. MVPA and steps per day were evaluated using Actigraph GT3X accelerometers. The mode of transportation, its frequency and duration were collected using a self-reported questionnaire. The average time dedicated to active transportation was 12.8 min/day in men (IQR: 2.8-30.0) and 12.9 min/day in women (IQR: 4.3-25.7). A logistic regression analysis was conducted, showing that active transportation (≥10 min) was associated with higher odds of meeting MVPA guidelines (men: OR: 2.01; 95%CI: 1.58-2.54; women: OR: 1.57; 95%CI: 1.25-1.96). These results show a greater association when considering active transportation plus public transport (men: OR: 2.98; 95%CI: 2.31-3.91; women: OR: 1.82; 95%CI: 1.45-2.29). Active transportation plus public transport was positively associated with meeting steps per day guidelines only in men (OR: 1.55; 95%CI: 1.15-2.10). This study supports the suggestion that active transportation plus public transport is significantly associated with meeting the MVPA and daily steps recommendations.
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Hispânico ou Latino , Meios de Transporte , Adulto , Exercício Físico , Feminino , Humanos , América Latina , Masculino , Estado NutricionalRESUMO
The present work intends to analyze the pollution level at the indoor environments of the public transport units of León Guanajuato, Mexico during winter season. An identification and quantification of persistent organic pollutants were carried out within three of the principal bus lines of the city in order to determine their possible origin, the differences in the levels of contamination between routes, and the potential risk to the health of the users, these analyses were carried out with different statistical techniques (ANOVA, PCA, and correlation network maps). Fourteen different organic compounds were identified as persistent pollutants. Although toluene and hexane were the compounds that were detected at the highest concentrations (average of 86.52 ± 56.1 µg m-3 and 183.33 ± 10.7 µg m-3, respectively), the correlation analysis showed that xylene, styrene, and ethylbenzene were the compounds that were mostly related to the other compounds identified as persistent. Otherwise, the statistical analysis of the concentration of these pollutants allowed to establish the fuel combustion vapors as the main source of these compounds. In the same way, the potential exposition health risk to the users were calculated in accordance to the Environmental Protection Agency of United States on those commuters grouped as students and workers. This analysis shown that the xylenes are the most representative organic pollutant in this particulate indoor spaces, and is the one with potential to generate a greater risk to the health of the bus-users, this without demising the potential danger of other pollutants.
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Poluentes Atmosféricos , Poluição do Ar em Ambientes Fechados , Compostos Orgânicos Voláteis , Poluentes Atmosféricos/análise , Poluição do Ar em Ambientes Fechados/análise , Cidades , Monitoramento Ambiental , Humanos , México , Estações do Ano , Estados Unidos , Compostos Orgânicos Voláteis/análiseRESUMO
Considerando o recente surgimento de vacinas eficazes contra a Covid-19 e os escassos recursos para atender imediatamente à maior parte da população mundial, as sociedades precisam definir a ordem em que os grupos de cidadãos terão acesso às novas vacinas. As campanhas de vacinação devem priorizar a imunização de indivíduos vulneráveis e encarregados de ajudar outras pessoas, reduzindo as perdas humanas e minimizando os danos sociais e econômicos. No Brasil, os usuários de transporte público nas grandes cidades apresentam altos níveis de vulnerabilidade, diante de fatores relacionados à configuração espacial, à organização dos sistemas de transporte e ao alto percentual de pessoas de baixo nível socioeconômico em grandes periferias que dependem exclusivamente do transporte público para acesso a empregos e serviços básicos. A imunização dos usuários do transporte público pode produzir efeitos práticos relevantes no combate à Covid-19 no Brasil, tais como economia de recursos públicos, redução do número de óbitos e maior eficiência no controle setorizado da doença nas cidades. Portanto, sugerimos que os formuladores de políticas devem considerar os usuários frequentes de transporte público das grandes cidades brasileiras como um grupo-alvo nas campanhas de vacinação, dando a esse grupo um certo nível de prioridade com base em um mapeamento de risco adequado em nível local.
Teniendo en cuenta la reciente aparición de vacunas eficaces contra la covid-19 y los escasos recursos para atender de inmediato a la mayoría de la población mundial, las sociedades deben definir el orden en el que los grupos de ciudadanos tendrán acceso a las nuevas vacunas. Las campañas de vacunación deben priorizar la inmunización de personas vulnerables y personas encargadas de ayudar a otras para reducir las pérdidas humanas y minimizar los daños sociales y económicos. En Brasil, los usuarios del transporte público en las grandes ciudades presentan altos niveles de vulnerabilidad, dados los factores relacionados con la configuración espacial, la organización de los sistemas de transporte y el alto porcentaje de personas de nivel socioeconómico bajo dentro de los grandes suburbios que dependen exclusivamente del transporte público para acceder a empleos y servicios básicos. La vacunación de los usuarios del transporte público puede producir efectos prácticos relevantes en el combate a la covid-19 en Brasil, como el ahorro de recursos públicos, la reducción del número de muertes y una mayor eficiencia en el control sectorizado de la enfermedad en las ciudades. Por lo tanto, sugerimos que los formuladores de políticas consideren a los usuarios frecuentes del transporte público de las grandes ciudades brasileñas como un grupo objetivo en las campañas de vacunación y le den a este grupo cierto nivel de prioridad basado en un adecuado mapeo de riesgos a nivel local.
Considering the recent emergence of effective vaccines against COVID-19 and the scarce resources to assist most of the world population immediately, societies need to define the order in which groups of citizens will get access to new vaccines. Vaccination campaigns should prioritize the immunization of vulnerable individuals and people tasked with helping others, thus reducing human losses and minimizing social and economic damage. In Brazil, public transport users in large cities present high levels of vulnerability, due to factors related to the spatial configuration, the organization of transport systems and the high percentage of people of low socio-economic status within large suburbs that depend exclusively on public transport to access jobs and basic services. Immunizing public transport users can produce relevant practical effects in combating COVID-19 in Brazil, such as saving public resources, reducing the number of deaths and achieving greater efficiency in the sectorized control of the disease within cities. Therefore, we suggest that policymakers should consider the frequent users of public transport from large Brazilian cities as a target group in vaccination campaigns, affording this group some priority based on adequate risk mapping at the local level.
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Humanos , Brasil , Vacinação , COVID-19 , Meios de Transporte , Risco , Imunização , Vulnerabilidade a Desastres , Política de SaúdeRESUMO
O estudo identificou a ocorrência e o conhecimento sobre Assédio Moral no Trabalho (AMT) para trabalhadores do transporte coletivo urbano de uma capital do Brasil. Foi realizado um estudo como misto, com 382 trabalhadores, que responderam um questionário de dados sociodemográficos, a Escala Laboral de Assédio Moral e a questões relacionadas ao conhecimento sobre essa violência. Os resultados demonstraram diferença entre o quantitativo de trabalhadores identificados como alvos de AMT pelos itens da escala (48,69%) e aqueles que se reconhecem como assediados (36,34%). A dimensão "condições de trabalho" foi a mais frequentemente citada na amostra. As definições de AMT relacionaram-se com humilhação, desrespeito e constrangimento. Apesar de terem conformidades conceituais com a literatura, estas categorias demonstraram um conhecimento simplificado, salientando elementos objetivos. Conclui-se que essa violência só poderá ser eficazmente com sua definição clara e distinta de outras formas de sofrimento decorrente do trabalho (AU).
The study identified the occurrence and knowledge about Workplace Bullying (WB) for workers in urban public transport in a Brazilian capital. This mixed study was done, with 382 workers answered a sociodemographic data questionnaire, the Bullying Labor Scale and questions related to knowledge about this violence. The results showed a difference between the quantitative of workers identified as targets of WB by the items of the scale (48.69%) and those who recognize themselves in this situation (36.34%). The dimension "work conditions" was the most frequently mentioned in the sample. The definitions of WB were related to humiliation, disrespect and embarrassment. Despite having conceptual conformities with the literature, these categories demonstrated a simplified knowledge, emphasizing objective elements. It is concluded that violence can only be prevented with its clear and distinct definition from other forms of suffering in the workplace (AU).
El estudio identificó la ocurrencia y el conocimiento sobre el acoso laboral (AL) en el para los trabajadores en el transporte público urbano en una capital brasileña. Se realizó un estudio mixto, con 382 trabajadores respondieron un cuestionario de datos sociodemográficos, la Escala Laboral de Acoso y preguntas relacionadas con el conocimiento sobre esta violencia. Los resultados mostraron una diferencia entre el cuantitativo de trabajadores identificados como objetivos de AL por los ítems de la escala (48.69%) y aquellos que se reconocen como acosados (36.34%). La dimensión "condiciones de trabajo" fue la más frecuente en la muestra. Las definiciones de AL estaban relacionadas con la humillación, la falta de respeto y la vergüenza. A pesar de tener conformidad conceptual con la literatura, estas categorías demuestran conocimiento simplificado, destacando elementos objetivos. Se concluye que esta violencia solo puede prevenirse con su definición clara y distinta de otras formas de sufrimiento resultantes del trabajo (AU).
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Humanos , Meios de Transporte , Trabalho , Bullying , Brasil , Incidência , Assédio não Sexual , ConstrangimentoRESUMO
Resumo A pandemia da COVID-19 impõe sérios desafios ao setor de transporte público por ônibus. A queda da demanda em razão do isolamento social, a intensificação dos procedimentos de higienização, a aquisição de equipamentos de proteção individual e as restrições de lotação dos veículos ameaçam a viabilidade econômico-financeira do transporte coletivo brasileiro. A pandemia da COVID-19 pode ser caracterizada como um evento de força maior, ensejando reequilíbrio econômico-financeiro dos contratos de concessão de transporte público por ônibus. Entretanto, esta solução precisa ser buscada conjuntamente, pelo poder público e pelas empresas de transporte urbano, para garantir os interesses e as necessidades de ambas as partes. Este artigo sugere ações estratégicas para que o transporte coletivo continue operando durante a pandemia e os acordos de reequilíbrio econômico-financeiro estejam alinhados com o interesse público. A superação das incertezas e consequências causadas pela pandemia exige a criação de relações de confiança e apoio mútuo entre inciativa privada (operadores) e governo.
Resumen La pandemia de COVID-19 impone desafíos serios para el sector de transporte público por autobús. La caída de la demanda en función de las medidas de aislamiento social, la intensificación de los procedimientos de higiene, la adquisición del equipo de protección para los trabajadores y las restricciones en cuanto al número de pasajeros por vehículo amenazan la viabilidad económica-financiera del transporte colectivo brasileño. La pandemia de COVID-19 se puede caracterizar como acontecimiento de fuerza mayor que propicie el reequilibrio económico-financiero de contratos de concesión de transporte público por autobús. Sin embargo, esta solución debe buscarse en forma conjunta, por el gobierno y las empresas de transporte, para garantizar los intereses y las necesidades de ambas partes. Este artículo sugiere acciones estratégicas para que el transporte colectivo continúe funcionando durante la pandemia y los acuerdos de reequilibrio económico-financiero se alineen con el interés público. La superación de las incertidumbres y consecuencias de la pandemia requiere la creación de relaciones de confianza y apoyo mutuo entre la iniciativa privada (operadores) y los gobiernos.
Abstract The COVID-19 pandemic poses serious challenges for the public bus service. The fall in demand due to social distancing measures, the intensification of hygiene procedures, the acquisition of personal protective equipment, and restrictions on vehicle capacity threaten the financial viability of Brazilian public transportation. The COVID-19 pandemic may be characterized as a force majeure event, giving rise to an economic-financial balancing of public bus service contracts. However, this solution must be built by the public administration and transport companies to guarantee the interests and needs of both parties. Therefore, this article offers strategies to continue operating the service during the pandemic and to achieve economic and financial equilibrium protecting the public interest. Overcoming the uncertainties and consequences caused by the pandemic requires relationships of trust and mutual support between the private sector (operators) and government.
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Humanos , Masculino , Feminino , Política Pública , Meios de Transporte , Infecções por Coronavirus , Área Urbana , Contratos , Economia , Empresas e Organizações de ServiçoRESUMO
In this work, we propose a novel application of ERIC-PCR technique to study DNA damage after ultraviolet radiation (UV) and peracetic acid (PAA) treatment for water disinfection purpose. The efficacy of both treatments on E. coli suspension was evaluated by two approaches: through monitoring of inactivation by conventional culture technique, and by analyzing DNA damage with ERIC-PCR. All the experiments were carried out in a batch reactor, using three intensities of UV-C radiation (10.5, 4.2 and 2.1 mW/cm2) and different PAA concentrations (4 to 16 ppm). Both treatments produced bacterial inactivation in a dose-response fashion. Based on the results of bacterial count we obtained an index of inactivation (INACI). For each sample, DNA extraction was performed and evaluated by ERIC-PCR. Qualitative modifications were observed in ERIC-PCR band patterns for all the UV-C radiation intensities used, but no changes were detected at any of the PAA concentrations. The banding pattern modifications observed are consequence of the interruption of Taq polymerase enzyme amplification-activity, caused by the presence of alterations on the DNA structure (dimer and hydrates formation). Furthermore, an index was proposed to measure DNA damage (DNADI) regarding the changes in the relative optical density values of the amplification products. A linear correlation was obtained with a high correspondence between the inactivation index (INACI) and the DNA damage index (DNADI), that was expressed as DNADI = 0.05881×INACI. This approach proves that ERIC-PCR is a feasible and valuable tool for detecting and quantifying DNA damage and it may provide a useful strategy for bacterial identification, tracking changes in DNA and providing reliable and reproducible data.
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Dano ao DNA , Enterobacteriaceae/genética , Purificação da Água/métodos , Dano ao DNA/efeitos dos fármacos , Dano ao DNA/efeitos da radiação , DNA Bacteriano/química , DNA Bacteriano/metabolismo , Desinfecção/métodos , Ácido Peracético/farmacologia , Reação em Cadeia da Polimerase , Raios UltravioletaRESUMO
Lockdown in cities across the globe has imposed severe travel restrictions to limit the spread of Coronavirus disease. The travel behavior and operations will not be the same as before due to requirements such as physical (social) distancing. This study analyzes the resulting shortage in supply of public transport (buses) that will likely widen the existing gap between demand and supply. In this work, system optimization models are developed to efficiently reallocate the bus fleet to routes for different levels of physical distancing gaps and travel demand. The proposed models are applied to a real-life network of 34 bus routes of Delhi, considering three types of scenarios: current, practical, and ideal. In the practical scenarios, the additional, idling bus fleets can be allocated to the routes efficiently while maintaining physical distancing. The results show that the Business-as-Usual (BAU) scenario involving the current allocation approach will make it impossible to use public buses even if the bare minimum physical distancing has to be maintained. Further, the models proposed in the study significantly improve the key performance indicators for all scenarios.
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The transport sector is the second largest energy consumer in Nicaragua, and it relies solely on oil derivatives. It is growing at an unsustainable rate and Nicaragua must explore alternative transport pathways to decarbonize this sector. This study developed 5 scenarios to assess transport alternatives for Nicaragua such as a mass public transport system for the country's capital, the adoption of electric vehicles, and a shift to electrofuels. The scenarios reflect the Nicaraguan energy system in 2030 after the implementation of these alternatives. The results show that stabilizing the transport demand via public transport is a key aspect to achieve decarbonization cost-effectively. Furthermore, the results highlight the direct link between the decarbonization of the transport sector and of the power sector. The adoption of electric vehicles and the production of electrofuels create synergies between the two sectors making them suitable options to integrate higher shares of variable renewable energy in the generation matrix. These synergies increase the overall efficiency of the system and reduce operating costs and CO2 emissions.
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Eletricidade , Energia Renovável , Nicarágua , Meios de TransporteRESUMO
For a significant number of people with visual impairments, public transport plays an important role in productivity, community participation, and independence, since it may be the only feasible mobility option to participate in their education, work, medical care, food, and to attend many other places in their community. To use the public bus system safely, effectively, and autonomously, these people need to collect information about their physical environment and visible information at stops and terminals, such as timetables, routes, etc. Unfortunately, most people who are blind or visually impaired experience difficulties in getting on the right bus or getting off at the right destination. These situations usually force them to depend on other people that assist them in activities close to their homes, or settle for simpler jobs, or simply stay at home. Therefore, our efforts should aim to develop a system where technology is used to empower people with visual disabilities, allowing them to navigate autonomously in the public transport system. This paper presents a system based on radio frequency (RF) communication proposed within the framework of the MOVIDIS (Mobility for Visually Disabled People) research project (funded by the National Secretariat of Science, Technology and Innovation-SENACYT, under Grants No. 109-2015-4-FID14-073 and No. 99-2018-4-FID17-031), which provides an alternative to assist people with visual disabilities with their mobility in the public transport system. The various modules of this system communicate with each other by means of radio frequency and allow users to interact with buses and their respective stops. The first experimental results show that RF communication represents a viable option to help people with visual disabilities in public transport services.
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Meios de Transporte , Pessoas com Deficiência Visual , HumanosRESUMO
RATIONALE: Residents of neighbourhoods with high destination accessibility (higher population density, more-interconnected streets, and better access to services, public transport and parks) are more physically active. Evidence on the factors that underlie these associations is sparse and inconsistent. OBJECTIVE: We examined (1) five socio-demographic and four non-destination perceived neighbourhood attributes as moderators of the relationship between objectively-assessed destination accessibility and moderate-to-vigorous physical activity (MVPA); (2) perceived indicators of destination accessibility as mediators of those relationships; and, (3) the generalizability of findings across 14 cities. METHODS: Data were from the International Physical Activity and Environment Network (IPEN) Adult study (Nâ¯=â¯6822), which provided comparable objective and perceived environmental variables and accelerometer-based MVPA from 14 cities across 10 countries. Mediation and mediation moderation analyses were performed. RESULTS: Objective net residential density, public transport density, and number of parks in the neighbourhood were consistently associated with MVPA across all examined socio-demographic groups and non-destination perceived neighbourhood characteristics. However, only the association between number of parks and MVPA was mediated by its conceptually-comparable perceived indicator. While the associations of objective intersection density and land use mix with MVPA were moderated by both gender and perceived pedestrian infrastructure/safety, only the latter moderating effects were mediated by the conceptually-comparable perceived indicators. Perceived neighbourhood safety and/or aesthetics moderated the associations of objective ratio of retail/civic land to total area and distance to nearest transport stop with MVPA. These associations were not mediated by the conceptually-comparable perceived indicators. CONCLUSION: Densely populated neighbourhoods with access to public transport and parks have the potential to significantly and equitably contribute to adults' MVPA on a global scale. Perceived neighbourhood aesthetics, pedestrian-friendliness and safety can magnify the positive effects of mixed-use neighbourhoods on residents' MVPA by interacting with the perceived ease of access to a variety of destinations.
Assuntos
Exercício Físico/psicologia , Acessibilidade aos Serviços de Saúde/normas , Características de Residência/classificação , Adulto , Idoso , Bélgica , Brasil , China , Colômbia , Estudos Transversais , República Tcheca , Dinamarca , Planejamento Ambiental , Estudos Epidemiológicos , Feminino , Acessibilidade aos Serviços de Saúde/estatística & dados numéricos , Humanos , Masculino , México , Pessoa de Meia-Idade , Nova Zelândia , Parques Recreativos/normas , Parques Recreativos/estatística & dados numéricos , Percepção , Meios de Transporte/normas , Meios de Transporte/estatística & dados numéricos , Reino Unido , Estados UnidosRESUMO
Introducción: el Síndrome Metabólico es un desorden complejo que incrementa el riego de desarrollar Diabetes Mellitus tipo 2 y Enfermedades cardiovasculares. Objetivo: analizar la prevalencia de factores de riesgo asociados al síndrome metabólico en conductores del transporte público en Cochabamba-Bolivia. Métodos: estudio observacional, analítico de corte transversal, en una población de referencia de N=246 conductores de 6 líneas de transporte de la zona sud de Cochabamba-Bolivia; alcanzando una muestra de n=69 sujetos de estudio y aplicando la metodología STEPS de la OPS/OMS. Se utilizó Chi cuadrado (X²) para la asociación estadística con el sexo; regresión logística bi-variada y multivariada para la obtención del OR crudo y ajustado en relación a los factores de riesgo asociados al SM. Resultados: las prevalencias de los factores de riesgo asociados a Síndrome Metabólico fueron: STEP-1: Tabaquismo 20,3%; consumo actual de alcohol 63,8%; bajo consumo de frutas y vegetales 94,2%; sedentarismo o bajo nivel de actividad física 66,7%. STEP-2: sobrepeso 47,8%; obesidad 37,7%; cintura de riesgo u obesidad abdominal 37,7% y presión arterial elevada en 36,4%. STEP3: Glicemia alterada en ayunas 43,9%; Resistencia a la Insulina 47,8%; colesterol total elevado 56,1%; Triglicéridos elevados 66,7% y HDL-colesterol reducido en el 60,6%. Conclusión: el síndrome metabólico es altamente prevalente en la población de conductores del transporte público de la zona sud de la ciudad de Cochabamba (79,3%); asociado al tiempo de trabajo en el rubro, el incremento de edad, la ausencia de pareja y la situación de trabajo.
Background: metabolic Syndrome is a complex disorder that increases the risk of developing Diabetes Mellitus type 2 and cardiovascular diseases. Objective: to analyze the prevalence of risk factors associated with the metabolic syndrome in drivers of public transport in Cochabamba, Bolivia. Methods: a cross-sectional study was conducted, in a reference population of N= 246 car drivers of 6 transport lines in the south zone forme Cochabamba-Bolivia; reaching a sample of n = 69 study subjects and applying the PAHO / WHO STEPS methodology. Chi-square (X²) was used for the statistical association with sex; bi-varied and multivariate logistic regression to obtain the crude and adjusted OR, in relation to the risk factors associated with the MetS. Results: the prevalences of risk factors associated with Metabolic Syndrome were: STEP-1: Smoking 20,3%; current alcohol consumption 63,8%; low consumption of fruits and vegetables 94,2%; sedentary lifestyle or low level of physical activity 66,7%. STEP-2: overweight 47.8%; obesity 37.7%; waist risk or abdominal obesity 37,7% and high blood pressure in 36,4%. STEP3: Hyperglycemia in fasting 43,9%; Insulin resistance 47,8%; high total cholesterol 56.1%; Triglycerides elevated 66,7% and HDL-cholesterol reduced 60,6%. Conclusion: the metabolic syndrome is highly prevalent in the population of drivers of public transport in the south zone from Cochabamba city (79,3%); associated with working time in driving, increase with age, in singles and the employers.
Assuntos
Síndrome Metabólica , Doenças não Transmissíveis , Estudos Populacionais em Saúde Pública , SobrepesoRESUMO
Este artigo analisa a produção social do transporte coletivo urbano rodoviário de Porto Alegre tendo como referência a teoria da produção social (TPS) proposta por Carlos Matus, que explica como a realidade social é produzida por atores que atuam sob condicionamentos e restrições. O estudo analisa interpretativamente dados secundários a partir das categorias da TPS. Considerando os fatos sociais que resultaram em acumulações e na alteração da regra do jogo, bem como os atores sociais envolvidos, sua motivação e recursos que mobilizam, evidencia-se a relevância das ações do Bloco de Lutas pelo Transporte Público no processo de produção social analisado. Destacam-se, também, as contribuições da TPS para analisar as políticas públicas como parte de um processo de interação entre atores sociais, localizados no aparelho de Estado e fora dele.
Ese artículo analiza la producción social del transporte colectivo urbano por autobuses en Porto Alegre tomando como referencia la teoría de la producción social (TPS) propuesta por Carlos Matus, que explica como la realidad social es producida por actores que actúan bajo condicionamientos y restricciones. El estudio analiza interpretativamente datos secundarios a partir de las categorías de la TPS. Considerando los hechos sociales que resultaran en acumulaciones y en la alteración de la regla del juego, así como los actores involucrados, sus motivaciones y los recursos que movilizan, el trabajo evidencia la relevancia de las acciones del Bloque de Luchas por el Transporte Público en el proceso de producción social analizado. Destaca, también, las contribuciones de la TPS para analizar políticas públicas como parte de un proceso de interacción entre actores sociales, localizados en el aparato del Estado y fuera de él.
This paper analyses the social production of the public bus service in Porto Alegre, taking the Theory of Social Production (TSP) by Carlos Matus as reference. TSP explains how social reality is produced by actors acting under certain conditions and restrictions. Secondary data is interpretatively analyzed using categories from TSP. Considering social facts that resulted in accumulations and changes to the rules of the game, as well as the social actors involved, their motivations and the resources they mobilize, the study demonstrates the relevance of the Public Transport Struggle Front in the process of social production under analysis. It also highlights the contributions of TSP in the analysis of public policies as part of a process of interaction between social actors, located both within and outside the State apparatus.