Achieving ‘Active’ 30 Minute Cities: How Feasible Is It to Reach Work within 30 Minutes Using Active Transport Modes?

Confronted with rapid urbanization, population growth, traffic congestion, and climate change, there is growing interest in creating cities that support active transport modes including walking, cycling, or public transport. The ‘30 minute city’, where employment is accessible within 30 min by active transport, is being pursued in some cities to reduce congestion and foster local living. This paper examines the spatial relationship between employment, the skills of residents, and transport opportunities, to answer three questions about Australia’s 21 largest cities: (1) What percentage of workers currently commute to their workplace within 30 min? (2) If workers were to shift to an active transport mode, what percent could reach their current workplace within 30 min? and (3) If it were possible to relocate workers closer to their employment or relocate employment closer to their home, what percentage could reach work within 30 min by each mode? Active transport usage in Australia is low, with public transport, walking, and cycling making up 16.8%, 2.8%, and 1.1% respectively of workers’ commutes. Cycling was found to have the most potential for achieving the 30 min city, with an estimated 29.5% of workers able to reach their current workplace were they to shift to cycling. This increased to 69.1% if workers were also willing and able to find a similar job closer to home, potentially reducing commuting by private motor vehicle from 79.3% to 30.9%.

Quantifying biological carbon pump pathways with a data-constrained mechanistic model ensemble approach

The ability to constrain the mechanisms that transport organic carbon into the deep ocean is complicated by the multiple physical, chemical, and ecological processes that intersect to create, transform, and transport particles in the ocean. In this manuscript we develop and parameterize a data-assimilative model of the multiple pathways of the biological carbon pump (NEMUROBCP). The mechanistic model is designed to represent sinking particle flux, active transport by vertically migrating zooplankton, and passive transport by subduction and vertical mixing, while also explicitly representing multiple biological and chemical properties measured directly in the field (including nutrients, phytoplankton and zooplankton taxa, carbon dioxide and oxygen, nitrogen isotopes, and 234Thorium). Using 30 different data types (including standing stock and rate measurements related to nutrients, phytoplankton, zooplankton, and non-living organic matter) from Lagrangian experiments conducted on 11 cruises from four ocean regions, we conduct an objective statistical parameterization of the model and generate one million different potential parameter sets that are used for ensemble model simulations. The model simulates in situ parameters that were assimilated (net primary production and gravitational particle flux) and parameters that were withheld (234Thorium and nitrogen isotopes) with reasonable accuracy. Model results show that gravitational flux of sinking particles and vertical mixing of organic matter from the surface ocean are more important biological pump pathways than active transport by vertically-migrating zooplankton. However, these processes are regionally variable, with sinking particles most important in oligotrophic areas of the Gulf of Mexico and California, sinking particles and vertical mixing roughly equivalent in productive regions of the CCE and the subtropical front in the Southern Ocean, and active transport an important contributor in the Eastern Tropical Pacific. We further find that mortality at depth is an important component of active transport when mesozooplankton biomasses are high, but that it is negligible in regions with low mesozooplankton biomass. Our results also highlight the high degree of uncertainty, particularly amongst mesozooplankton functional groups, that is derived from uncertainty in model parameters, with important implications from results that rely on non-ensemble model outputs. We also discuss the implications of our results for other data assimilation approaches.

New Unsymmetrically Substituted Benzothiadiazole-Based Luminophores: Synthesis, Optical, Electrochemical Studies, Charge Transport, and Electroluminescent Characteristics

Three new benzothiadiazole (BTD)-containing luminophores with different configurations of aryl linkers have been prepared via Pd-catalyzed cross-coupling Suzuki and Buchwald–Hartwig reactions. Photophysical and electroluminescent properties of the compounds were investigated to estimate their potential for optoelectronic applications. All synthesized structures have sufficiently high quantum yields in film. The BTD with aryl bridged carbazole unit demonstrated the highest electrons and holes mobility in a series. OLED with light-emitting layer (EML) based on this compound exhibited the highest brightness, as well as current and luminous efficiency. The synthesized compounds are not only luminophores with a high photoluminescence quantum yield, but also active transport centers for charge carriers in EML of OLED devices.

School Bag-Related Factors and Their Implications for Walking and Cycling to School among New Zealand Adolescents

Excessive school bag weight may be a modifiable barrier to active transport to school. This study examined correlates of school bag weight and adolescents’ perceptions of excessive school bag weight for walking and cycling to school among New Zealand adolescents living in diverse settlement types. Adolescents (n = 1512; 15.0 ± 1.3 years) completed a questionnaire and had their bag weight (n = 1190) and body weight (n = 1038) measured. Adolescents using active transport and rural adolescents had lighter school bags compared to their counterparts. One-third of adolescents reported excessive school bag weight for walking (31.2%) and cycling (37.2%) to school. Positive correlates of relative school bag weight were female gender (regression coefficient (95% CI): 0.53 (0.13, 0.93)), and underweight (2.21 (1.39, 3.02)), whereas negative correlates were Māori ethnicity (−0.87 (−1.41, −0.32)), overweight (−1.84 (−2.35, −1.34)) and obesity (−3.57 (−4.26, −2.87)), and school location in small urban areas (−2.10 (−4.19, −0.01)), and rural settlements (−3.58 (−5.66, −1.49)). Older adolescents, females, those with greater relative school bag weight, and those experiencing school bag-related pain symptoms and/or fatigue were more likely to report excessive school bag weight for both walking and cycling to school. Future initiatives should target reducing excessive school bag weight, particularly in female and urban adolescents.

Inhibition of Inflammation and Regulation of AQPs/ENaCs/Na+-K+-ATPase Mediated Alveolar Fluid Transport by Total Flavonoids Extracted From Nervilia fordii in Lipopolysaccharide-induced Acute Lung Injury

Aims: The occurrence of vascular permeability pulmonary edema in acute lung injury (ALI) is related to the imbalance of alveolar fluid transport. Regulating the active transport of alveolar fluid by aquaporins (AQPs), epithelial sodium channels (ENaCs), and Na+-K+-ATPase can effectively reduce the edema fluid in the alveolar cavity and protect against ALI. We evaluated the therapeutic effects of total flavonoids, extracted from Nervilia fordii (TFENF), and investigated its potential mechanisms of alveolar fluid transport in a rat ALI model.Materials and methods: A model of lipopolysaccharide (LPS, 5 mg/kg)-induced ALI was established in Sprague-Dawley (SD) rats through the arteriae dorsalis penis. SD rats were divided into six groups, including the vehicle, LPS model, TFENF (6 mg/kg, 12 mg/kg, 24 mg/kg), and dexamethasone group (DEX group, 5 mg/kg). The wet-to-dry (W/D) lung weight ratio, oxygenation index, and histopathological observation were used to evaluate the therapeutic effect of TFENF. The mRNA expression of AQPs, ENaCs, and pro-inflammatory cytokines was determined using real-time polymerase chain reaction, whereas protein expression was determined using immunohistochemistry. The Na+-K+-ATPase activity was assessed using enzyme-linked immunosorbent assay.Results: LPS significantly stimulated the production of inflammatory mediators including tumor necrosis factor (TNF)-α and interleukin (IL)-1β, and disrupted the water transport balance in the alveolar cavity by inhibiting AQPs/ENaCs/Na+-K+-ATPase. Pretreatment with TFENF reduced the pathological damage and W/D ratio of the lungs and ameliorated the arterial blood oxygen partial pressure (PaO2) and oxygenation index. TFENF further decreased the mRNA level of TNF-α and IL-1β; increased the expression of AQP-1, AQP-5, αENaC, and βENaC; and increased Na+-K+-ATPase activity. Moreover, the regulation of AQPs, βENaC, and Na+-K+-ATPase and the inhibition of TNF-α and IL-1β by TFENF were found to be dose dependent.Conclusion: TFENF protects against LPS-induced ALI, at least in part, through the suppression of inflammatory cytokines and regulation of the active transport capacity of AQPs/ENaCs/Na+-K+-ATPase. These findings suggest the therapeutic potential of TFENF as phytomedicine to treat inflammation and pulmonary edema in ALI.

Active Coastlines: Implementing a sustainable transport scheme for Evans Bay, Wellington

<p>With the rise of popularity in cars and the decrease of public open space in our urban centres, there is an increasing pressure to find alternative modes of transportation. Human powered transport in New Zealand is becoming more popular over the last decade, however it is often let down by the isolation and functionality of the existing infrastructure. Active transport can be understood as an alternative mode that is strictly human powered - whether it be cycling, walking, jogging, scootering or other modes allowing for a more sustainable network. The current infrastructure development is evolved around vehicular transport and other modes are considered secondary, further highlighting our cultural reliance on the motor vehicle. This research aims to reconfigure how sustainable transport is considered, in order to promote and implement active transport into our cities. Creating a sustainable link with the exclusion of cars, offers the opportunity to establish a unique sequence of spaces that is responsive to the human scale and environment. Landscape Architecture has the ability to adapt and restore natural systems in conjunction with public spaces to build healthier and environmentally conscious communities. The proposed site for this research is Evans Bay, located in the centre of the harbour in Wellington, New Zealand. The public spaces following the bay suffer intense degradation to the natural ecologies, due to urban development and weather conditions. The current cycleway is a disconnected and unsafe path for local commuters to travel through. The research aims to re-develop the Evans Bay esplanade into a diverse active highway, offering all active modes a safer path. The design will be responsive and inclusive to ecological and communal factors producing a multitude of spaces for Wellington’s sustainable network.</p>

Active Coastlines: Implementing a sustainable transport scheme for Evans Bay, Wellington

<p>With the rise of popularity in cars and the decrease of public open space in our urban centres, there is an increasing pressure to find alternative modes of transportation. Human powered transport in New Zealand is becoming more popular over the last decade, however it is often let down by the isolation and functionality of the existing infrastructure. Active transport can be understood as an alternative mode that is strictly human powered - whether it be cycling, walking, jogging, scootering or other modes allowing for a more sustainable network. The current infrastructure development is evolved around vehicular transport and other modes are considered secondary, further highlighting our cultural reliance on the motor vehicle. This research aims to reconfigure how sustainable transport is considered, in order to promote and implement active transport into our cities. Creating a sustainable link with the exclusion of cars, offers the opportunity to establish a unique sequence of spaces that is responsive to the human scale and environment. Landscape Architecture has the ability to adapt and restore natural systems in conjunction with public spaces to build healthier and environmentally conscious communities. The proposed site for this research is Evans Bay, located in the centre of the harbour in Wellington, New Zealand. The public spaces following the bay suffer intense degradation to the natural ecologies, due to urban development and weather conditions. The current cycleway is a disconnected and unsafe path for local commuters to travel through. The research aims to re-develop the Evans Bay esplanade into a diverse active highway, offering all active modes a safer path. The design will be responsive and inclusive to ecological and communal factors producing a multitude of spaces for Wellington’s sustainable network.</p>