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Journal articles on the topic 'Active mobility'

Author: Grafiati

Published: 4 June 2021

Last updated: 18 June 2025

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1

Souza, Izolina Margarida de, João Gilberto Mendes dos Reis, Lucas Santos de Queiroz, and Alexandre Formigoni. "CYCLOMOBILITY DEVELOPMENT IN SÃO PAULO CITY: A COMPARISON WITH THE TEN MOST BIKE-FRIENDLY CITIES WORLDWIDE." South American Development Society Journal 10, no. 28 (2024): 108–30. https://doi.org/10.24325/issn.2446-5763.v10i28p108-130.

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O uso da bicicleta tem sido incentivado como alternativa sustentável, rápida e barata para a mobilidade das pessoas nos centros urbanos. Porém, sua adoção depende diretamente da infraestrutura disponível, do clima, da segurança, da disponibilidade de equipamentos compartilhados e do incentivo dos governos e da sociedade. Este artigo analisa como São Paulo, a maior cidade da América do Sul com mais de 12 milhões de habitantes, se posiciona em relação às 10 cidades mais cicláveis do mundo. Para tanto, foi realizada uma pesquisa bibliográfica utilizando dados do Índice Global de Cidades para Bicicleta (GBCI) de 2022. Comparamos os 16 indicadores do índice organizados em 6 categorias por meio de estatística descritiva. Os resultados mostram que São Paulo possui clima adequado para o uso da bicicleta como mobilidade urbana, mas apresenta baixo percentual de utilização devido aos maiores riscos de roubos e furtos, infraestrutura precária e falta de estrutura de compartilhamento. Porém, foram realizados investimentos recentes em infraestrutura e eventos para incentivar a adoção da bicicleta o que está posicionando a cidade na classificação do GBCI, mesmo ainda estando longe do patamar das cidades mais cicláveis do mundo.

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2

Ferretto, Laura, Francesco Bruzzone, and Silvio Nocera. "Pathways to active mobility planning." Research in Transportation Economics 86 (May 2021): 101027. http://dx.doi.org/10.1016/j.retrec.2020.101027.

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3

Khalak, Abarar A., Mohammed Hussen, Sulihat Ahmed, and Mohammad Adil Ansari. "Sustainable and Active Mobility through Walking and Public Transit System." International Journal of Research Publication and Reviews 5, no. 2 (2024): 936–41. http://dx.doi.org/10.55248/gengpi.5.0224.0432.

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4

Cruz, Silvia, and Sonia Paulino. "Urban Commons in Active Mobility Experiences." International Journal of the Commons 14, no. 1 (2020): 539–52. http://dx.doi.org/10.5334/ijc.1018.

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5

Ribeiro, Paulo J. G., Gabriel J. C. Dias, and José F. G. Mendes. "Health-oriented routes for active mobility." Journal of Transport & Health 26 (September 2022): 101410. http://dx.doi.org/10.1016/j.jth.2022.101410.

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6

Koh, Kwang Wook, Sungeun Song, Hyunzu Kim, and Hye-Sook Kim. "Promoting active mobility during COVID-19." Korean Journal of Health Education and Promotion 37, no. 4 (2020): 71–80. http://dx.doi.org/10.14367/kjhep.2020.37.4.71.

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7

Elliott, S. J., L. Benassi, M. J. Brennan, P. Gardonio, and X. Huang. "Mobility analysis of active isolation systems." Journal of Sound and Vibration 271, no. 1-2 (2004): 297–321. http://dx.doi.org/10.1016/s0022-460x(03)00770-3.

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8

Haufe, Nadine, Alexandra Millonig, and Karin Markvica. "Developing Encouragement Strategies For Active Mobility." Transportation Research Procedia 19 (2016): 49–57. http://dx.doi.org/10.1016/j.trpro.2016.12.067.

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9

Boschetti, Florinda. "Mobility and health: European cities networking for sustainable mobility and healthier cities." Public Health Forum 24, no. 4 (2016): 310–12. http://dx.doi.org/10.1515/pubhef-2016-2109.

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Abstract A sedentary lifestyle is a primary risk factor of non–communicable diseases in Western Countries causing major health problems for individuals and great economic costs for the society as a whole. Getting more active can be easily achieved by introducing active travel into everyday life. Unattractive built environments, poor connections and car-dominated spaces are too often discouraging people from being more active. However, we are witnessing the rise of a new urban mobility culture in cities.

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Orellana, D., C. Hermida, and P. Osorio. "A MULTIDISCIPLINARY ANALYTICAL FRAMEWORK FOR STUDYING ACTIVE MOBILITY PATTERNS." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLI-B2 (June 8, 2016): 527–34. http://dx.doi.org/10.5194/isprs-archives-xli-b2-527-2016.

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Intermediate cities are urged to change and adapt their mobility systems from a high energy-demanding motorized model to a sustainable low-motorized model. In order to accomplish such a model, city administrations need to better understand active mobility patterns and their links to socio-demographic and cultural aspects of the population. During the last decade, researchers have demonstrated the potential of geo-location technologies and mobile devices to gather massive amounts of data for mobility studies. However, the analysis and interpretation of this data has been carried out by specialized research groups with relatively narrow approaches from different disciplines. Consequently, broader questions remain less explored, mainly those relating to spatial behaviour of individuals and populations with their geographic environment and the motivations and perceptions shaping such behaviour. Understanding sustainable mobility and exploring new research paths require an interdisciplinary approach given the complex nature of mobility systems and their social, economic and environmental impacts. Here, we introduce the elements for a multidisciplinary analytical framework for studying active mobility patterns comprised of three components: a) Methodological, b) Behavioural, and c) Perceptual. We demonstrate the applicability of the framework by analysing mobility patterns of cyclists and pedestrians in an intermediate city integrating a range of techniques, including: GPS tracking, spatial analysis, auto-ethnography, and perceptual mapping. The results demonstrated the existence of non-evident spatial behaviours and how perceptual features affect mobility. This knowledge is useful for developing policies and practices for sustainable mobility planning.

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11

Orellana, D., C. Hermida, and P. Osorio. "A MULTIDISCIPLINARY ANALYTICAL FRAMEWORK FOR STUDYING ACTIVE MOBILITY PATTERNS." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLI-B2 (June 8, 2016): 527–34. http://dx.doi.org/10.5194/isprsarchives-xli-b2-527-2016.

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Intermediate cities are urged to change and adapt their mobility systems from a high energy-demanding motorized model to a sustainable low-motorized model. In order to accomplish such a model, city administrations need to better understand active mobility patterns and their links to socio-demographic and cultural aspects of the population. During the last decade, researchers have demonstrated the potential of geo-location technologies and mobile devices to gather massive amounts of data for mobility studies. However, the analysis and interpretation of this data has been carried out by specialized research groups with relatively narrow approaches from different disciplines. Consequently, broader questions remain less explored, mainly those relating to spatial behaviour of individuals and populations with their geographic environment and the motivations and perceptions shaping such behaviour. Understanding sustainable mobility and exploring new research paths require an interdisciplinary approach given the complex nature of mobility systems and their social, economic and environmental impacts. Here, we introduce the elements for a multidisciplinary analytical framework for studying active mobility patterns comprised of three components: a) Methodological, b) Behavioural, and c) Perceptual. We demonstrate the applicability of the framework by analysing mobility patterns of cyclists and pedestrians in an intermediate city integrating a range of techniques, including: GPS tracking, spatial analysis, auto-ethnography, and perceptual mapping. The results demonstrated the existence of non-evident spatial behaviours and how perceptual features affect mobility. This knowledge is useful for developing policies and practices for sustainable mobility planning.

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12

Rossetti, Silvia. "How do SUMPs Consider Factors Influencing Walkability and Cyclability? A Review of Literature and Planning Tools." European Transport/Trasporti Europei, no. 97 (May 2024): 1–11. http://dx.doi.org/10.48295/et.2024.97.9.

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Improving active mobility in settlements is one of the EU's core objectives to improve people's quality of life. EU guidelines indicate Sustainable Urban Mobility Plans (SUMPs) as strategic planning tools to achieve sustainable results through the definition of objectives and the provision of actions. Scientific research has extensively explored numerous factors in the built environment and active mobility infrastructures that influence mobility features and demands. However, a gap exists between research and urban plans employed to promote sustainable mobility. This paper examines whether these identified factors from scientific literature have implications for enhancing active mobility actions in Sustainable Urban Mobility Plans. First, a literature review highlights recurring factors in assessing active mobility networks. Then, an overview of actions supporting walkability and cyclability within Sustainable Urban Mobility Plans applied in the Emilia-Romagna Region in Italy is conducted. The two reviews comparison points out the expected implementation gap between research and practice.

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13

Pérez-Tomás, Amador, Marcel Placidi, N. Baron, et al. "2DEG HEMT Mobility vs Inversion Channel MOSFET Mobility." Materials Science Forum 645-648 (April 2010): 1207–10. http://dx.doi.org/10.4028/www.scientific.net/msf.645-648.1207.

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Channel mobility properties of SiC and GaN based MOSFETs and AlGaN/GaN HEMTs are compared in this paper. For a similar active area, the specific on-resistance of the MOSFET is much larger than the on-resistance for the HEMT, which is depending on the electron mobility in their respective channels. Physically-based models are used to fit this experimental transistor mobility.

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14

OHTA, Takahiro, Keigo IKEDA, Ayato ENDO, Hideaki KATO, and Takayoshi NARITA. "Active Seat Suspension for Ultra-Compact Mobility." Proceedings of the Transportation and Logistics Conference 2020.29 (2020): 2011. http://dx.doi.org/10.1299/jsmetld.2020.29.2011.

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ENDO, Ayato, Keigo IKEDA, Hideaki KATO, Takayoshi NARITA, and Hiroyuki MORIYAMA. "Active Seat Suspension for Ultra-Compact Mobility." Proceedings of Conference of Kanto Branch 2018.24 (2018): GS0602. http://dx.doi.org/10.1299/jsmekanto.2018.24.gs0602.

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16

MINOWA, Ryosuke, Keigo IKEDA, Ayato ENDO, Hideaki KATO, and Takayoshi NARITA. "Active Seat Suspension for Ultra-Compact Mobility." Proceedings of Conference of Kanto Branch 2019.25 (2019): 19F06. http://dx.doi.org/10.1299/jsmekanto.2019.25.19f06.

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17

IKEDA, Keigo, Ryousuke MINOWA, Ayato ENDO, Hideaki KATO, and Takayoshi NARITA. "Active Sear Suspension for Ultra-Compact Mobility." Proceedings of Conference of Kanto Branch 2019.25 (2019): 19F07. http://dx.doi.org/10.1299/jsmekanto.2019.25.19f07.

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ENDO, Ayato, Keigo IKEDA, Ryosuke MINOWA, Hideaki KATO, and Takayoshi NARITA. "Active Seat Suspension for Ultra-Compact Mobility." Proceedings of Mechanical Engineering Congress, Japan 2019 (2019): J11107P. http://dx.doi.org/10.1299/jsmemecj.2019.j11107p.

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19

Yelnik, Alain P., Victorine Quintaine, Cedric Andriantsifanetra, et al. "AMOBES (Active Mobility Very Early After Stroke)." Stroke 48, no. 2 (2017): 400–405. http://dx.doi.org/10.1161/strokeaha.116.014803.

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20

Kwenui, Tachi Cliford, Steffel Ludivin Feudjio Tezong, Stephen Kome Fondzenyuy, Sergio Celestino, and Davide Shingo Usami. "Active Mobility Assessment in the City of Bamenda." International Journal of Scientific Research and Management (IJSRM) 12, no. 08 (2024): 1924–40. http://dx.doi.org/10.18535/ijsrm/v12i08.sh02.

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Embarking on active mobility strategies, by promoting cycling and walking as transport modes in combination with public transport to facilitate longer distances can greatly influence cities' livability. Active mobility forms part of Sustainable Urban Mobility Planning. The inadequacy of sidewalks, which include narrow, uneven, obstructed, or even absent sidewalks, poses significant challenges and safety risks for pedestrians, who are among the most vulnerable road users. The study aimed at examining the active mobility infrastructure in the city of Bamenda and identifying the various barriers involved. Quantitative and qualitative data were collected through survey, inspection, interviews as well as secondary data sources. A sample size of 250 was used to represent the population of the focus area and considering the parameters on the checklist used, the average adequacy, which represents the qualitative score of the active mobility infrastructure for the six areas surveyed, was rated at 6.31 percent. Walking is the mode of travel predominantly used in the city of Bamenda as almost half of the total daily trips (48.8%) are made on foot in combination with taxis but unfortunately, initiatives have focused on roads and intersections meant for motorist travel and not on a systematic diagnosis of active mobility, especially sidewalk safety. The roads in the city are poorly designed with streetlights, pedestrian crossings, and sidewalks visibly absent or partially obstructed by permanent obstacles and street vendors. Traffic safety is the leading factor, with a significant influence of 82.0% on active mobility. Good health is another important factor influencing the preference for walking or cycling, with a score of 70.40%. Thus, traffic safety and good health are interconnected factors that significantly influence the preference for walking or cycling in Bamenda. Consequently, pedestrian infrastructure need urgent improvement while cycling facilities are still to be conceived and implemented in the city by the policymakers. Thus, active mobility reduces reliance on private vehicles, alleviates traffic congestion, contributing to a more sustainable transportation system by lowering greenhouse gas emissions and reducing air pollution.

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21

Lange-Maia, Brittney, Tianhao Wang, Shahram Oveisgharan, Jeffrey Hausdorff, David Bennett, and Aron Buchman. "MOBILITY ABILITIES MEDIATE THE ASSOCIATION BETWEEN A MORE ACTIVE LIFESTYLE WITH MOBILITY DISABILITY." Innovation in Aging 8, Supplement_1 (2024): 73–74. https://doi.org/10.1093/geroni/igae098.0231.

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Abstract Few studies have analyzed sensor-derived metrics of both mobility abilities and total daily physical activity (TDPA). We sought to determine if sensor-derived mobility metrics and quantitative indices of TDPA were independently associated with prevalent and incident mobility disability. Quantitative mobility metrics from 724 ambulatory adults (mean age 82 years, 77.4% female) were derived from a belt-worn sensor. A wrist-worn sensor worn quantified TDPA (up to 10 days). Mobility disability was characterized at baseline and longitudinally using the Rosow-Breslau scale. We examined cross-sectional association of the mobility metrics and TDPA with the odds baseline of disability using logistic regression, and incident disability using Cox models. Several mobility metrics (e.g. step time variability, turning angular velocity) and TDPA were significantly related to prevalent and incident mobility disability when examined in separate models. When examined together, however, the association of TDPA with mobility disability was attenuated. Mediation analysis indicated that the mobility metrics individually mediated between 7%-47% (p&lt; 0.001) of the association between TDPA and cross-sectional mobility disability, and between 20%-40% of the association between TDPA and incident mobility disability. As a group, mobility metrics mediated 58% of the association between TDPA and cross-sectional mobility disability, and 53% of the association with TDPA and incident mobility disability (p&lt; 0.001 for all). Sensor-derived mobility metrics may distinguish different aspects of mobility disability and partially link a more active lifestyle with reduced disability. These findings can inform the design of intervention studies to develop targeted therapies to maintain ambulation and independent living in late life.

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Cruz, Silvia, and Sonia Paulino. "The Relationship Between Social Innovation and Active Mobility Public Services." Journal of Law and Mobility, no. 2020 (2020): 60. http://dx.doi.org/10.36635/jlm.2020.relationship.

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This article aims to discuss the relationship between social innovation and public services on active mobility. Two active mobility initiatives are considered in the city of São Paulo, and analyzed based on 11 variables that characterize social innovation. Through the mapping of recent Brazilian regulatory frameworks for active mobility and a low-carbon economy, we can propose the following relationship: the more local (municipal) the public policy, the greater its social influence and participation. However, despite the advances indicated by both experiences of active mobility analyzed (highlighting the role of organized civil society), and by the progress in the regulatory framework, until now innovative practices in the local context have been restricted to the treatment of pedestrian spaces. Therefore, there exists a great potential for the continued introduction of innovations in the improvement and scale of public services for pedestrian mobility, following the paradigm of sustainable urban mobility, and based on social participation.

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González-Naranjo, V., K. Boltes, and M. Biel. "Mobility of ibuprofen, a persistent active drug, in soils irrigated with reclaimed water." Plant, Soil and Environment 59, No. 2 (2013): 68–73. http://dx.doi.org/10.17221/590/2012-pse.

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Ibuprofen is not completely removed in wastewater treatment plants, and consequently, it may enter the soil through irrigation with reclaimed water. Subsequently, due to the reversible adsorption which takes place in the soil, this emerging pollutant can become bioavailable for plants. The adsorption reversibility of this anti-inflammatory compound on four agricultural soils was quantified with adsorption-desorption experiments. The adsorption was found to be almost linear, with a minimum n<sub>ads</sub> of 0.76 and a maximum of 1.08. In contrast, desorption was nonlinear, with a n<sub>des</sub> which ranged from 0.84 to 2.75. The hysteresis index values were low, ranging from 0.42 to 0.66; hence the process takes place reversibly. In addition, ibuprofen was found to be moderately fixed in the soils studied, with organic carbon distribution coefficient (K<sub>OC</sub>) values which ranged between 139.75 and 238.17 L/kg. Therefore, we conclude that this pollutant could be bioavailable for soil microorganisms or plants exposed to it and may reach groundwater by leaching.

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Verzeroli, Matteo, Luigi Gaioni, Andrea Galliani, Luca Ghislotti, Paolo Lazzaroni, and Valerio Re. "Advancing Sustainable Mobility: A Data Acquisition System for Light Vehicles and Active Mobility." Electronics 13, no. 21 (2024): 4249. http://dx.doi.org/10.3390/electronics13214249.

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Active mobility and light vehicles, such as e-bikes, are gaining increasing attention as sustainable transportation alternatives to internal combustion solutions. In this context, collecting comprehensive data on environmental conditions, vehicle performance, and user interaction is crucial for improving system efficiency and user experience. This paper presents a data acquisition system designed to collect data from multiple sensor platforms. The architecture is optimized to maintain low power consumption and operate within limited computational resources, making it suitable for real-time data acquisition on light vehicles. To achieve this, a data acquisition module was developed using a single-board computer integrated with a custom shield, which also captures data related to the assistance of an e-bike motor through a wireless interface. The paper provides an in-depth discussion of the architecture and software development, along with a detailed overview of the sensors used. A demonstrator was created to verify the system architecture idea and prove the potentialities of the system overall. The demonstrator has been qualified by professional and semi-professional riders in the framework of the Giro-E, a cyclist event which took place in May 2024, on the same roads of the Giro d’Italia. Finally, some preliminary analyses on the data acquired are provided to show the performance of the system, particularly in reconstructing the user behavior, the environmental parameters, and the type of road.

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Sitohang, Irene, Rachid Belaroussi, Sonia Adelé, and Hocine Imine. "The Effect of Access to Waterbodies and Parks on Walking and Cycling in Urban Areas." Infrastructures 9, no. 12 (2024): 235. https://doi.org/10.3390/infrastructures9120235.

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This pilot study investigated whether good and bad access to waterbodies and parks have different impacts on walking and cycling in neighborhoods in urban areas. Focusing on Paris, France, the neighborhoods were classified based on their access to the two natural environments through GIS analysis. Active mobility, past behavior, trip purpose, and subjective evaluation were collected through an online survey. The subjective evaluation included infrastructure satisfaction and the perception of transport mode choice, urban area aesthetic level, safety, health, and preference for active mobility over car use. Descriptive analyses, Mann–Whitney tests, and Fisher’s exact tests were conducted to compare between two access groups and between cycling and walking. Active mobility was mainly performed for utilitarian purposes. Weekly cycling frequency was found to be lower than walking. Access to natural environments mainly impacts walking. Contrary to general belief, cycling frequency is higher in neighborhoods with bad access to waterbodies than in ones with good access. Contrary to expectations, this study found little significant effect on active mobility in the accessibility to both natural environments. This study also highlights the influence of dominant active mobility purposes in urban areas with respect to access to natural environments, and provides a subjective evaluation for active mobility.

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Mironova, A. D., Yu P. Potekhina, and A. A. Kurnikova. "Features of active and passive joints mobility of skiers and skaters athletes." Russian Osteopathic Journal, no. 1 (March 24, 2022): 87–95. http://dx.doi.org/10.32885/2220-0975-2022-1-87-95.

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Introduction. In the vast majority of sports, joint mobility is a necessary basis for effective technical self-improvement. Insufficient mobility of joints sharply complicates and slows down the process of motor skills mastering, and some of it (mainly the key components of an effective technique for performing competitive exercises) cannot be mastered.Aim of the study is to reveal the features of the active and passive mobility of extremities joints in skiers and skaters athletes.Materials and methods. The study involved 46 athletes, including 27 skiers and 19 skaters. The inclusion criteria for the study were: age 18–24 years; lack of complaints from the musculoskeletal system; experience of constant sports activities for at least 2 years; absence of competitive practice during the research period. The protocol for the study of the joint mobility included 5 types of active and passive movements, the values of which were expressed in angular degrees: flexion and extension in the wrist joint, flexion in the knee joint, plantar flexion and dorsal extension in the ankle joint. The range of motion (both active and passive) in the joints was measured in both limbs using a goniometer.Results. In all the examined joints of all studied subjects, the volume of passive movements statistically significantly exceeded the volume of active ones (p<0,05). Among athletes-skiers, the greatest differences were observed in the ankle joint during dorsal extension (29,4 %), and the smallest — in the knee joint (14,1 %). In the group of skaters, the smallest difference between passive and active mobility was recorded in the ankle joints — with plantar flexion (8,1 %). The maximum differences in passive and active performance of movements were found in the wrist joint — in flexion (29,4 %). Correlation analysis according to Spearman showed strong and moderate negative associations between active mobility and differences in active and passive movements. Conclusion. The amount of passive mobility in the joints always exceeds the amplitude of active movements. This creates the prerequisites for the development of active mobility at the expense of the reserve. This reserve in each joint has its own value and decreases with increased load on the joint, therefore, for different sports, the indicators of the reserve of mobility in the same joints differ due to the movements stereotyped for each sport. The maximum difference in active and passive movements is in the joints with the least load in the training process of athletes of a certain specialization. A decrease in the reserve of mobility increases the risk of injury and disrupts the athlete′s work capacity. Accordingly, the knee joints are the most vulnerable in skiers, and the ankle joints in skaters.

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27

KAMATA, Minoru. "C101002 Mobility for Active Life for Older People." Proceedings of Mechanical Engineering Congress, Japan 2011 (2011): _C101002–1—_C101002–3. http://dx.doi.org/10.1299/jsmemecj.2011._c101002-1.

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28

Yu, Haoyong, Matthew Spenko, and Steven Dubowsky. "Omni-Directional Mobility Using Active Split Offset Castors." Journal of Mechanical Design 126, no. 5 (2004): 822–29. http://dx.doi.org/10.1115/1.1767181.

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An omni-directional mobility platform design concept using two active split offset castors (ASOC) and one or more conventional castors is presented. An ASOC module consists of two coaxial conventional wheels driven independently and connected to the platform via an offset link. The kinematics and implementation of the omni-directional platform is described and analyzed. Particular attention is paid to the system performance on uneven floors. The fundamental mechanics of the ASOC wheel scrubbing, which is critical to system wear and energy use, is analyzed and compared to conventional active castor designs. The effectiveness of the design is shown experimentally using an intelligent mobility aid for the elderly.

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Luo, Yuan Jun. "Adaptive Mobility Management Framework Using Active Proxy Node." Advanced Materials Research 1006-1007 (August 2014): 530–33. http://dx.doi.org/10.4028/www.scientific.net/amr.1006-1007.530.

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In mobile computing, mobility management is a fundamental issue. The substance of mobility management are proxy and forwarding based model to achieve, the difference of a variety of technologies are the choice which proxy and forwarding entity is chosen and what strategy to implement proxy and forwarding services. The paper propose a basic framework based on mobile agent technology forwarding proxy migration, combined with a mechanism for automatic proxy service deployment for mobile environments by using active network nodes, collaborative support to complete the optimization proxy services, which has a unique advantage of dynamic execution, reducing the switching overhead, improving efficiency of the system and showing good applied characteristics.

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UCHINO, Daigo, Shugo ARAI, Xiaojun LIU, Hideaki KATO, and Takayoshi NARITA. "Active Steering Wheel System for Ultra-Compact Mobility." Proceedings of JSME annual Conference on Robotics and Mechatronics (Robomec) 2020 (2020): 1P2—C12. http://dx.doi.org/10.1299/jsmermd.2020.1p2-c12.

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31

Becheva, Maria Stamova Vakrilova, Stefka Аchkova Ivanova, and Angelina Georgieva Kirkova-Bogdanova. "Pharmaceutical care and active treatment in patients with osteochondrosis." Pharmacia 68, no. (1) (2021): 223–26. https://doi.org/10.3897/pharmacia.68.e62944.

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According to the International Classification of Diseases, osteochondrosis is included in the group of diseases of the musculoskeletal system, mainly the spine. The mechanism of the disease is expressed in the disturbance of blood circulation, which nourishes the bone, and hence the damage to bone and cartilage tissue. Objective: This paper aims to present the effect of applied pharmacological and active treatment in 10 patients diagnosed with lumbar osteochondrosis. Methods: We conducted a comprehensive treatment of 10 patients diagnosed with lumbar osteochondrosis without any neurological symptoms during the period 2017–2020. This pharmacological and active treatment lasted from 15 to 17 days. The intensity of the pain symptoms, the general mobility of the spine, and the mobility of the lumbar spine were measured to determine the deficit of the patients. The strength of the flexor and extensor muscles of the body was tested. Results: A decrease in pain intensity, increase in the strength of the abdominal and back muscles and improvement of the mobility of the back muscles were found in all patients after the complex treatment. As a result of the therapy, a reduction in the patient's dysfunctions and the risk of developing disabilities was found. Conclusion: The application of a multidisciplinary approach in patients with osteochondrosis is of great importance for reducing pain intensity and achieving a good functional recovery of motor and stabilizing function of the muscles of the spine.

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O'Neil, Audrey M., Cassandra Rush, Allison N. Boyd, David Roggy, and Brett C. Hartman. "706 Mobilization with Femoral Catheters in the Burn ICU: Retrospective Review of Practice Guidelines." Journal of Burn Care & Research 45, Supplement_1 (2024): 199. http://dx.doi.org/10.1093/jbcr/irae036.251.

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Abstract Introduction Femoral catheters are a known barrier for ICU therapy sessions and mobility progression due to the anatomical location and potential risk of complications. Mobilization with femoral catheters has been studied in ICU populations, but has not been explored specifically within the burn population. A previous case series was completed in 2022, examining the safety of mobilization with femoral catheters in the burn ICU, following a change in practice guidelines. The purpose of this study is to further examine outcomes and complication rates following implementation of femoral catheter mobilization guidelines, as well as retrospectively compare data to outcomes prior to initiation of the mobilization protocol. Methods Retrospective review was completed on 17 patients prior to and following implementation of new femoral catheter mobility guidelines within a 15-bed adult burn unit, 34 patients total. Burn therapy notes were reviewed for burn admissions with at least one femoral catheter in place, including arterial, central, and dialysis catheters. Demographic data, admission statistics, line placement timelines, and active mobility achieved during therapy sessions were recorded for both the non-mobilization (NMG) and mobilization groups (MG). Results The 34 patients reviewed had 99 total lines placed (30 NMG, 69 MG). Mobilization restrictions limited the NMG group resulting in less therapy sessions (n=281), active mobility sessions (n=5), and mobility activities (n=6). Change in mobility protocols for the MG group resulted significantly more therapy sessions (n=516) and active mobility sessions (n=83), including 146 total mobility activities including transitions to chair mode of bed, cardiac chair, tilt table, sitting edge of bed (EOB), standing, active chair transfers, and cycle ergometry. Additionally, 82% (n=14) of patients in the MG participated in mobility earlier, while intubated, while the NMG was unable to participate in out of bed activity while intubated. No catheter associated adverse events occurred during active mobility sessions and no complications were associated with participation in mobility. Conclusions Establishing femoral catheter mobility guidelines allowed patients with femoral catheters to participate in significantly greater active therapy sessions, compared to previously restricted groups, without compromising safety. Early mobilization within ICU settings is necessary in preventing complications, combating muscle wasting, and improving long term outcomes for survivors. This study further supports that the presence of femoral catheters alone should not limit the progression of mobility interventions. Applicability of Research to Practice Therapy driving mobilization guidelines are safe within the burn ICU setting, when proper training and staff resources are present. Change in practice guidelines allowed significant improvements in patient access to active therapy interventions.

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Wu, Jian-Chun, Fu-Jun Lin, and Bao-Quan Ai. "Absolute negative mobility of active polymer chains in steady laminar flows." Soft Matter 18, no. 6 (2022): 1194–200. http://dx.doi.org/10.1039/d1sm01664d.

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Lee, WeyTing, TiongThye Goo, WoanWui Lim, HongChuen Toh, and Yu Yasai. "Hospital seeing more personal mobility device accidents and serious injuries despite active mobility act." Journal of Emergencies, Trauma, and Shock 13, no. 4 (2020): 274. http://dx.doi.org/10.4103/jets.jets_115_19.

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Qiang, Dan, and Grant McKenzie. "Mobility Vitality in Active and Micro-Mobility Modes: Measuring Urban Vitality Through Spatiotemporal Similarity." AGILE: GIScience Series 6 (June 9, 2025): 1–13. https://doi.org/10.5194/agile-giss-6-9-2025.

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Abstract. Urban vitality captures the dynamic and interactive nature of city environments by highlighting how residents engage with public spaces, making it essential for differentiating neighborhoods. Traditional indicators focused on static measures, such as density, land-use diversity, and built environment design. Most of these measures fail to capture the dynamic nature of vitality. This paper introduces the concept of Mobility Vitality, a novel measure that captures the dynamic and vibrant nature of human activities through the analysis of active and micro-mobility modes, including biking, e-scootering, and recreational running. Taking Washington, D.C. as a case study, we analyze the spatiotemporal patterns of mobility across different modes and time periods, revealing significant variations in mobility patterns between the downtown core and peripheral areas. The results also indicate that the most unique time series of the three micro-mobility modes are weekend mornings and weekday nights, and fluctuations are more pronounced within a day than between weekdays and weekends. The proposed analysis framework may guide infrastructure investments, optimize urban transport networks, and advance more equitable and sustainable cities.

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Nozharova, Boryana, and Peter Nikolov. "Existing policy framework to support the active mobility in Bulgaria. Strategies and regulations in Varna." Facta universitatis - series: Architecture and Civil Engineering 17, no. 2 (2019): 159–71. http://dx.doi.org/10.2298/fuace190320009n.

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Active mobility, active travel, active transport, and active transportation are synonyms of transport of people that only use their physical activity for the need to travel. The most known forms of active mobility are walking and cycling, though the skateboard, kick scooter or roller skates are also a form of active mobility. The city of Varna is the third largest city in Bulgaria and the largest seaside city in the country. In the high tourist season, the city shows much more street problems than usual. The congestion seems to be greater each and every year and this affects active transportation. As a result of the dominant character of the private car in our everyday life, it seems that the active forms of transport are being neglected. To change this trend an integrated transport policy is required where the pedestrians will be placed in the center of the daily agenda. One of the very important components to support active mobility is the policy framework. It should guarantee that all forms of active mobility have also rights as users of the streets and are not neglected in the planning process. The current study aims to analyze the existing relevant national and local (for the city of Varna) regulations regarding walking and cycling and to evaluate the degree of policy support in order to respect their rights and needs. The existences of the relevant policies and how they are implemented is a matter of the study. The collected data about the regulatory framework is evaluated using the content analysis method.

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Nikolov, Peter. "Active mobility as an alternative for the daily commute. Issues and chances for the city of Varna." Facta universitatis - series: Architecture and Civil Engineering, no. 00 (2023): 38. http://dx.doi.org/10.2298/fuace230630038n.

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There is a variety of synonyms to describe the transport of people that only use their physical activity for the need to travel, and active mobility is most commonly-used. Soft mobility, human-powered mobility, active travel, active transport, active transportation and active commute are also in the list. And beyond all doubt the most popular forms are walking and cycling. The current paper explores some problems of active mobility, regarding the need for sustainable daily commute. In this point having sustainable alternatives to private motorised transport is vital for the development of settlements but often the importance of soft mobility in their connectivity with industrial areas is underestimated. Using active forms of transport, mainly bicycle and pedestrian traffic, as well as a combination of them and public transit, is a chance to make urban spaces more livable. Many areas are difficult to be accessed without personal motorised transport and for the city of Varna the adjacent resorts and industrial territories are such a striking example as their connection with the rest of the settlement is full of barriers to cycling and walking commute. In this paper, regarding its topic, the author explores some issues that people face every day in the city of Varna and searches chances for future improvement based on a good practice example from Barcelona.

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CARDONA URREA, Santiago, Diego Alexander ESCOBAR, and William SARACHE. "SOCIAL COST - BENEFIT ANALYSIS OF ACTIVE MOBILITY PROJECTS IN CONTEXTS WITH STEEP TERRAIN. A CASE STUDY IN COLOMBIA." GeoJournal of Tourism and Geosites 49, no. 3 (2023): 1056–66. http://dx.doi.org/10.30892/gtg.49321-1105.

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Active mobility projects can potentially initiate paradigm shifts in population and urban planning decision-makers. This paper aims to conduct a social cost-benefit analysis of an active mobility project in a Colombian city. The increase of physical activity, reduction of CO2 emissions, and traffic crashes were measured in an area with suitable slopes to promote bicycles for commuting. A social cost-benefit ratio of 1.14 was found, with physical activity and road safety as the most important outcomes of the active mobility infrastructure. Furthermore, a big room for the increase and promotion of cycling as a mode of transport is addressed.

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Wang, Zhen, Haiying Jiang, Xuncheng Liu, et al. "Significantly enhanced electron transport of a nonfullerene acceptor in a blend film with a high hole mobility polymer of high molecular weight: thick-film nonfullerene polymer solar cells showing a high fill factor." Journal of Materials Chemistry A 8, no. 16 (2020): 7765–74. http://dx.doi.org/10.1039/d0ta01340d.

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Zougheibe, Roula, Beverly Jepson, Richard Norman, Ori Gudes, and Ashraf Dewan. "Is there a correlation between children’s outdoor active mobility behaviour and neighbourhood safety? A systematic review of the evidence." BMJ Open 11, no. 7 (2021): e047062. http://dx.doi.org/10.1136/bmjopen-2020-047062.

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ObjectiveTo identify, summarise and evaluate evidence on the correlation between perceived and actual neighbourhood safety (personal and road danger) and diverse forms of outdoor active mobility behaviour (ie, active play, exercise, and travel) among primary-school-aged children.DesignA systematic review of evidence from observational studies exploring children’s active mobility behaviour and safety.Data sourcesSix electronic databases were searched: Google Scholar, PubMed, Scopus, Science Direct, ProQuest and Web of Science from study inception until July 2020.Data extraction and synthesisStudy selection and quality assessment were conducted independently by two reviewers. We expanded on a quality assessment tool and adopted a vote-counting technique to determine strength of evidence. The outcomes were categorised by individual, family and neighbourhood levels.ResultsA total of 29 studies were included, with a majority of cross-sectional design. Higher parental perceived personal safety correlated with increased children’s active mobility behaviour, but most commonly in active travel (eg, independent walking or cycling to a local destination). Increased concerns regarding road danger correlated with a decrease in each type of children’s active behaviour; active travel, play and exercise. However, these correlations were influenced by child’s sex/gender, age, car ownership, neighbourhood types, across time, and proximity to destination. Limited or inconclusive evidence was found on correlate of children’s outdoor active mobility behaviour to ‘stranger danger’, children’s perceived personal safety, race/ethnicity, socioeconomic status or measured safety.ConclusionChildren are restricted by perception of safety. Encouraging children’s active travel may require future strategies to address characteristics relevant to types of the neighbourhood that promote a high sense of personal safety. Children and parents may embrace other types of active mobility behaviour if road danger is mitigated. Sex/gender and age-specific interventions and redesign of public places could lead to child-friendly cities. Future studies may benefit from adopting validated measurement methods and fill existing research gaps.

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Zhao, Chaoyue, Hui Huang, Lihong Wang, et al. "Efficient All-Polymer Solar Cells with Sequentially Processed Active Layers." Polymers 14, no. 10 (2022): 2058. http://dx.doi.org/10.3390/polym14102058.

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In this work, we apply the sequential processing (SqP) method to address the relatively low electron mobility in recent all-polymer solar cells (all-PSCs) based on the polymerized small-molecule acceptor (PSMA). Compared to the blend-casting (BC) method, all-PSCs composed of PM6/PY-IT via the SqP method show boosted electron mobility and a more balanced charge carrier transport, which increases the FF of the SqP device and compensates for the short-circuit current loss, rendering comparable overall performance with the BC device. Through film-depth-dependent light absorption spectroscopy, we analyze the sub-layer absorption and exciton generation rate in the vertical direction of the device, and discuss the effect of the increased electron mobility on device performance, accordingly.

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Kopal, Kerstin, and Dirk Wittowsky. "The Healthy and Sustainable City—Influences of the Built Environment on Active Travel." Sustainability 15, no. 19 (2023): 14655. http://dx.doi.org/10.3390/su151914655.

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The city’s built environment and functionality play a crucial role in shaping individual mobility patterns, impacting the overall health and quality of life of its population. Understanding these influences is an important research topic, making it a central focus of this paper. This study aims to identify the factors responsible for promoting healthy mobility behavior. To address this comprehensively, a multidisciplinary empirical survey was developed based on the “Triad”—a model consisting of the built environment, mobility(-behavior), and public health. In addition to the evaluation of socio-demographic factors and activity radius mapping, statistical analyses like multiple linear regression were used. These statistical analyses allow the assessment of the impact of various independent variables on the promotion of healthy mobility behavior within urban settings. The multiple regression shows that the satisfaction with the accessibility of public transport and the sense of safety as a cyclist contribute to explaining the variation of healthy mobility. Furthermore, the satisfaction with walking in the neighborhood and the inhalation of exhaust fumes while walking also seem to have an impact. The results show the link between the Triad and make it clear that mobility planning and urban planning must take a more integrated approach to promote health and simultaneously protect the climate.

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Sosina, Valentyna. "Meaning and Method of Active and Passive Flexibility Development in Choreography." Dance Studies 2, no. 1 (2019): 98–105. https://doi.org/10.31866/2616-7646.2.1.2019.172189.

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The purpose of the research is to consider, on the basis of many years of research into the problem of flexibility in sports, the significance and methods of developing active and passive joint mobility in dancers. Methodology is based on a theoretical analysis of the scientific and methodological and special literature, the systematization of practical material, the study of a number of empirical studies in the theory, methodology and practice of sports and choreography. Scientific novelty. The scientific novelty of the article is to substantiate the method of active and passive joint mobility development for dancers who are engaged in various types of choreographic art. Conclusions. Analysis of modern trends in the choreographic art development indicates an increase in the requirements for the manifestation of the dancer’s flexibility. To achieve a large range of joint mobility, various methods have been used, among which there are those that do not take into account genetic and age characteristics, the state of the musculoskeletal system and the early specialization of dancers and athletes. An adequate level of flexibility allows them to show an easy, free, easy execution of the composition, to show high coordination and general freedom of movement. On the other hand, inappropriate development of mobility of different joints complicates and slows down the process of mastering motor skills, leads to improper execution techniques, limits the manifestation of power and coordination abilities, reduces the efficiency of work, increases the likelihood of injuries to the musculoskeletal system. Flexibility is necessary not only as a biomechanical component of a rational exercise technique and an aesthetic component of performing skills, but also as a way to prevent injuries and disorders of the musculoskeletal system. Among the known methods of development of flexibility, there are: the method of dynamic (ballistic), static and mixed stretching, as well as the method of joint development of strength and flexibility. A detailed analysis of the proposed methods of developing flexibility, which are widely used in sports and are considered the most effective and least traumatic, suggests that they can be successfully used to develop active and passive mobility of different joints of dancers of different roles.

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Nalmpantis, Dimitrios, Fereniki Vatavali, and Fotini Kehagia. "A review of the good practices of active mobility measures implemented by European cities due to the COVID-19 pandemic." IOP Conference Series: Earth and Environmental Science 899, no. 1 (2021): 012057. http://dx.doi.org/10.1088/1755-1315/899/1/012057.

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Abstract The scope of this paper is to make a review of the good practices of active mobility measures implemented by big European cities to face the changing travel patterns and the social distancing requirement due to the COVID-19 pandemic. Active mobility good practices were gathered by 50 postgraduate students and they were categorized by the authors. 50 European cities were reported, of which four (4) were examined further as the most reported ones. These were the following: Paris, France; Milan, Italy; Brussels, Belgium; and Berlin, Germany. This does not mean that these cities are the best performing in active mobility, as there could be cities that already had adequate active mobility performance, and other factors interfere, such as the brand name of each city. The most reported good practice was the temporary pop-up bicycle lanes, also applied in Thessaloniki, Greece. Another good practice is the expansion of pedestrianization and the speed limit of 30 km/h. Athens, Thessaloniki, and other Greek cities have a lot to learn from the experience of the other European cities, and this paper is an attempt of knowledge transfer. It seems that the crisis of the COVID-19 pandemic has become an excellent opportunity for the promotion of active mobility in Europe that should not be left unexploited.

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Savenkov, A. I., A. O. Ploskonosova, and A. A. Bukharov. "MOBILITY OF MATRIX SOLUTION ON ACTIVE AND CONTROL WATER." Modern Technologies and Scientific and Technological Progress 1, no. 1 (2019): 210–11. http://dx.doi.org/10.36629/2686-9896/2019-1-1-210-211.

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Che, Maohao, Yiik Diew Wong, Kit Meng Lum, and Xueqin Wang. "Interaction behaviour of active mobility users in shared space." Transportation Research Part A: Policy and Practice 153 (November 2021): 52–65. http://dx.doi.org/10.1016/j.tra.2021.08.017.

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Zhang, Jie, Erik Luijten, Bartosz A. Grzybowski, and Steve Granick. "Active colloids with collective mobility status and research opportunities." Chemical Society Reviews 46, no. 18 (2017): 5551–69. http://dx.doi.org/10.1039/c7cs00461c.

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Alleva, Lisa M. "Biologically active versus immunoreactive high-mobility group box 1." Critical Care Medicine 35, no. 7 (2007): 1809. http://dx.doi.org/10.1097/01.ccm.0000269342.20647.de.

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Angus, Derek C., Russell Delude, John A. Kellum, and Kevin Tracey. "Biologically active versus immunoreactive high-mobility group box 1." Critical Care Medicine 35, no. 7 (2007): 1809. http://dx.doi.org/10.1097/01.ccm.0000269347.88587.2f.

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Sasaki, Kai, and Kenji Suzuki. "Active Rotary-Legs Mechanism for Stair-Climbing Mobility Vehicle." IEEE Robotics and Automation Letters 3, no. 3 (2018): 2237–44. http://dx.doi.org/10.1109/lra.2018.2812224.

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