This paper presents guidelines for the systematic management of packaging, storage, transportation, and traceability of source cells used for organoid research. Given the important role of source cells in organoid studies, it is important to ensure the preservation of their quality and integrity throughout transportation and distribution processes. The proposed guidelines, therefore, call for a cohesive strategy through these stages to minimize the risks of contamination, deterioration, and loss-threats that significantly compromise the safety, efficacy, and efficiency of source cells. Central to these guidelines is the quality control measures that include roles and responsibilities across the entire supply chain, with recommendations specific to packaging materials, transportation facilities, and storage management. Furthermore, the need for an integrated management system is emphasized, spanning from source cell collection to the final application. This system is crucial for maintaining the traceability and accountability of source cells, facilitating the sharing, distribution, and utilization on a global scale, and supporting to advance organoid research and development.

暂无摘要。

Due to the intensified environmental protection consciousness of enterprises and consumers, the green winner determination (GWD) considering environmental performance becomes very important for the 4PL transportation service procurement. In this paper, a new GWD method is studied, which considers different types of attributes including those related to environmental performance and the consensus reaching process (CRP). To characterize multiple types of attributes, linguistic terms, interval numbers, and crisp numbers are combined. To achieve an acceptable consensus level among linguistic evaluations given by different experts, a minimum adjustment consensus model is constructed. And on this basis, an interactive CRP is proposed. Integrating the heterogeneous information addressing process and the CRP, a HC-VIKOR method is developed to promote the 4PL\'s operational efficiency and service quality. Further, a numerical example is designed to demonstrate the effectiveness of the proposed method. Sensitivity analysis reveals that both the acceptable consensus threshold and the weight of group utility have a significant influence on the winner determination result. Comparison analysis shows that the proposed method outperforms the existing methods. Our study not only extends the traditional winner determination but also provides decision support for the 4PL to provide transportation services efficiently.

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.

Coastal land reclamation (CLR), particularly port reclamation, is a common approach to alleviating land shortages. However, the spatial extent, percentages, and processes of these newly reclaimed ports are largely unknown. The Bohai Sea is the most concentrated area of port reclamation worldwide. Thus, this study addresses the changes in the different coastline types and port reclamation process in the area. The reclamation area of the 13 ports in the Bohai Sea in 2002-2018 was 2,300 km2, which decreased the area of the sea by 3%. The natural coastline length in Tianjin decreased by 47.5 km, whereas the artificial coastline length increased by 46.6 km. Based on the port boundary, however, only 26.3% of the reclaimed areas have been used for port construction, which concentrates in the Tianjin and Tangshan ports. The ratio of built-up area within the ports is only 32.5%, and approximately 48.3% of the reclaimed areas have no construction projects. The port land reclamation in the Bohai Sea has been undergoing periods of acceleration, peak, deceleration, and stagnation since 2002. Hence, future port reclamation should not be totally prohibited, and fine management should be conducted based on the optimization of the reclaimed port area. The innovation of this research is its analysis of the port internal land use pattern, the percentage of built-up area in the ports, and the sustainability of port reclamation policies. The findings have vital implications for scientifically regulating the spatial pattern and exploring the utility of port reclamation.

A diverse group of Canadian experts was convened for a focused 2-d discussion on potential health and welfare problems associated with the marketing (i.e., transportation and sale) of male dairy calves. Written notes and audio recording were used to summarize the information provided on transport times and marketing practices. Content analysis was used to develop a consensus statement on concerns, possible solutions, and recommendations to improve male dairy calf marketing. The group noted that calves across all Canadian regions are commonly transported at 3 to 7 d of age and undergo transport for 12 to 24 h or longer depending on the location of their dairy farm of origin. Calves in some regions are marketed almost exclusively through auction markets, whereas others have more direct sales. A need was identified for better criteria for calf fitness for transport, maintaining farm biosecurity, reducing the use of antimicrobial therapy in calf production, and improving education for farmers and veterinarians on the importance of neonatal care for male dairy calves before transportation. Experts noted that major changes in male dairy calf marketing will be required to comply with amendments to the federal Health of Animals Regulations (Part XII) on animal transportation; collaborative effort will be needed to safeguard animal health and welfare as this transition is made.

With increasing interest in strengthening community health programs nationally comes a need for operationalizing them in a realistic and achievable way. Limited information is available to help program managers establish appropriate parameters for their context. We examined aspects of program implementation related to deployment patterns of community health workers, called agents communautaires or ACs, in 2 districts of Madagascar.
By analyzing program data and publicly available datasets in a geographic information system (GIS), we estimated the population and surface area coverage expected of ACs in 445 fokontany (communities). Additional modeling on travel time demands examined 1-way pedestrian travel time for ACs to receive routine support from their assigned health facilities and from socially marketed supply points under dry season conditions, as well as the impact on travel time based on ACs being reassigned to other facilities or supply points.
With the current distribution, ACs in 90% of fokontany have a catchment population of 1,000 or fewer people (2020 estimates) and ACs in 84% of fokontany have a catchment area of 25 km2 or less. We estimated that ACs in 58% of fokontany were located more than 2 hours from their supporting health facility, and the proportion of fokontany with ACs more than 2 hours away from their assigned supply point was 61%. Reassigning ACs to the closest facility or supply point led to modest improvements in those figures (7 and 4 percentage points, respectively).
Findings allow visualizing the practical implications of coverage ratios for ACs to assess whether current demands are realistic. The physical access between ACs and the health system warrants significant attention due to challenges in transport and logistics. Analyses are timely to inform the Ministry of Public Health\'s strategic thinking in the context of the development of the National Strategic Plan on Strengthening Community Health.

Pedelecs (e-bikes with electrical support up to 25 km·h-1) are important in active transportation. Yet, little is known about physiological responses during their everyday use. We compared daily pedelec (P) and bicycle (B) use to determine if pedelecs are a suitable tool to enhance physical activity. In 101 employees, cycling duration and intensity, heart rate (HR) during P and B were recorded via a smartphone app. Each recording period was a randomized crossover design and lasted two weeks. The ride quantity was higher in P compared to B (5.3 ± 4.3 vs. 3.2 ± 4.0 rides·wk-1; p < 0.001) resulting in a higher total cycling time per week for P (174 ± 146 min·wk-1) compared to B (99 ± 109 min·wk-1; p < 0.001). The mean HR during P was lower than B (109 ± 14 vs. 118 ± 17 bpm; p < 0.001). The perceived exertion was lower in P (11.7 ± 1.8 vs. 12.8 ± 2.1 in B; p < 0.001). The weekly energy expenditure was higher during P than B (717 ± 652 vs. 486 ± 557 metabolic equivalents of the task [MET]·min·wk-1; p < 0.01). Due to a sufficient HR increase in P, pedelecs offer a more active form of transportation to enhance physical activity.

During COVID-19 outbreak, the transportation industries are faced with the more burdensome tasks of outbreak prevention and control as well as ensuring smooth transportation. It is important to organize transportation in order to restore the order of production and life, ensure the normal economic and social operation, and control the outbreak in the whole society. From the perspective of health, this guideline puts forward technical requirements on the operation management, personnel requirements and health protection of passenger transportation places such as aviation, railway, subway, bus, taxi, ship, etc., which reduces the impact of the COVID-19 outbreak on the transportation industry and personal health risks.
在新型冠状病毒肺炎流行期间，交通运输行业面临的疫情防控和保通保畅运工作任务更加繁重，有序做好返程人员运输组织工作对恢复生产生活秩序、保障经济社会正常运转以及做好全社会疫情防控工作均具有十分重要的意义。本指南从卫生健康角度对客运场所及航空、铁路、地铁、公交、长途车、出租车、船舶等交通运输工具的运行管理、人员要求及卫生防护等方面提出了技术要求，降低新型冠状病毒肺炎流行对交通运输行业的影响和人员的健康风险。.

This guideline is applicable to the infection prevention and control of staffs and travelers on public transport during COVID-19 outbreak.
本指南适用于新型冠状病毒肺炎期间，正常运行的公共交通工具上工作人员和旅行人员的感染防控。.