Abstract: Urban freight transport in the historic central business districts show management challenges, due their urban dynamics and their road infrastructure characteristics. For the above, this research aims to analyze the characteristics, demand and behavioral patterns of the urban freight transport in its deliveries, considering, on the one hand, the type of retail trade and, on the other, the supplier. Through interviews in the establishments and an observational study, the data are analyzed by statistical methods. The results shown the delivery characteristics and road management proposals are defined to improve the distribution.

Resumen: El transporte urbano de carga ocasiona desafíos en la gestión de los centros históricos, debido a su particular dinámica urbana y a las características de su infraestructura vial. Esta investigación tiene como objetivo proponer un sistema de gestión del transporte urbano de carga (TUC) adecuado a las características, demanda y patrones de comportamiento del transporte de mercancías al realizar sus entregas, considerando, por un lado, el giro del establecimiento comercial y, por el otro, el tipo de distribuidor. Los resultados obtenidos, mediante entrevistas a los responsables de los establecimientos y un estudio observacional, muestran las principales características en la entrega, y a partir de ellos se definen propuestas de gestión vial para ordenar la distribución.

Abstract Introduction: In Colombia, Aedes aegypti is present in 80 % of the country and little is known about the kdr mutations related to pyrethroids (PY) resistance, as well as the influence of different biomes (mainly temperature) and passive ground delivery transport on maintaining and disseminating populations with these mutations. Objective: To model the behavior of genotypic frequencies associated with the kdr Val1016Ile + Phe1534Cys mutation in A. aegypti populations, considering vector population movement between Colombian biomes through passive ground delivery transport. Method: We obtained data from the literature regarding population dynamics, mosquito life cycle parameters associated with temperatures for each Colombian biome, and ground cargo transportation, including truck transport. We also evaluated the impact of the evolutionary cost for the kdr Val1016Ile and Phe1534Cys mutations on oviposition and death rates. Results: Population behavior is influenced by the evolutionary cost of resistant genotypes and passive cargo transport. Once resistant genotypes arrive in a biome through truck-mediated mosquito transport, they persist. Conclusion: Passive migration through land cargo transport is essential for the dissemination of individual resistance carriers between different regions or biomes. Evolutionary cost plays a critical role in the dynamics of kdr mutations in A. aegypti populations.

Resumen Introducción: En Colombia, Aedes aegypti se encuentra presente en el 80 % del país y poco se conoce sobre las mutaciones kdr que están relacionadas con la resistencia a piretroides (PY), así como la influencia de los diferentes biomas (principalmente la temperatura) y el transporte pasivo de carga terrestre, en el mantenimiento y diseminación de poblaciones que presenten estas mutaciones. Objetivo: Modelar el comportamiento de las frecuencias genotípicas asociadas a la mutación kdr Val1016Ile + Phe1534Cys, en poblaciones de A. aegypti, considerando el movimiento de las poblaciones del vector entre biomas colombianos a través del transporte pasivo por carga terrestre. Método: Se obtuvieron datos de la literatura asociados con la dinámica poblacional y los parámetros del ciclo de vida del mosquito asociados con las temperaturas de cada bioma colombiano y el transporte de carga terrestre a través de camiones entre los biomas. Además, se evaluó el impacto del costo evolutivo para las mutaciones kdr Val1016Ile y Phe1534Cys representado en las tasas de ovoposición y muerte. Resultados: El comportamiento de las poblaciones está influenciado tanto por el costo evolutivo de los genotipos resistentes como por el transporte pasivo de carga y, que una vez los genotipos resistentes lleguen a un bioma gracias al transporte de mosquitos mediado por camiones, estos se mantienen allí. Conclusión: La migración pasiva a través del transporte de carga terrestre, como medio de flujo genético de individuos portadores de resistencia a PY entre diferentes regiones o biomas, se revela como un factor esencial para la diseminación, y el costo evolutivo como un factor determinante en la dinámica, de las mutaciones kdr en las poblaciones de A. aegypti.

Abstract Introduction: The Aedes vittatus mosquito is an important vector of yellow fever in Africa, with vectorial competence for dengue, chikungunya and Zika. Its presence has been reported in some places in Africa, Asia, Europe, and -recently- America. However, information on its distribution is fragmented, with limited descriptions of the specific characteristics of its habitats. Objective: To compile records of its occurrence, describe the ecological characteristics of its habitat and estimate its current and future global potential invasion. Methods: We employed both first-record data and global occurrence records to describe its habitat. Additionally, we used an ecological niche model, specifically the MaxEnt algorithm, with bioclimatic variable layers to estimate potential invasion areas. Since the native range of A. vittatus is unknown, we calibrated accessible areas using two hypotheses, Africa and Asia, based on available genetic information. Results: Regardless of its native area, A. vittatus appears to be distributed in tropical and subtropical areas in all continents with potential to reach even currently colder climates as global climate change. It is found mainly in tropical and urban areas, likely through transcontinental and terrestrial passive transport. Conclusions: The mosquito can be found on all continents, ranging from sea level to 2 500 m.a.s.l., at temperatures between 15 and 30 °C, and has the potential for further expansion.

Resumen Introducción: El mosquito Aedes vittatus es un importante vector de la fiebre amarilla en África, con competencia vectorial para el dengue, la chikungunya y el Zika. Se ha informado de su presencia en algunas áreas de África, Asia, Europa y, recientemente, América. Sin embargo, la información sobre su distribución es fragmentada, con descripciones limitadas de las características específicas de sus hábitats. Objetivo: Recopilar registros de su presencia, describir las características ecológicas de su hábitat y estimar su potencial de invasión actual y futuro a nivel mundial. Métodos: Utilizamos datos de primeros registros y registros de presencia a nivel global para describir su hábitat. Además, empleamos un modelo de nicho ecológico, específicamente el algoritmo MaxEnt, con capas de variables bioclimáticas para estimar las áreas de potencial invasión. Dado que se desconoce el área nativa de A. vittatus, calibramos áreas accesibles bajo dos hipótesis, África y Asia, basadas en la información genética disponible. Resultados: Independientemente de su área nativa, A. vittatus parece distribuirse en regiones tropicales y subtropicales en todos los continentes, con el potencial de expandirse incluso hacia climas actualmente más fríos debido al cambio climático global. Se encuentra principalmente en áreas tropicales y urbanas, posiblemente a través del transporte pasivo transcontinental y terrestre. Conclusiones: El mosquito se puede encontrar en todos los continentes, desde el nivel del mar hasta altitudes de 2 500 m.s.n.m., a temperaturas que oscilan entre 15 y 30 °C, y presenta el potencial para una mayor expansión geográfica.

Abstract (Introduction): Coastal areas constitute the interface between land and marine environments, connected through multiple natural and socioecological processes that contribute to human well-being. (Objective): Identify land and marine uses and activities with mutual implications and biophysical processes in the northern region of the Bonaerense Coastal Ecosystem (Argentina), in order to evaluate the degree of compatibility or conflict between these activities, with emphasis on the fishing activity. (Methodology): The land-sea-land (T-M-T) methodological analysis was applied. Uses and activities (U&A) and biophysical processes of marine and land origin were determined. Interactions between marine-land and biophysical processes T-M-T were identified for further categorization and analysis. (Results): A total of 121 U&A sea-land-sea (L-S-L) interactions related to fishing were detected. Medium conflicts were mainly caused by competition for space or resources and were associated with the coexistence of U&A (tourism, fishing, and communication activities), both spatially and temporally. Of the total, 68 negative interactions were observed between biophysical processes and U&A L-S-L, which were linked to climatic events and the effects of climate change (variation in sea surface temperature, atmospheric and oceanic circulation, as well as variations in sediment transport and coastal erosion). (Conclusions): The analysis carried out constitutes an advancement in the study of U&A T-M-T in coastal-marine areas of the Atlantic coast and their interactions, with emphasis on fishing activities, as a contribution to their management with an ecosystemic approach.

Resumen (Introducción): Los espacios litorales constituyen la interfaz entre los ambientes terrestres y marinos, conectados por múltiples procesos naturales y socioecológicos, proporcionando bienes y servicios ecosistémicos para el bienestar humano. (Objetivo): Identificar los usos y actividades tanto terrestres como marinos con implicancias mutuas y los procesos biofísicos en la región norte del Ecosistema Costero Bonaerense (Argentina), con el fin de evaluar el grado de compatibilidad o conflicto entre estas actividades, con énfasis en el sector pesquero. (Metodología): Se aplicó el análisis metodológico tierra-mar-tierra (T-M-T). Se determinaron los usos y actividades (UyA), así como procesos biofísicos de origen marino y terrestre. Se identificaron las interacciones entre UyA marinos y terrestres, y procesos físicos T-M-T, para su posterior categorización y análisis de las interacciones previamente identificadas. (Resultados): Se notaron 121 interacciones de UyA T-M-T vinculadas con la pesca. Predominaron los conflictos medios por competencia de espacio o recursos y se relacionaron con la coexistencia espacial y temporal de UyA (turísticas, pesquera y comunicaciones). Se detectaron 68 interacciones negativas entre los procesos biofísicos y UyA asociados a eventos climáticos e impactos derivados del cambio climático (modificaciones en la temperatura superficial del mar, circulación atmosférica y oceánica, así como variaciones en el transporte de sedimentos y erosión costera). (Conclusiones): El análisis efectuado constituye un avance en el estudio entre UyA T-M-T en zonas litorales costero-marinas de la costa atlántica y de sus interacciones, con énfasis en la actividad pesquera, como aporte a la gestión de aquellos, con un enfoque ecosistémico.

Abstract The role of flour milis and flour in long-distance trade routes in South America is examined. For the Spanish empire, the main focus is on the trans-Pampean route of the Southern Cone of America (Buenos Aires-Mendoza), the Quito-Cuenca-Guayaquil triangle, and the roads of the New Kingdom of Granada, with its connections with Panama and El Callao. For Brazil, the mill on the São Paulo-Santos route is highlighted. It is concluded that the mills contributed to promoting the regional flour trade and, by improving the supply of transporters in ports, inns, and "tambos," they consolidated long-distance trade routes and the exchange of typical regional products.

Resumen Se examina el papel de los molinos harineros y de la harina en las rutas comerciales de larga distancia en América Meridional. Para el imperio español se indaga principalmente la ruta transpampeana del Cono Sur de América (Buenos Aires-Mendoza), el triángulo Quito-Cuenca-Guayaquil, y los caminos del Nuevo Reino de Granada, con sus conexiones con Panamá y El Callao. Para Brasil se destaca el molino de la ruta San Pablo-Santos. Se concluye que los molinos contribuyeron a promover el comercio regional de harina y, al mejorar el abastecimiento de los transportistas en puertos, posadas y "tambos", consolidaron las rutas comerciales de larga distancia y el intercambio de productos típicos regionales.

Abstract (Introduction): Coastal areas constitute the interface between land and marine environments, connected through multiple natural and socioecological processes that contribute to human well-being. (Objective): Identify land and marine uses and activities with mutual implications and biophysical processes in the northern region of the Bonaerense Coastal Ecosystem (Argentina), in order to evaluate the degree of compatibility or conflict between these activities, with emphasis on the fishing activity. (Methodology): The land-sea-land (T-M-T) methodological analysis was applied. Uses and activities (U&A) and biophysical processes of marine and land origin were determined. Interactions between marine-land and biophysical processes T-M-T were identified for further categorization and analysis. (Results): A total of 121 U&A sea-land-sea (L-S-L) interactions related to fishing were detected. Medium conflicts were mainly caused by competition for space or resources and were associated with the coexistence of U&A (tourism, fishing, and communication activities), both spatially and temporally. Of the total, 68 negative interactions were observed between biophysical processes and U&A L-S-L, which were linked to climatic events and the effects of climate change (variation in sea surface temperature, atmospheric and oceanic circulation, as well as variations in sediment transport and coastal erosion). (Conclusions): The analysis carried out constitutes an advancement in the study of U&A T-M-T in coastal-marine areas of the Atlantic coast and their interactions, with emphasis on fishing activities, as a contribution to their management with an ecosystemic approach.

Resumen (Introducción): Los espacios litorales constituyen la interfaz entre los ambientes terrestres y marinos, conectados por múltiples procesos naturales y socioecológicos, proporcionando bienes y servicios ecosistémicos para el bienestar humano. (Objetivo): Identificar los usos y actividades tanto terrestres como marinos con implicancias mutuas y los procesos biofísicos en la región norte del Ecosistema Costero Bonaerense (Argentina), con el fin de evaluar el grado de compatibilidad o conflicto entre estas actividades, con énfasis en el sector pesquero. (Metodología): Se aplicó el análisis metodológico tierra-mar-tierra (T-M-T). Se determinaron los usos y actividades (UyA), así como procesos biofísicos de origen marino y terrestre. Se identificaron las interacciones entre UyA marinos y terrestres, y procesos físicos T-M-T, para su posterior categorización y análisis de las interacciones previamente identificadas. (Resultados): Se notaron 121 interacciones de UyA T-M-T vinculadas con la pesca. Predominaron los conflictos medios por competencia de espacio o recursos y se relacionaron con la coexistencia espacial y temporal de UyA (turísticas, pesquera y comunicaciones). Se detectaron 68 interacciones negativas entre los procesos biofísicos y UyA asociados a eventos climáticos e impactos derivados del cambio climático (modificaciones en la temperatura superficial del mar, circulación atmosférica y oceánica, así como variaciones en el transporte de sedimentos y erosión costera). (Conclusiones): El análisis efectuado constituye un avance en el estudio entre UyA T-M-T en zonas litorales costero-marinas de la costa atlántica y de sus interacciones, con énfasis en la actividad pesquera, como aporte a la gestión de aquellos, con un enfoque ecosistémico.

ABSTRACT Based on the application of the first pilot mobility survey in households and at strategic points of land and sea public transport in the islands of the Chiloé Archipelago, this article aims to describe and analyze the mobility dynamics of those who inhabit these territories, highlighting the modes of transport, reasons for travel, times and other factors related to island mobilities. Through a statistical-descriptive presentation of the data, the main results are identified: the importance of the use of interurban terrestrial transport, the attractiveness of intermediate cities as concentrators of services and activities; the relevance of marine transport in the minor islands of Chiloé; work, studies and health as the main reasons for travel; and the intermodality in the use of transport to access destinations of interest in this insular territory.

RESUMEN A partir de la aplicación de la primera encuesta piloto de movilidad en hogares y en puntos estratégicos del transporte público terrestre y marítimo en las islas del archipiélago de Chiloé, este artículo tiene por objetivo describir y analizar las dinámicas de movilidades de quienes habitan estos territorios, enfatizando en los modos de transporte, motivos de viaje, tiempos y otros factores relacionados con las movilidades isleñas. A través de una presentación estadística descriptiva de los datos, se identifican como principales resultados la importancia del uso de transporte terrestre interurbano; el carácter atractor de las ciudades intermedias, en tanto concentradoras de servicios y actividades; la relevancia del transporte marítimo en islas menores de Chiloé; el trabajo, los estudios y la salud como principales motivos de viajes; y la intermodalidad en el uso de transportes para acceder a destinos de interés en este territorio insular.

The transplant rate in Chile is low compared to other countries. Although significant advances have been made to increase this number, there is little clarity regarding safety protocols for organ procurement teams. Internationally, various tragedies have marked this work, the most famous being the one that occurred in Michigan, where a medical team lost their lives when they crashed into a lake during transport for a lung transplant. Years after the tragedy, repeated complaints by medical personnel came to light concerning the lack of safety during transfers. Although organ procurement inherently carries associated risks, these should be kept to a minimum. In 2020, a safety guide was created to make progress with participation from the most crucial transplant organizations in the United States. Recommendations were issued regulating air and ground transportation, insurance, and the future of transplant activity. In Chile, technical guidelines that regulate procurement need to specify crucial safety metrics, and there is no publicly available information or recommendations, leaving safety to the discretion of local institutions. While it is essential to recognize the national effort to improve the number of transplants year after year, it is necessary to advance in improving the safety of procurement teams and not wait for a tragedy to occur to generate the required changes, particularly in a country with challenging geography like Chile.

Resumen Las tasa de trasplantes en Chile es baja en comparación con otros países. Si bien se han hecho importantes avances para aumentar este número, existe poca claridad en cuanto a protocolos de seguridad de los equipos de procuramiento de órganos. A nivel internacional existen diferentes tragedias que han marcado este trabajo, la más conocida es la ocurrida en Michigan, donde un equipo médico perdió la vida al caer sobre el lago en un transporte por un trasplante de pulmón. Años después de la tragedia se conocieron los reiterados reclamos por parte del personal médico en relación a la falta de seguridad durante los traslados. Si bien el procuramiento de órganos tiene un riesgo asociado inherente, este se debe mantener al mínimo. Para avanzar en esto se confeccionó una guía de seguridad donde participaron las organizaciones de trasplante más importantes de Estados Unidos. Se emitieron recomendaciones, donde se regula el transporte aéreo, terrestre, seguros y el futuro de esta actividad. En Chile la orientación técnica que regula el procuramiento, no especifica ninguno de estos puntos y no existe información pública disponible, dejando la seguridad a disposición de las instituciones locales. Si bien es importante reconocer el esfuerzo nacional por mejorar el número de trasplantes año a año, es necesario avanzar en mejorar la seguridad de los equipos de procuramiento, y no esperar que ocurra una tragedia, para generar cambios necesarios, particularmente en un país con una geografía desafiante como Chile.

Abstract Background: ST-elevation myocardial infarction (STEMI) systems of care have reduced inter-hospital transfer times and facilitated timely reperfusion goals. Helicopters may be an option when land transportation is not feasible; however, the safety of air transport in patients with acute coronary syndrome (ACS) is a factor to consider. Objetives: The aim of this study was to evaluate the safety of helicopter transport for patients with ACS. Methods: Prospective, observational, and descriptive study including patients diagnosed with ACS within the STEMI network of a metropolitan city transferred by helicopter to a large cardiovascular center to undergo percutaneous coronary intervention. The primary outcome of the study was the incidence of air-travel-related complications defined as IV dislodgement, hypoxia, arrhythmia, angina, anxiety, bleeding, and hypothermia. Secondary outcomes included the individual components of the primary outcome. Results: A total of 106 patients were included in the study; the mean age was 54 years and 84.9% were male. The most frequent diagnosis was STEMI after successful fibrinolysis (51.8%), followed by STEMI with failed fibrinolysis (23.7%) and non-reperfused STEMI (9.4%). Five patients (4.7%) developed at least one complication: IV dislodgement (1.8%) and hypoxemia (1.8%) in two patients and an episode of angina during flight (0.9%). A flight altitude of > 10,000 ft was not associated with complications. Conclusions: The results of this study suggest that helicopter transportation is safe in patients undergoing acute coronary syndrome, despite the altitude of a metropolitan area.

Resumen Antecedentes: Los sistemas de atención de IAMCEST han reducido los tiempos de transferencia interhospitalaria y han facilitado las metas de reperfusión oportuna. Los helicópteros pueden ser una opción cuando el transporte terrestre no es factible; sin embargo, la seguridad del transporte aéreo en pacientes con síndrome coronario agudo (SICA) es un factor a considerar. Objetivos: Evaluar la seguridad del transporte en helicóptero para pacientes con SICA. Métodos: Estudio prospectivo, observacional, descriptivo. Se incluyeron pacientes con diagnóstico de SICA dentro de la red IAMCEST en metrópolis extensa, trasladados en helicóptero a un centro cardiovascular. El resultado primario del estudio fue la incidencia de complicaciones relacionadas con los viajes aéreos definidas cómo desalojo de catéter intravenoso, hipoxia, arritmia, angina, ansiedad, sangrado e hipotermia. Resultados: Total de 106 pacientes; la edad media fue de 54 años y 84,9% eran hombres. La altitud media de vuelo fue de 10,100 pies y la distancia media de vuelo fue de 50,0 km. El diagnóstico más frecuente fue IAMCEST tras fibrinolisis exitosa (51,8%), seguido de IAMCEST con fibrinolisis fallida (23,7%). Cinco pacientes (4,7%) desarrollaron una complicación: desalojo IV (1,8%) e hipoxemia (1,8%) en dos pacientes y un episodio de angina durante el vuelo (0,9%). Una altitud de vuelo mayor de 10,000 pies no se asoció a complicaciones. Conclusiones: Los resultados de este estudio sugieren que el transporte en helicóptero es seguro en pacientes con SICA, incluso en altitudes > 10,000 pies.

ABSTRACT Foundation: Taking care of the mental health of vehicle drivers is essential for them to be competitive and to prevent traffic accidents because one of the causes of accidents is the poor mental health of drivers. Objective: Determine the relevance of mental health care for vehicle drivers to avoid accidents and to make them competitive. Methods: The sample was 219 drivers and collectors of land transportation in Trujillo, La Libertad, Peru; who answered the General Well-being Test-5, previously applied in Peru by other researchers, made up of 5 composite questions. The null (Ho) and alternate (Ha) hypothesis test; were raised with a respect to the decisive score of 54.75 points. Results: For questions 2 and 4, the alternative hypothesis was approved with the indication that mental health care for drivers is pertinent so that they can be relaxed; also so that they rest well and start the day feeling well rested. For questions 1, 3 and 5, the null hypothesis was accepted. Conclusions: It is perceived that the lowest averages correspond to questions 2 and 4, then mental health care is pertinent for public transport drivers, so that they can receive psychological assistance to feel relaxed and rested. For the other questions, the null hypothesis is accepted.

RESUMEN Fundamento: Cuidar la salud mental de los conductores de vehículos, es indispensable para que estos sean competitivos y para prevenir accidentes de tránsito, debido a que una de las causas de los accidentes, es la deficiente salud mental de los conductores. Objetivo: Determinar la pertinencia de la atención en salud mental de conductores de vehículos para evitar accidentes y para que sean competitivos. Métodos: La muestra fue de 219 conductores y cobradores de transporte terrestre en Trujillo, La Libertad, Perú; que contestaron el Test de Bienestar General-5, anteriormente aplicado en el Perú por otros investigadores, conformado por 5 preguntas compuestas. La prueba de Hipótesis nula (Ho) y alterna (Ha); se plantearon con una respecto al puntaje decisorio de 54,75 puntos. Resultados: Para las preguntas 2 y 4 se aprobó la hipótesis alterna con la indicación de que es pertinente la atención de salud mental para conductores para que puedan estar relajados; descansen bien e inicien el día sintiéndose sosegados. Para las preguntas 1, 3 y 5 se aceptó la hipótesis nula. Conclusiones: se percibe que los promedios más bajos se corresponden con las preguntas 2 y 4, entonces es pertinente la atención en salud mental para que los conductores de transporte público, puedan recibir asistencia psicológica para sentirse relajados y descansados. Para las demás preguntas se acepta la hipótesis nula.

Resumo Este artigo descreve os impactos ambientais da produção de uma única muda em viveiros florestais de distritos selecionados (Haripur, Abbottabad e Manshera) da divisão Hazara, de Khyber Pakhtunkhwa, Paquistão, usando a abordagem de avaliação do ciclo de vida (ACV). Este estudo baseou-se na abordagem “do berço ao portão”, que se inicia na fase pré-viveiro e progride em direção ao viveiro principal antes do transplante das mudas para o local de plantio. Os dados ou inventário de ciclo de vida (ICV) da produção de mudas foram coletados por meio de questionários e reuniões pessoais com o gerente e os trabalhadores dos viveiros florestais sobre o consumo de diferentes insumos, como energia elétrica, diesel, fertilizantes, herbicidas, sacos de polietileno, adubo orgânico e consumo de água. O software SimaPro, versão 8.5, e o modelo ambiental CML2000, v2.05, foram aplicados para realizar a avaliação de impacto do ciclo de vida (AICV) de uma única produção de mudas em viveiros florestais na área de estudo. Em consonância com os objetivos do estudo, os dados primários relativos às entradas e saídas dos viveiros foram coletados de 35 viveiros na área de estudo por meio de um método de questionário aleatório. Além disso, dados secundários foram obtidos de bancos de dados online, como Eco-invent v.3.2 CORRIM e literatura publicada revisada por pares. Para este estudo, foi considerada uma unidade funcional de uma única plântula. Os dados médios ponderados de produção foram modelados no software de modelagem ambiental mais recente, ou seja, SimaPro, v.8.5, para 10 impactos ambientais mais desejados pela US-EPA, como potencial de aquecimento global (PAG), depleção abiótica (DA), potencial de eutrofização (PE), potencial de acidificação (PA), ecotoxicidade de água doce (EAD), ecotoxicidade da água marinha (EAM), ecotoxicidade terrestre (ET), destruição da camada de ozônio (DCO), oxidação fotoquímica (OF) e toxicidade humana (TH). Os resultados mostraram que o maior impacto ambiental causado por uma única muda foi a ecotoxicidade da água marinha (11,31360 kg 1,4-DB eq), seguido pelo potencial de aquecimento global (0,02945 kg CO2 eq) e toxicidade humana (0,01227 kg 1,4-DB eq) eq). A principal razão para esses ônus ambientais foi o uso de fertilizantes sintéticos em viveiros florestais e o consumo de combustíveis fósseis nas atividades de mecanização e transporte de viveiros. A demanda total acumulada de energia para uma única muda foi de 0,800 MJ, com mais de 90% de contribuição de recursos energéticos de combustíveis fósseis, como gasolina e diesel. Portanto, é altamente recomendável usar recursos de energia renovável e fertilizantes orgânicos em vez de fertilizantes químicos em viveiros florestais para evitar e minimizar as emissões de gases de efeito estufa (GEE) e outras emissões tóxicas na área de estudo.

Abstract This article describes the environmental impacts of producing a single seedling in forest nurseries of selected districts (i.e., Haripur, Abbottabad, and Mansehra) of Hazara Division of Khyber Pakhtunkhwa, Pakistan using the life cycle assessment (LCA) approach. This study was based on the cradle-to-gate approach which begins with the pre-nursery stage and progresses toward the main nursery before transplanting seedlings into the plantation site. Data or life cycle inventory (LCI) of seedling production were collected through questionnaire surveys and personal meetings with forest nurseries managers and workers regarding consumption of different inputs such as electricity, diesel, fertilizers, herbicides, and polyethylene bags, organic manure, and water consumption. The SimaPro software version 8.5 and the CML2000 v2.05 environmental model was applied to perform life cycle impact assessment (LCIA) for a single seedling production in forest nurseries in the study area. In line with the objectives of the study, primary data regarding inputs and outputs of the nurseries were collected from 35 nurseries in the study area by using a random questionnaire method. In addition, secondary data were taken from online databases such as Eco-invent v.3.2 CORRIM and peer-reviewed published literature. For this study, a functional unit of a single seedling was considered. Production weighted average data were modeled in the latest environmental modeling software i.e., SimaPro v.8.5 for ten US-EPA most wanted environmental impacts, such as global warming potential (GWP), abiotic depletion (AD), eutrophication potential (EP), acidification potential (AP), freshwater aquatic eco-toxicity (FAE), marine water eco-toxicity (MWE), terrestrial eco-toxicity (TE), ozone layer depletion (OLD), photochemical oxidation (PO), and human toxicity (HT). The results showed that the highest environmental impact posed by a single seedling was marine aquatic eco-toxicity (11.31360 kg 1,4-DB eq), followed by global warming potential (0.02945 kg CO2 eq) and (0.01227 kg 1,4-DB eq) human toxicity. The primary reason for these environmental burdens was the use of synthetic fertilizers in forest nurseries and the consumption of fossil fuels in nursery mechanization and transportation activities. The total cumulative energy demand for a single seedling was (0.800 MJ) with more than 90% contribution from fossil fuel energy resources such as petrol and diesel. It is therefore highly recommended to use renewable energy resources and organic fertilizers instead of chemical fertilizers in forest nurseries to avoid and minimize greenhouse gas emissions (GHS) and other toxic emissions in the study area.

Abstract Introduction: Road traffic accidents are among the ten leading causes of death worldwide, especially among young people. These deaths have an important socio-economic impact and need to be measured. One resource is the Potential Years of Life Lost (PYLL) indicator. Objective: To describe sociodemographic aspects and estimate the PYLL due to motorcycle accidents in Brazil. Method: Descriptive study of official secondary data, including deaths from motorcycle accidents in 2019. PYLL indicator and PYLL rate were calculated by sex, age group and regions. Results: In 2019, there were 11,182 deaths from motorcycle accidents, involving mainly men, singles, browns, aged 20 to 39 and having completed high school, mainly in the Northeast. The PYLL rate was 194.6 years lost/100,000 inhabitants, and the mortality rates ranged from 3.4 to 8.4 deaths/100,000 inhabitants. The proportion of fatalities was eight times higher in men than in women. Conclusions: The findings of this study reinforce that these accidents are an important problem with a preventable socioeconomic impact by promoting intersectoral actions and measures that are easy to perform and low cost. Introduction worldwide people socio economic measured (PYLL Objective Brazil Method data 2019 sex regions Results 11182 11 182 11,18 singles browns 2 3 school Northeast 1946 194 6 194. lost100000 lost 100 000 lost/100,00 inhabitants 34 4 3. 84 8 8. deaths100000 deaths/100,00 women Conclusions cost 201 1118 1 18 11,1 19 lost10000 10 00 lost/100,0 deaths10000 deaths/100,0 111 11, lost1000 0 lost/100, deaths1000 deaths/100, lost100 lost/100 deaths100 deaths/100 lost10 lost/10 deaths10 deaths/10 lost1 lost/1 deaths1 deaths/1 lost/ deaths/

Resumo Introdução: Os acidentes por transporte terrestre estão entre as dez principais causas de morte no mundo, principalmente entre os jovens. Essas mortes refletem um importante impacto socioeconômico e precisam ser mensurados. Um dos recursos é o indicador Anos Potenciais de Vida Perdidos (APVP). Objetivo: Descrever aspectos sociodemográficos e estimar os APVPs devido a acidentes por motocicletas no Brasil. Método: Estudo descritivo de dados secundários oficiais, incluindo óbitos por acidentes com motocicletas em 2019. O indicador APVP e a taxa APVP foram calculados por sexo, faixa etária e regiões geográficas. Resultados: Em 2019, ocorreram 11.182 óbitos por acidentes com motocicleta, envolvendo principalmente homens, solteiros, pardos, de 20 a 39 anos e ensino médio completo, os quais sucederam-se principalmente no Nordeste. A taxa de APVP foi de 194,6 anos perdidos/100.000 habitantes e as taxas de mortalidade variaram de 3,4 a 8,4 mortes/100.000 habitantes. A proporção de fatalidades foi oito vezes maior em homens que em mulheres. Conclusões: Os achados deste estudo reforçam que esses acidentes são um problema considerável, com impacto socioeconômico prevenível e, com ações intersetoriais e medidas de fácil execução e baixo custo. Introdução mundo jovens mensurados APVP. . (APVP) Objetivo Brasil Método oficiais 2019 sexo geográficas Resultados 11182 11 182 11.18 motocicleta solteiros pardos 2 3 completo sucederamse sucederam se Nordeste 1946 194 6 194, perdidos100000 perdidos 100 000 perdidos/100.00 34 4 3, 84 8 8, mortes100000 mortes/100.00 mulheres Conclusões considerável custo (APVP 201 1118 1 18 11.1 19 perdidos10000 10 00 perdidos/100.0 mortes10000 mortes/100.0 111 11. perdidos1000 0 perdidos/100. mortes1000 mortes/100. perdidos100 perdidos/100 mortes100 mortes/100 perdidos10 perdidos/10 mortes10 mortes/10 perdidos1 perdidos/1 mortes1 mortes/1 perdidos/ mortes/

Abstract: We compare learning about the natural world (animals) and the artificial world (modes of transportation) using anthropomorphic stories and realistic manuals. First, children were asked to individually fill out a pretest identifying modes of transportation or unconventional animals in their respective scenarios (aquatic, aerial, land). Afterwards, throughout six group sessions in the classroom, a researcher taught them about the natural and artificial worlds using stories or manuals with animals and modes of transportation. Finally, the children were asked to answer a post-test similar to the pre-test. We found that their performance improved between the pre and post-test both with the use of stories as well as with the manuals. However, it was significant only with stories. The comparison between both conditions in the post-test showed significant differences in knowledge of the natural world favoring the stories. Results indicate that stories are a better learning medium for preschoolers.

Resumen: Este trabajo compara el aprendizaje acerca del mundo natural (animales) y del mundo artificial (medios de transporte) utilizando libros de cuentos antropomórficos y manuales realistas. Primero, los niños y niñas realizaron individualmente un pretest consistente en ubicar medios de transporte o animales poco convencionales en sus respectivos escenarios (acuático, aéreo, terrestre). Luego, a lo largo de seis sesiones grupales en el aula, una investigadora enseñó acerca del mundo natural y artificial utilizando cuentos o manuales con animales y medios de transporte. Finalmente, los niños y niñas realizaron un postest igual al pretest. Se encontró que la ejecución mejoró entre pre y postest, tanto al utilizar cuentos como al utilizar manuales, pero significativamente sólo con cuentos. La comparación entre condiciones en el postest mostró diferencias significativas en el aprendizaje sobre el mundo natural a favor de los cuentos. Los resultados indican que los cuentos serían un mejor medio de aprendizaje para los preescolares.

ABSTRACT This study seeks to identify the main factors that have most directly influenced the coastal deforestation process on a secular scale are identified. There are five factors that can be identified as generators of coastal forest deterioration: domestic use for construction and use of firewood for cooking food; use of wood in mining and metallurgical activities and employment in shipbuilding as well as in land transport with the arrival and spread of railways.

RESUMEN Se identifican los factores principales que más directamente han incidido en el proceso de deforestación costeña dentro de una escala secular. Cinco son los factores que pueden identificarse como generadores del deterioro forestal costeño: uso doméstico para construcción y empleo de leña para cocción de alimentos; uso de madera en las actividades mineras y metalúrgicas; y empleo en la construcción naval y de transporte terrestre, con la llegada y difusión de los ferrocarriles.