Mobility time style: for an integrated view of time and mobility in societies with a future

This paper aims (i) to demonstrate the relevance of deepening the study of time usage from the individual and family perspectives and (ii) to put in dialog perceptions and uses of time with daily mobility patterns. It is increasingly imperative to consider mobility and the uses of time as central axes of lifestyles, highlighting the weight of several variables in the definition of lifestyle choices, namely transportation options. This reflection is based on an empirical study carried out in Portugal through interviews in the metropolitan areas of Lisbon and Porto. The analysis leads to the conclusion that, in addition to physical distances people have to cover, the choice of specific means of transportation is strongly dependent on the perceptions and uses of time. It is also evident that time is simultaneously dependent on the way technologies are absorbed into daily life and that time remains a matter of constraint and social opportunity.FCT -Fundação para a Ciência e a Tecnologia (UID/SOC/03126/2019

Geographical Perspectives on Transport and Ageing

In terms of ageing, we are living in unprecedented times. People across the globe are living longer than ever before and societies are ageing at increasing rates. In low to middle income countries reductions in mortality at young ages have fuelled this growth. A person born today in Brazil, for example, can expect to live 20 years longer than someone born 50 years ago (WHO, 2015). For the first time life expectancy across the globe is over 60 years of age. In high Income countries, someone born now can expect to live up to around 80 years of age on average (ONS, 2015). There are not simply a growing number of older people, but also a growing number of older people as a total percentage of the population due to people living longer and declining birth rates in many countries. Across Europe, for example, people aged over 65 years will account for 29.5% of the population in 2060 compared to around 19% now (EUROSTAT, 2017). The share of those aged 80 years or above across Europe will almost triple by 2060 (EUROSTAT, 2017)The macro level demographics and associated trends mask big differences within the ageing populations. There can be as much as 10 years difference in life expectancy within high income countries, for example in the UK someone born a baby boy born in Kensington and Chelsea has a life expectancy of 83.3 years, compared with a boy born in Glasgow who has a life expectancy of 10 years lower (73.0 years) (ONS, 2015). For newborn baby girls, life expectancy is highest in Chiltern at 86.7 years and 8 years lower Glasgow at 78.5 years (ONS, 2015; NRS, 2016). There is also considerable variation within cities, spatially and socially.This volume brings together contributions from a broad range of human geographers, with different disciplinary perspectives of transport and ageing. This chapter outlines some of the key contemporary issues for an ageing society in terms of transport and mobility, highlights the importance of considering transport and mobility for ageing populations and outlines the contribution that a geographical approach can offer to studies of transport and ageing

A Social Sciences and Humanities research agenda for transport and mobility in Europe: key themes and 100 research questions

Transport and mobility systems need to be transformed to meet climate change goals and reduce negative environmental and social effects. Despite EU policies having targeted such problems for more than three decades, transitions have been slow and geographically uneven. For effective change to happen, transport and mobility research needs fresh perspectives and better integration of knowledge from the Social Sciences and Humanities. Based on a Horizon Scanning approach, which allowed for a great deal of openness and variety in scholarly viewpoints, this paper presents a novel research agenda consisting of 8 themes and 100 research questions that may contribute to achieving environmentally sustainable mobility transitions within Europe. This research agenda highlights the need to not only support technological solutions for low-carbon mobility, but the importance of transformative policies that include new processes of knowledge production, civic participation and epistemic justice. We contend that the agenda points to the need for further research on the dynamics of science-society interactions

Dose Dependent Effects on Cell Cycle Checkpoints and DNA Repair by Bendamustine

Bendamustine (BDM) is an active chemotherapeutic agent approved in the U. S. for treating chronic lymphocytic leukemia and non-Hodgkin lymphoma. Its chemical structure suggests it may have alkylator and anti-metabolite activities; however the precise mechanism of action is not well understood. Here we report the concentration-dependent effects of BDM on cell cycle, DNA damage, checkpoint response and cell death in HeLa cells. Low concentrations of BDM transiently arrested cells in G2, while a 4-fold higher concentration arrested cells in S phase. DNA damage at 50, but not 200 µM, was efficiently repaired after 48 h treatment, suggesting a difference in DNA repair efficiency at the two concentrations. Indeed, perturbing base-excision repair sensitized cells to lower concentrations of BDM. Timelapse studies of the checkpoint response to BDM showed that inhibiting Chk1 caused both the S- and G2-arrested cells to prematurely enter mitosis. However, whereas the cells arrested in G2 (low dose BDM) entered mitosis, segregated their chromosomes and divided normally, the S-phase arrested cells (high dose BDM) exhibited a highly aberrant mitosis, whereby EM images showed highly fragmented chromosomes. The vast majority of these cells died without ever exiting mitosis. Inhibiting the Chk1-dependent DNA damage checkpoint accelerated the time of killing by BDM. Our studies suggest that BDM may affect different biological processes depending on drug concentration. Sensitizing cells to killing by BDM can be achieved by inhibiting base-excision repair or disrupting the DNA damage checkpoint pathway

Graph Regionalization with Clustering and Partitioning: an Application for Daily Commuting Flows in Albania

The paper presents an original application of the recently proposed spatial data mining method named GraphRECAP on daily commuting flows using 2011 Albanian census data. Its aim is to identify several clusters of Albanian municipalities/communes; propose a classification of the Albanian territory based on daily commuting flows among municipalities/communes. Starting from 373 local units, we first applied a spatial clustering technique without imposing any constraining strategy. Based on the input variables, we obtained 16 clusters. In the second step of our analysis, we impose a set of constraining parameters to identify intermediate areas between the local level (municipality/commune) and the national one. We have defined 12 derived regions (same number as the actual Albanian prefectures but with different geographies). These derived regions are quite different from the traditional ones in terms of both geographical dimensions and boundarie

Evidence for a Conserved Quantity in Human Mobility

Recent seminal works on human mobility have shown that individuals constantly exploit a small set of repeatedly visited locations. A concurrent study has emphasized the explorative nature of human behaviour, showing that the number of visited places grows steadily over time. How to reconcile these seemingly contradicting facts remains an open question. Here, we analyse high-resolution multi-year traces of ~40,000 individuals from 4 datasets and show that this tension vanishes when the long-term evolution of mobility patterns is considered. We reveal that mobility patterns evolve significantly yet smoothly, and that the number of familiar locations an individual visits at any point is a conserved quantity with a typical size of ~25. We use this finding to improve state-of-the-art modelling of human mobility. Furthermore, shifting the attention from aggregated quantities to individual behaviour, we show that the size of an individual’s set of preferred locations correlates with their number of social interactions. This result suggests a connection between the conserved quantity we identify, which as we show cannot be understood purely on the basis of time constraints, and the ‘Dunbar number’ describing a cognitive upper limit to an individual’s number of social relations. We anticipate that our work will spark further research linking the study of human mobility and the cognitive and behavioural sciences

Lifestyle, efficiency and limits: modelling transport energy and emissions using a socio-technical approach

It is well-known that societal energy consumption and pollutant emissions from transport are influenced not only by technical efficiency, mode choice and the carbon/pollutant content of energy but also by lifestyle choices and socio-cultural factors. However, only a few attempts have been made to integrate all of these insights into systems models of future transport energy demand or even scenario analysis. This paper addresses this gap in research and practice by presenting the development and use of quantitative scenarios using an integrated transport-energy-environment systems model to explore four contrasting futures for Scotland that compare transport-related ‘lifestyle’ changes and socio-cultural factors against a transition pathway focussing on transport electrification and the phasing out of conventionally fuelled vehicles using a socio-technical approach. We found that radical demand and supply strategies can have important synergies and trade-offs between reducing life cycle greenhouse gas and air quality emissions. Lifestyle change alone can have a comparable and earlier effect on transport carbon and air quality emissions than a transition to EVs with no lifestyle change. Yet, the detailed modelling of four contrasting futures suggests that both strategies have limits to meeting legislated carbon budgets, which may only be achieved with a combined strategy of radical change in travel patterns, mode and vehicle choice, vehicle occupancy and on-road driving behaviour with high electrification and phasing out of conventional petrol and diesel road vehicles. The newfound urgency of ‘cleaning up our act’ since the Paris Agreement and Dieselgate scandal suggests that we cannot just wait for the ‘technology fix’