Aggressive Cycling: Prevalence, Predictors, and Overlap With Aggressive Car Driving.

In the context of the transformational processes of Ukrainian society, the problem of violent and aggressive behavior among adolescents is particularly acute nowadays. Domestic crime statistics shows that a significant proportion of crimes among minors belongs to violent crimes. The scientific problem is the need to explain the specific features of aggressive and violent behavior in adolescent children. The purpose of the article is to reveal some aspects of aggressive and violent behavior among adolescents. Most researchers identify aggression as an act or behavior aimed at causing harm to another being or object. It is difficult to determine the level of personal tendency of aggression. Only external manifesta- tions of aggression are available for observation and intervention, that is, aggressive behavior, which is in essence related to the concept of violence. According to Zmanovska E.V. and Rybnikova V.U., aggressive behavior includes: hostile setting, aggressive emotions, aggression and violence. The phenomenon of violence can take different forms, but is mainly represented through the interaction of two sides, a violatorIn the context of the transformational processes of Ukrainian society, the problem of violent and aggressive behavior among adolescents is particularly acute nowadays. Domestic crime statistics shows that a significant proportion of crimes among minors belongs to violent crimes. The scientific problem is the need to explain the specific features of aggressive and violent behavior in adolescent children. The purpose of the article is to reveal some aspects of aggressive and violent behavior among adolescents.Most researchers identify aggression as an act or behavior aimed at causing harm to another being or object. It is difficult to determine the level of personal tendency of aggression. Only external manifestations of aggression are available for observation and intervention, that is, aggressive behavior, which is in essence related to the concept of violence. According to Zmanovska E.V. and Rybnikova V.U., aggressive behavior includes: hostile setting, aggressive emotions, aggression and violence. The phenomenon of violence can take different forms, but is mainly represented through the interaction of two sides, a violator and a victim. The nature of violence, from the point of view of sociology, can be both a product of real con- tradictions and purely symbolic processes. Socio-cognitive explanations describe aggressive behavior as a deficit of social competence, which is based on the problems of information processing. The defining role in the use of violence, as it is defined by A. Bandura, is also played by the previous positive experience of the successful use of violence to meet their needs. A. Adler explained violent and aggressive behavior as a desire for domination and self – affirmation. It should be noted that juvenile tumors increase the desire to meet the ways and ideas about the success of the individual accepted in the society. According to the rep- resentatives of constructivism, physical violence, as well as other manifestations of deviant and delinquent behavior, is a social construct.The content of physical violence differs from its evaluation. The objective factor of violence is not the natural tendency of man, but social norms, artificially created barriers and the restriction of the freedom of people. The greatest number of barriers and constraints falls on adolescent children whose criminal activity has been increasing in recent years. Moreover, the nature of this activity has threatening features of insolence, cruelty, cynicism, and violence. The motive for breaking the taboo in the myth arises in close connection with the initiation motive. For a child, the violation of any social taboo turns into a phenomenon of demonstration acquired, due to initiation, maturity, of his/her new social status. H. Heckhauzen deter- mines that very often aggression serves other motives, such as power and dominance, that is, in essence, defined as instrumental aggression. Physical violence among teenagers is not merely a ritual of initiation, it is a construct or a "deconstruct of the masculinity of the victim."Boys who have not been initiated by phys- ical violence become the object of victimization. If they, being men biologically, can not represent specific masculinity in their everyday practices, members of youth groups do not consider them "real men". During initiation, there may be contradictions between the mythological notions of "normative masculinity" and the inability of the "victim" to pass the initiation test. Deconstruction of masculinity can mean temporary, but very difficult, personality reconstruction for boys. Manifestations of physical violence among children are formed not only by their propensity to direct violence but also structural violence, in particular, status inequality. Violent and aggressive actions are part of the ritual of a kind of initiation of adolescents and the establishment of their position in the social system.

The improvement of transportation systems and technologic equipment leads to changing technical capabilities of this equipment. With the development of technologies, industrial development is also inevitable, resulting in correspondingly increasing need of transportation of HeavyWeight and OverSize (HW/OS) cargo. The application of a systematic approach in HW/OS cargo transportation processes allows reducing costs of delivery of such a cargo several times, which leads to a dramatic change of economic development and investment attraction conditions. Thus creating a system of criteria for the selection and assessment of HW/OS routes, which would allow selecting the most appropriate route of transportation in terms of cost and time, is expedient for this reason. The algorithm for the assessment of HW/OS cargo transportation routes will be drawn up in this article. This algorithm enables an objective evaluation of HW/OS transportation processes comparing different modes of transport, route segments, cargo transportation and cargo handling technology, and it can be practically applied to any territory.

In this paper, we construct a multicommodity international trade spatial price equilibrium model of special relevance to agriculture in which exchange rates are included along with policy instruments in the form of tariffs, subsidies as well as quotas. The model allows for multiple trade routes between country origin nodes and country destination nodes and these trade routes can include different modes of transportation and transport through distinct countries. We capture the impacts of exchange rates through the definition of effective path costs and identify the governing multicommodity international trade spatial price equilibrium conditions, which are then formulated as a variational inequality problem in product path flows. Existence results are established and a computational procedure presented. The illustrative numerical examples and a case study are inspired by the impacts of the war against Ukraine on agricultural trade flows and product prices. The modeling and algorithmic framework allows for the quantification of the impacts of exchange rates and various trade policies, as well as the addition or deletion of supply markets, demand markets and/or routes, on supply and demand market prices in local currencies, and on the volume of product trade flows with implications for food security.

Attitudes about aggression and perpetration of Adolescent Dating Aggression: A cross-lagged panel model

How accurately does the public perceive differences in transport risks?: An exploratory analysis of scales representing perceived risk

Évaluation des comportements agressifs routiers : adaptation et validation en version française de l’Aggressive Driving Behavior Scale (ADBS)

This research examines the impact of parental communication and education on the aggressive behavior of adolescents and their attitudes toward morality, from an interdisciplinary perspective. The study aims to investigate the relationship between parental attitudes towards aggressive behaviors, the disciplinary styles used, and the school adaptation of adolescents. The central hypothesis is that a parenting style based on open communication reduces aggressive behavior and improves moral attitudes. Methods. The method involved a cross-sectional study on a sample of 403 adolescents, using structured questionnaires to assess parental communication, attitudes towards aggression, school experience, and aggressive behaviors. The findings revealed a significant positive association between parental tolerance of aggression and adolescents’ aggressive behaviors (r = 0.280, p < 0.001). In contrast, open parental communication was positively related to school adaptation (r = 0.348, p < 0.001). Moreover, negative school attitudes were strong predictors of aggressive manifestations (r = −0.374, p < 0.001). The conclusions emphasize the importance of parental intervention programs that promote effective communication and reduce tolerance of aggressive behaviors, thereby fostering the development of prosocial behaviors and healthy moral attitudes in adolescents.

Aggressive behavior can be in the form of physical, psychological, financial, and sexual violence. Aggressive behavior that is left unchecked and does not get attention can have an impact on juvenile delinquency. This study aimed to determine the relationship between emotional regulation and aggressive behavior in adolescents. This quantitative study used a correlational analytic type of research with a cross-sectional design. The research location was in Sidoarjo. The sample consisted of 34 adolescent children aged 10-15 years living in orphanages. The sampling technique used purposive sampling, and data were collected using a questionnaire, The Buss-Perry Aggression Questionnaire, and the statistical test used was the Spearman test. The study results showed that most respondents, 19 people (55%), had aggressive verbal behavior. Almost half of 13 respondents (37%) with moderate category emotional regulation had verbal aggressive behavior. The results of the Spearman test obtained p (0.022) <α (0.05), meaning that there is a relationship between emotional regulation and aggressive behavior in adolescents. The coefficient value (r) = 0.401 means that the nature of the relationship is in the medium category and with a positive direction, meaning that the higher the ability of adolescents to regulate emotions, the lower the aggressive behavior and vice versa. There needs to be supervision from the orphanage management regarding the emotional development of their foster children and the handling of perpetrators and victims through counseling with health workers.

The importance of Transport-related Physical Activity in chronic disease management is increasingly recognized. Previous studies have reported relationships between different modes of transportation and the risk of osteoarthritis (OA), but the conclusions across studies have been inconsistent. Body Mass Index (BMI) has been shown to be directly associated with different transportation modes and is also a significant risk factor for OA. Therefore, our study aims to investigate the causal relationship between different modes of transportation and OA, mediated by BMI, using Mendelian randomization (MR) and mediation analysis. Genome-wide association study (GWAS) data for different transportation modes were extracted from the IEU openGWAS database as exposure data. GWAS summary data for BMI were used as potential mediator variables, and OA data from the IEU openGWAS database were used as outcome data. A two-sample, two-step MR analysis was performed using the Inverse-Variance Weighted (IVW) method to investigate the causal relationships between different modes of transportation and OA, as well as the mediating role of BMI in these associations. Supplementary analyses were conducted using the weighted median method and MR-Egger regression. Cochran's Q test was used to assess heterogeneity among the SNPs, and the MR-Egger intercept test was applied to examine horizontal pleiotropy. The MR analysis revealed significant associations between transportation modes and the risk of OA. Cycling (OR = 0.568, 95% CI = 0.325-0.991, P = 0.047), public transportation (OR = 0.584, 95% CI = 0.426-0.802, P = 0.0009), and walking (OR = 0.497, 95% CI = 0.376-0.657, P < 0.0001) were negatively associated with OA risk, whereas driving (OR = 1.19, 95% CI = 1.018-1.385, P = 0.029) was positively associated with OA risk. Mediation analysis indicated that BMI partially mediated the causal relationship between cycling, public transportation, walking, driving, and OA risk, with mediation proportions of 69.6%, 31.9%, 25.0%, and 39.8%, respectively. Cochran's Q test indicated some heterogeneity among the SNPs included in the analysis, and the MR-Egger intercept test suggested no evidence of genetic pleiotropy. Genetically predicted walking, cycling, or public transportation use was negatively associated with the risk of OA, whereas driving increased the risk of OA. BMI mediated over 25% of the causal relationship between different transportation modes and OA. Not applicable.

Problems of providing transport security of Ukraine: regulatory background

&amp;lt;p&amp;gt;&amp;lt;strong&amp;gt;Summary&amp;lt;/strong&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;This study aims to quantify the combined effect of changing emissions and population activity in the estimation of urban population during the first COVID19-lockdown measures in the beginning of the year 2020. While most studies focus on the impact of changing emissions in concentration reductions due to lockdown measures, we identified the additional change in population exposure for three different cities in Europe, when taking into account the change in population activity in a dynamic urban population exposure model. The results show that population exposure is underestimated by up to 8% for NO&amp;lt;sub&amp;gt;2&amp;lt;/sub&amp;gt; and by up to 29% for PM&amp;lt;sub&amp;gt;2.5&amp;lt;/sub&amp;gt; exposure, when neglecting the change in population activity.&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;strong&amp;gt;Introduction&amp;lt;/strong&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;The lockdown response to the coronavirus disease 2019 (COVID-19) has caused an exceptional reduction in global economic and transport activity. Many recent measurement and modelling studies tested the hypothesis that this has reduced ground-level air pollution concentrations as well as the associated population exposure and health effects, especially in urban areas. Although Google and Apple mobility data is utilized in such air quality modelling studies to derive changes in emissions, the mobility data is not used to reflect changes in population activity patterns. Nevertheless, neglecting the mobility of populations in exposure estimates is known to introduce substantial BIAS; especially on urban-scales. Therefore, we identified the additional change in population exposure for three different cities in Europe (Hamburg - DE, Li&amp;amp;#232;ge - BE, Marseille - FR), when taking into account the change in population activity in a dynamic urban population exposure model.&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;strong&amp;gt;&amp;lt;span&amp;gt;Methods&amp;lt;/span&amp;gt;&amp;lt;/strong&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;span&amp;gt;To model the impact of (1) changing emissions and (2) the change in population activity patterns in our multi-city exposure study, we applied mobility data as derived from different sources (Google, Eurostat, Automatic Identification System, etc.). The aim is to quantify the BIAS in air pollution (PM&amp;lt;sub&amp;gt;2.5&amp;lt;/sub&amp;gt;, NO&amp;lt;sub&amp;gt;2&amp;lt;/sub&amp;gt;) exposure estimates that arises from neglecting population activity under COVID-19 lockdown conditions. We applied the urban-scale chemistry transport model EPISODE-CityChem (Karl et. al 2019) and the urban dynamic exposure model UNDYNE (Ramacher et al. 2020) in the European cities Marseille (FR), Li&amp;amp;#232;ge (BE) and Hamburg (DE) in the first six months of 2020. Based on flexible microenvironment definitions for different surroundings (based on the Copernicus UrbanAtlas) and modes of transport (based on OpenStreetMap), the UNDYNE model allows for a flexible application of population activity in European urban areas. This feature was used to evaluate and compare a set of emission and activity scenarios.&amp;lt;/span&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;strong&amp;gt;&amp;lt;span&amp;gt;Results&amp;lt;/span&amp;gt;&amp;lt;/strong&amp;gt;&amp;lt;/p&amp;gt;&amp;lt;p&amp;gt;&amp;lt;span&amp;gt;Compared to non-lockdown conditions, the derived lockdown activity profiles showed substantial additional changes in the total exposure of the urban population in all cities with up to 8% for NO&amp;lt;sub&amp;gt;2&amp;lt;/sub&amp;gt; and by up to 29% for PM&amp;lt;sub&amp;gt;2.5&amp;lt;/sub&amp;gt;. The analysis of estimated exposure in the different microenvironments home, work and transport reflects the changes in population activity with increasing exposure in the home environment and decreasing exposure in the work and transport environments. Due to the general high reduction of population exposure in transport activities, a significant change of exposure for different modes of transport was not observed.&amp;lt;/span&amp;gt;&amp;lt;/p&amp;gt;

Personal Exposure to Ultrafine Particles According to Different Environments and Modes of Transport in Schoolchildren: Results from a Spanish Cohort in Valencia

This chapter explores mobility practices in the context of leisure travel. It analyzes the representations of different modes of transport in two classics of travel writing, Bernard Dadié’s Un Nègre à Paris (1959) and Tété-Michel Kpomassie’s L’Africain du Groenland (1981), and then moves on to novelistic representations of holidaymaking in Simon Njami’s African gigolo (1989) and Kidi Bebey’s Mon Royaume pour une guitare (2016). The last section of the chapter focuses on Felwine Sarr’s contemporary travel chronicle La Saveur des derniers mètres (2021). In this chapter Afroeuropean mobilities are topographically somewhat varied, ranging from Kpomassie’s Arctic destination to French provinces and other European cities in Njami’s and Bebey’s texts, and, eventually, beyond Europe altogether in Sarr’s travelogue. The chapter highlights the role played by different modes of transport in the construction of the meanings of the destination, on the one hand, and the figure of the traveler, on the other. Modes of mobility and transport contribute to the texts’ poetics of mobility by means of changes in narrative rhythm and speed (Dadié and Kpomassie), through plot and character construction (Njami and Bebey), and, finally, as a wholesale organizational narrative structure (Sarr).

It is very important to balance different modes of transportation. This paper analyzes the maximization of general benefit of transportation which is based on bi-level programming model, when there are many different modes to be chosen by passengers. This model may avoid wasting transport resources while there is fierce competence between different modes of transportation. The bi-level programming model of traffic equilibrium network flow between cities may be solved by the algorithm of simulated annealing. There are several characteristics of China passenger transportation such as long distance, huge traffic flow, strong temporal and regional, because of the feature of geographical conditions and the economics of China. Recently, central government and local government tried their best to develop the different types of transportation. But there are still many problems which are results of the uncoordinated situation between different departments of government. This paper aims to coordinate different resources and rationalizes Chinese transportation. Si Bingfeng and etc. (2004) construct model of transportation separation modes with the integrated transportation and analyses the behavior of transportation selection with several modes of transportation. Tian xiaoyan (2006) analyses the diversification of traffic flow with different modes of transportation, when some conditions of transportation change. Chen huajian, Wei bangcheng and etc. (2003, 2008) study the optimization tickets price of railway, the traffic flow of integrated transportation network and optimization railway market by bi-level programming model.

The article analyzes the actual problems of prospects of logistical support of transportation of products. Automobile, railway, aviation and water modes of transport, which function and develop according to different rules and criteria, based on their departmental interests and priorities, were investigated. Conquesting and retaining competitive advantages is relevant for any mode of transport in our country at this stage of economic development. The main directions for strengthening the state transport policy which is necessary to supplement and adjust the actions of market mechanisms in order to ensure the effective, public­interest formation of the state transport system and the transport services market, were formed in this article. A possible solution to the problem is the unification of hundreds of medium-sized and small motor transport companies and freight forwarding companies in one place - a multimodal transport and logistics center with the provision of logistics services. This will attract new investment in the country's transport infrastructure and increase the level of logistics services. The object of study - the process of logistical support for transportation of products. The purpose of the study is to analyze the problems of interaction and competition between different modes of transport in the modern conditions and to identify possible directions for their solution in the transport of goods and passengers in order to ensure stable economic development, satisfaction of the needs of the population and social production. Methods of research - methods of economic, system and comparative analysis. On the basis of the analysis of the interaction of different types of transport, it was discovered that during this time the cardinal transformational processes from the socialist plans to market relations and infrastructure development took place in the state economy. The specificity of activity of different modes of transport is that they not only interact, but also compete with each other in the provision of transport services. There is a big competition at the interstate level for the transit of goods. It is proved that for further growth of grain export, it is necessary not only to improve the logistics of transportation, but also to develop the infrastructure of the country. It would be appropriate to consider at the state level the possibility of prioritizing the transportation of agricultural products by different modes of transport during the peak period and to develop programs to encourage the construction of modern grain storage facilities in port areas and at the borders of Ukraine with neighboring countries. Expected assumptions about the development of the object of study - a logistic approach for sustainable economic development is proposed, conquesting and retaining competitive advantages which will allow to promptly take into account changes of the environment, to respond to the behavior of competitors and consumers, that is, provide for and form demand and supply in the prospective plan. That is why it is necessary to carry out complex measures aimed at transforming any company into a successful commercial enterprise, which will provide high-quality transport services. In general, the strategic goal is to solve three main tasks: to reduce the company's expenses, increase its income and ensure the maximum safety of movement and safekeeping of cargoes during transportation both on the territory of our state and abroad. KEYWORDS: LOGISTICS, COMPETITIVENESS, TRANSPORTATION OF RODUCTS, THE TRANSPORT SYSTEM OF THE COUNTRY, LOGISTIC SYSTEM, STATE TRANSPORT POLICY.