Case Studies on Transport Policy最新文献

{"title":"Pedestrian flow features and LOS of the walkway: A case study on Dhaka and Chattogram Metropolitan City in Bangladesh","authors":"Md.Imran Nazir,&nbsp;Mohei Menul Islam,&nbsp;Quazi Sazzad Hossain","doi":"10.1016/j.cstp.2025.101659","DOIUrl":"10.1016/j.cstp.2025.101659","url":null,"abstract":"<div><div>More accidents occur in Bangladesh due to pedestrian errors and lack of walkway design. This study emphasized the pedestrian flow on walkways of the two most populated cities in Bangladesh: Dhaka and Chattogram. Age, gender, and group size-based mean walking speeds of 3733 and 2818 pedestrians in Dhaka and Chattogram, respectively, were determined using 12-hour video recording data from a total of six locations in these two cities. The connections between speed, density, flow, and area module of these pedestrians were analyzed by SPSS 11.5v, and the regression model was validated using the data collected from walkways near Bogura, Bangladesh. To describe the existing footpath conditions, the pedestrian level of service (PLOS) was estimated considering of 15-minute flow, calculated flow, and area occupancy. From the results, considering gender, males had a higher mean walking speed than female for all six selected walkways in Dhaka and Chattogram whereas in terms of age Dhaka’s younger pedestrian walked faster while for Chattogram it was middle-aged. In all walkways except Chittagong New Market, walkers in groups of 2 traveled at a faster speed. In this walkway, the middle-aged males of group size 4 walked faster than group size 2 because of the inadequate sample size (=8 Nos.) of group size 4. From the analysis of the relationships of pedestrian characteristics, the pedestrians of Dhaka walked fast and freely and had more maximum density, and flow as compared to Chattogram, where the minimum area module was the same. After the constructed model was validated, nearly all of the walkways exhibited PLOS A; however, after taking into account the 15-minute flow, Asad Avenue showed PLOS B. Furthermore, in Chittagong New Market, PLOS A, B, and C were obtained for 15-minute flow, calculated flow, and area occupancy, respectively.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101659"},"PeriodicalIF":3.3,"publicationDate":"2025-11-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145615688","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Changes in car-bus mobility in the context of the pandemic and the war in Ukraine, in Rzeszów, Poland (2018–2024)","authors":"Marta Borowska-Stefańska ,&nbsp;Tomasz Komornicki ,&nbsp;Michał Kowalski ,&nbsp;Cezary Plesiński ,&nbsp;Szymon Wiśniewski","doi":"10.1016/j.cstp.2025.101644","DOIUrl":"10.1016/j.cstp.2025.101644","url":null,"abstract":"<div><div>The aim of the article is to measure changes in the level and shape of the diurnal profiles of car traffic and bus demand in Rzeszów (Poland) over 2018–2024, and to assess the persistence of these changes. The study analyzes the interplay between transport supply (e.g., the organization and functioning of public transport) and demand (i.e., behavioral changes among residents), offering a comprehensive view of how the pandemic and the geopolitical crisis associated with the war in Ukraine disrupted mobility patterns and prompted adaptive responses within the urban mobility system. Rzeszów, as a dynamically developing urban center, provides a valuable case for examining the long-term implications of pandemic-induced restrictions. By observing the forced reduction in mobility during the pandemic, the study identifies where and to what extent spatial mobility can be limited without compromising the resilience of the socio-economic system. This empirical context offers a unique opportunity to explore how urban mobility can be managed more effectively and where unnecessary or excessive movement might be reduced in pursuit of broader sustainability goals. The findings contribute to current European and global debates on sustainable urban mobility, demonstrating that targeted mobility management − guided by evidence from real-world constraints − can support the transition toward more resilient, efficient, and environmentally responsible transport systems. In light of broader challenges such as war in Ukraine, inflation, migration, and the digitalization of transport services, the Rzeszów case exemplifies how cities can respond to disruptions while aligning with long-term policy objectives related to climate neutrality, accessibility, and smart urban growth. Policy implications are articulated across four scales. Citywide, the observed re-profiling of demand, subdued mornings and stronger afternoon/early-evening activity, supports selective mobility reduction and time-sensitive allocation of public-transport supply and traffic management. Corridor-level, central corridors and radial approaches to the city centre emerge as candidates for strengthening collective transport, while peripheral distributor corridors with rising car pressure merit targeted service upgrades paired with calibrated demand restraint. At the junction-level, inner-city junctions and transfer nodes are suitable for signal priority, access management, and turn-movement control; time-of-day management should prioritise 14:00–18:00 and after 18:00.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101644"},"PeriodicalIF":3.3,"publicationDate":"2025-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145570000","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Transport emissions and climate change: Which actions are the hardest?","authors":"E.O.D. Waygood ,&nbsp;Hamed Naseri ,&nbsp;Bobin Wang ,&nbsp;Jérôme Laviolette","doi":"10.1016/j.cstp.2025.101660","DOIUrl":"10.1016/j.cstp.2025.101660","url":null,"abstract":"<div><div>Climate change is a global challenge, making this a crucial time for altering human behaviors to mitigate its effects. This study investigates the difficulty or ease of different climate change-related behaviors, particularly those associated with transportation. To this end, the Rasch model is employed. This paper also intends to examine the link between those behaviors and a robust measure to evaluate individuals’ environmental behaviors and attitudes, called the Climate Change Stage of Change (CC-SoC). In this regard, a machine learning method ranks various climate change-related behaviors according to their influence on CC-SoC. The findings indicate that transport-based actions are generally among the most challenging to change, with living without a vehicle being the most difficult. Avoiding long-haul flights, using an electric vehicle, and riding an electric-assist bicycle were within the top five determinants of CC-SoC, indicating the strong influence of transport-related behaviors on climate change. The findings of this study are critical for informing transport policy, since they help identify which behavioral shifts are most impactful yet most resistant to change, allowing for more targeted and effective interventions.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101660"},"PeriodicalIF":3.3,"publicationDate":"2025-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145615630","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Evaluation of e-scooter sharing as a feeder mode for public transport in suburban communities in Germany – A mixed methods approach","authors":"Jan Gödde,&nbsp;Joachim Scheiner","doi":"10.1016/j.cstp.2025.101657","DOIUrl":"10.1016/j.cstp.2025.101657","url":null,"abstract":"<div><div>E-scooter-sharing is primarily offered in large cities, where e-scooters are frequently used as a feeder mode for public transport (first and last mile). Nevertheless, critics argue that these services may be redundant in well-connected urban areas and could offer greater value in suburban or peripheral regions, where first/last mile transport is often less flexible, the number of departures of feeder modes is lower and distances to stations are longer. This study evaluates the utilization potential of e-scooter-sharing and the challenges of implementing it in suburban communities in Germany by using a three-part mixed methods approach: we estimate demand through spatial analysis, engage stakeholders in focus groups to discuss implementation strategies, and analyze user behavior and movement patterns in a living lab, in which we test e-scooter-sharing in a suburban town over a two-month period. Results suggest utilization potential in intermodal commuting routes of young inhabitants, with insufficient cycling networks and financial difficulties being the main challenges of adoption. Cooperation between cities and providers is identified as the key to successful adaptation, for establishing parking regulations, and creating an integrated experience of public transport and e-scooter-sharing.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101657"},"PeriodicalIF":3.3,"publicationDate":"2025-11-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145570073","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Delays in container vessels operations and trade in container terminals: Empirical Insights on Nigerian container terminals","authors":"Chinyeaka Nwokodi Nwoloziri ,&nbsp;Ibeawuchi Chibueze Nze ,&nbsp;Arbia Hlali","doi":"10.1016/j.cstp.2025.101655","DOIUrl":"10.1016/j.cstp.2025.101655","url":null,"abstract":"<div><div>The Nigerian container ports handle with systemic delays, including prolonged ship turnaround times, berth congestion, bureaucratic documentation, inefficient customs procedures, and traffic gridlock, which exacerbate operational inefficiencies. This study investigates the economic impact of vessel delays through a quantitative analysis of secondary data from Nigerian port container terminals (2007–2022), encompassing ship turnaround times, vessel traffic calls, berth occupancy rates, Gross Registered Tonnage (GRT), TEU throughput, and vessel operation tariffs. Employing a log-linear multiple regression model and Analysis of Variance (ANOVA), the research evaluated correlations between delay costs and three critical variables: container trade volume (TEU), ship traffic volume, and GRT of vessels. The results revealed statistically significant positive correlations on Delays in Vessels Operations and Trend of Shipping Operations in Nigerian Container Terminals is significant given R = 0.839527and P-value = 0.019826. The effect of Delay Costs in Vessels Operations on Trend of Container Shipping Operations is significant given (R = 0.764598 and P-value = 0.0169194). The effect of Delay Costs in Vessels Operations on Ship Calls in Nigerian Container Terminals is significant given R = 0.732767 and P = 0.045269. Effect of Delay Costs in Vessels Operations on GRT of Ships handled in Nigerian Container Terminals is significant given R = 0.644546 and P-value = 0.17143. These findings underscore how growing trade volumes and vessel sizes amplify the financial penalties of port inefficiencies. The study attributes these delays to infrastructural constraints, post-concession policy gaps, and procedural bottlenecks. To mitigate economic losses, it advocates strict adherence to a two-day ship turnaround benchmark and systemic reforms targeting digitized customs processes, berth optimization, and road network upgrades. By addressing these challenges, Nigerian ports could reduce delay-related costs.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101655"},"PeriodicalIF":3.3,"publicationDate":"2025-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145569970","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Evaluating transportation’s role in logistics center site selection via AHP: case study of Eastern Black Sea, Turkey","authors":"Göknur Berber Narin ,&nbsp;Muhammet Vefa Akpınar","doi":"10.1016/j.cstp.2025.101658","DOIUrl":"10.1016/j.cstp.2025.101658","url":null,"abstract":"<div><div>Logistics is defined as the process of facilitating the transfer of information, materials, and products between producers and end consumers through the supply chain. The COVID-19 pandemic has further amplified interest in this sector, as people seek to meet their needs with minimal energy and time. This growing demand underscores the transportation factor, which serves as the most crucial link in logistics services.</div><div>Although Turkey entered the logistics sector later than its European counterparts, it has been making continuous advancements. In particular, investments in transportation modes and infrastructure have significantly accelerated the sector’s development. However, an assessment of Turkey’s regions reveals a deficiency in logistics centers within the Eastern Black Sea Region.</div><div>To address this gap, this study examines Trabzon’s potential to become a logistics center by ranking the provinces of the Eastern Black Sea Region based on transportation priorities using the AHP method. The study first identifies key criteria that enhance logistics efficiency and assigns weights to them. The findings highlight transportation as the most influential factor, scoring 2.096 points, followed by foreign trade (0.935 points), industry (0.910 points), and population (0.277 points).</div><div>Additionally, among the provinces in the region, Trabzon ranks highest in terms of priority for establishing a logistics center, with 0.300 points, followed by Giresun (0.213 points), Rize (0.159 points), Artvin (0.114 points), Gumushane (0.103 points), and Bayburt (0.07 points). These results emphasize Trabzon’s strategic advantage and its potential as a regional logistics hub.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101658"},"PeriodicalIF":3.3,"publicationDate":"2025-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145569999","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Systematic assessment of push and pull initiatives in behavioural responses associated with public transport fares, service frequency, car-related tolls, distance-based road user charges, and parking charges","authors":"David A. Hensher,&nbsp;Edward Wei,&nbsp;Wen Liu","doi":"10.1016/j.cstp.2025.101656","DOIUrl":"10.1016/j.cstp.2025.101656","url":null,"abstract":"<div><div>There has been a constant flow of empirical evidence suggesting the likely modal trip impact that stand-alone policy initiatives such as public transport fares or service frequency and road pricing reforms (be it tolls or distance-based charging) have on the change in travel behaviour. While the evidence, typically converted to mean direct elasticity and cross elasticity modal estimates, is informative, there is a dearth of published empirical evidence on elasticities associated with policy initiatives that combine policies such as a public transport fare or service frequency change and a car-related toll and /or distance-based charge and/or parking charges. This paper investigates the one-way trip and arc elasticity impacts of stand-alone policy initiatives and compares the two elasticity effects when push and pull policy initiatives are at play. We find not only that there are asymmetric effects according to whether the policy involves an increase or a decrease, but that the combined policy initiatives suggest very different mean arc elasticity impacts, opening up opportunities for behavioural changes that are not obtained to the same extent from a stand-alone policy initiative. Each policy by itself generally, although not always, has a lower relative elasticity compared to when it is combined with another policy. We use the advanced Metroscan integrated transport and land use strategic model system to obtain the predicted trip changes under various scenarios for 2024 in the Sydney Metropolitan Area.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101656"},"PeriodicalIF":3.3,"publicationDate":"2025-11-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145520892","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Modelling future of airport accessibility: synthetic population and discrete choice model approach to UAM and CCAM demand at Brussels airport","authors":"Behzad Bamdad Mehrabani ,&nbsp;Vincent Henrion ,&nbsp;Sebastian Hörl ,&nbsp;Nikola Ivanov ,&nbsp;Bojana Mirkovic ,&nbsp;Juan Blasco ,&nbsp;Elke Bossaert","doi":"10.1016/j.cstp.2025.101654","DOIUrl":"10.1016/j.cstp.2025.101654","url":null,"abstract":"<div><div>The emergence of Urban Air Mobility (UAM) and Connected, Cooperative and Automated Mobility (CCAM) offers transformative potential for airport accessibility, promising faster and more personalised connections to major air hubs. However, accurately forecasting the demand for these future transport modes remains a key challenge due to their limited real-world presence and reliance on speculative user preferences. This paper presents a robust and flexible methodology for assessing the future modal split of airport access, integrating both current and emerging mobility options within a discrete choice modelling (DCM) framework. Using a nested logit model calibrated on survey data from over 29,000 Belgian passengers at Brussels Airport, we developed a general-coefficient-based utility specification that enables the integration of hypothetical modes such as UAM and CCAM. This model was then applied to a synthetic population of airport passengers generated via iterative proportional fitting and spatial enrichment. By incorporating realistic operational assumptions for UAM and CCAM, we estimated demand under future scenarios. The results indicate that UAM and CCAM could capture 4.7% and 6.8% of airport access trips respectively, with modal shifts primarily originating from taxi and private car users. This demand modelling framework is assumption-agnostic and adaptable, providing a versatile tool for policy analysis and infrastructure planning as these technologies approach deployment. Future applications will benefit from updated data as these services are piloted, supporting more precise and policy-relevant demand estimations.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101654"},"PeriodicalIF":3.3,"publicationDate":"2025-11-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145520987","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Cash, code, and congestion: A case study on MaaS adoption barriers and policy implications in Hanoi","authors":"Van Chung Hoang","doi":"10.1016/j.cstp.2025.101643","DOIUrl":"10.1016/j.cstp.2025.101643","url":null,"abstract":"<div><div>Mobility-as-a-Service (MaaS) is emerging as a paradigm-shifting solution for urban transportation, yet its research and implementation have been largely confined to developed countries. A significant knowledge gap exists regarding its viability in the unique context of developing nations, which are often characterized by fragmented transport systems, cash-dominant economies, and severe traffic congestion. This study addresses this gap by investigating the factors influencing MaaS adoption willingness among university students in Hanoi, Vietnam, a city that epitomizes these challenges. We frame our analysis through a “cash, code, and congestion” lens to dissect the structural and behavioral barriers to adoption. Employing a survey-based methodology with 372 student respondents, this research utilizes Classification and Regression Trees (CART) to develop predictive models for two distinct user segments: private vehicle users and public/shared transport users. The models identify the key determinants of adoption and reveal the detailed decision-making profiles of each group. Our findings reveal a strong latent demand for MaaS, but uncover fundamentally divergent adoption logics between the two segments. For private vehicle users, adoption is primarily driven by their existing digital habits with ride-hailing apps, with financial considerations acting as a secondary factor. Conversely, for public/shared transport users, the practical utility of their daily journey, particularly commute distance, is the most critical predictor. The results underscore that a one-size-fits-all MaaS strategy is unviable. As a conclusion, this study provides empirical evidence for segment-specific pathways to MaaS adoption in a developing country context. We propose that successful MaaS implementation in a Vietnamese context such as Hanoi requires targeted value propositions: focusing on cost-efficiency and superior convenience to attract private users, while emphasizing operational reliability and functional optimization for public transport users. These strategies must be coupled with systemic solutions to overcome the “cash, code, and congestion” barriers, ultimately positioning MaaS as a key enabler of sustainable urban mobility.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101643"},"PeriodicalIF":3.3,"publicationDate":"2025-11-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145520985","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Determinants of ride-hailing demand in Latin American metropolises: Case study of Fortaleza, Brazil","authors":"Anderson Yago Sampaio Brito,&nbsp;André Soares Lopes,&nbsp;Carlos Felipe Grangeiro Loureiro","doi":"10.1016/j.cstp.2025.101642","DOIUrl":"10.1016/j.cstp.2025.101642","url":null,"abstract":"<div><div>App-based mobility services promoted a paradigm shift in public transportation demand and supply dynamics associated with changes in the perception of accessibility to opportunities. In such a new urban context, this research examines the determinants of ride-hailing demand by developing a theoretical and empirical literature review to support the construction of a causal hypotheses diagram as the basis for running Structural Equation Modeling (SEM) analyses of data from the 2019 Origin-Destination (OD) household survey in Fortaleza, Brazil. Thus, this case study aims to investigate specific factors that shape app-based mobility services usage patterns in a Latin American metropolis. The findings clarify the role of socioeconomic status in influencing app-based travel production, with individuals of higher income demonstrating a propensity towards ride-hailing for compulsory trips<strong>,</strong> defined as necessary journeys to work or school that follow fixed schedules of entry and exit<strong>.</strong> Conversely, the presence of car ownership diminishes reliance on ride-hailing for the same purposes, emphasizing the interplay between access to private vehicles and both trip production and length. The case study unveils the significance of accessibility levels in driving the adoption of ride-hailing services, particularly for shorter, non-compulsory trips. These insights confirm the nuanced nature of ride-hailing demand in Latin America and highlight the importance of integrating individual attributes and spatial considerations into urban mobility planning initiatives. Our research provides policymakers and transportation planners with valuable guidance on addressing mobility challenges in similar urban contexts, ultimately aiming to achieve more efficient and sustainable transportation systems.</div></div>","PeriodicalId":46989,"journal":{"name":"Case Studies on Transport Policy","volume":"23 ","pages":"Article 101642"},"PeriodicalIF":3.3,"publicationDate":"2025-11-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145469163","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}