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Purpose: A mathematical model is used to help determine the manufacturing capacity needed to support post-vehicle-application remanufacturing, repurposing, and recycling of lithium-ion batteries over time. Simulation is used in solving the model to estimate capacity in kWh. Lithium-ion batteries that are commonly used in the electrification of vehicles cannot be simply discarded post-vehicle-application due to the materials of which they are composed. Eventually, each will fail to hold a charge and will need to be recycled. Remanufacturing, allowing a battery to return to a vehicle application, and repurposing, transforming a battery for use in a nonvehicle application, postpone recycling and increase value. The mathematical model and its solution using simulation test the hypothesis that the capacity needed for remanufacturing, repurposing, and recycling as well as new battery production is a function of a single parameter: the percent of post-vehicle-application batteries that are remanufactured. Design/methodology/approach: Equations in the mathematical model represent the capacity needed for remanufacturing, repurposing, and recycling as well as new battery production as dependent variables. Independent variables are exogenous quantities as such as the demand for electrified vehicles of all types, physical properties of batteries such as their application life distribution including the time to recycling, and a single decision variable: the percent of post-vehicle-application batteries that are remanufactured. Values of the dependent variables over time are estimated by simulation for values of the percent of post-vehicleapplication batteries ranging from 0% to 85% in steps of 5%. Findings: The simulation results support important insights for investment in capacity for remanufacturing, repurposing, and recycling of post-vehicle-application batteries as well as new batteries. The capacity needed for recycling is relatively constant regardless of the percent of post-vehicle-application batteries that are remanufactured. The sum of the capacity for remanufacturing and recycling is relatively constant as well. The need for new battery production capacity is reduced significantly (> 10%) for remanufacturing percentages of 55% and above. Research limitations/implications: There is a high degree of uncertainty associated with any forecast concerning post-vehicle-application lithium-ion batteries due to a lack of experience with their remanufacturing, repurposing, and recycling. Practical implications: Electrification of vehicles appears to be the only technically feasible approach to meeting government regulations concerning mileage and emissions (Center for Climate and Energy Solutions 2013). The planning in the present for the remanufacturing, repurposing, and recycling of the lithium-ion batteries used in electrification of vehicles is necessary. Capacity estimation is one important component of such planning. Social implications: The electrification of vehicles versus the use of fossil fuels is consistent with the guiding principles of sustainability in helping to meet current needs without compromising the needs and resources of future generations. Reusing entire lithium-ion batteries or recycling the materials of which they are composed further reinforces the sustainability of vehicle electrification. Originality/value: Estimates of recycling capacity needed in 2030, about 2.69M kWh, change little with the percent of post-vehicle-application batteries that are remanufactured. The need for significant recycling capacity appears between 2022 and 2024, increasing steadily thereafter. Similarly, the sum of remanufacturing and repurposing capacity is relatively constant indicating the need for flexible facilities that can do either task. In addition by 2030, up to approximately 25% of new battery production could be replaced by remanufactured batteries. ; Peer Reviewed

Purpose: A mathematical model is used to help determine the manufacturing capacity needed to support post-vehicle-application remanufacturing, repurposing, and recycling of lithium-ion batteries over time. Simulation is used in solving the model to estimate capacity in kWh. Lithium-ion batteries that are commonly used in the electrification of vehicles cannot be simply discarded post-vehicle-application due to the materials of which they are composed. Eventually, each will fail to hold a charge and will need to be recycled. Remanufacturing, allowing a battery to return to a vehicle application, and repurposing, transforming a battery for use in a non-vehicle application, postpone recycling and increase value. The mathematical model and its solution using simulation test the hypothesis that the capacity needed for remanufacturing, repurposing, and recycling as well as new battery production is a function of a single parameter: the percent of post-vehicle-application batteries that are remanufactured. Design/methodology/approach: Equations in the mathematical model represent the capacity needed for remanufacturing, repurposing, and recycling as well as new battery production as dependent variables. Independent variables are exogenous quantities as such as the demand for electrified vehicles of all types, physical properties of batteries such as their application life distribution including the time to recycling, and a single decision variable: the percent of post-vehicle-application batteries that are remanufactured. Values of the dependent variables over time are estimated by simulation for values of the percent of post-vehicle-application batteries ranging from 0% to 85% in steps of 5%. Findings and Originality/value: The simulation results support important insights for investment in capacity for remanufacturing, repurposing, and recycling of post-vehicle-application batteries as well as new batteries. The capacity needed for recycling is relatively constant regardless of the percent of post-vehicle-application batteries that are remanufactured. The sum of the capacity for remanufacturing and recycling is relatively constant as well. The need for new battery production capacity is reduced significantly (> 10%) for remanufacturing percentages of 55% and above. Research limitations/implications: There is a high degree of uncertainty associated with any forecast concerning post-vehicle-application lithium-ion batteries due to a lack of experience with their remanufacturing, repurposing, and recycling. Practical implications: Electrification of vehicles appears to be the only technically feasible approach to meeting government regulations concerning mileage and emissions (Center for Climate and Energy Solutions 2013). The planning in the present for the remanufacturing, repurposing, and recycling of the lithium-ion batteries used in electrification of vehicles is necessary. Capacity estimation is one important component of such planning. Social implications: The electrification of vehicles versus the use of fossil fuels is consistent with the guiding principles of sustainability in helping to meet current needs without compromising the needs and resources of future generations. Reusing entire lithium-ion batteries or recycling the materials of which they are composed further reinforces the sustainability of vehicle electrification. Originality/value: Estimates of recycling capacity needed in 2030, about 2.69M kWh, change little with the percent of post-vehicle-application batteries that are remanufactured. The need for significant recycling capacity appears between 2022 and 2024, increasing steadily thereafter. Similarly, the sum of remanufacturing and repurposing capacity is relatively constant indicating the need for flexible facilities that can do either task. In addition by 2030, up to approximately 25% of new battery production could be replaced by remanufactured batteries.

Purpose: A mathematical model is used to help determine the manufacturing capacity needed to support post-vehicle-application remanufacturing, repurposing, and recycling of lithium-ion batteries over time. Simulation is used in solving the model to estimate capacity in kWh. Lithium-ion batteries that are commonly used in the electrification of vehicles cannot be simply discarded post-vehicle-application due to the materials of which they are composed. Eventually, each will fail to hold a charge and will need to be recycled. Remanufacturing, allowing a battery to return to a vehicle application, and repurposing, transforming a battery for use in a nonvehicle application, postpone recycling and increase value. The mathematical model and its solution using simulation test the hypothesis that the capacity needed for remanufacturing, repurposing, and recycling as well as new battery production is a function of a single parameter: the percent of post-vehicle-application batteries that are remanufactured. Design/methodology/approach: Equations in the mathematical model represent the capacity needed for remanufacturing, repurposing, and recycling as well as new battery production as dependent variables. Independent variables are exogenous quantities as such as the demand for electrified vehicles of all types, physical properties of batteries such as their application life distribution including the time to recycling, and a single decision variable: the percent of post-vehicle-application batteries that are remanufactured. Values of the dependent variables over time are estimated by simulation for values of the percent of post-vehicleapplication batteries ranging from 0% to 85% in steps of 5%. Findings: The simulation results support important insights for investment in capacity for remanufacturing, repurposing, and recycling of post-vehicle-application batteries as well as new batteries. The capacity needed for recycling is relatively constant regardless of the percent of post-vehicle-application batteries that are remanufactured. The sum of the capacity for remanufacturing and recycling is relatively constant as well. The need for new battery production capacity is reduced significantly (> 10%) for remanufacturing percentages of 55% and above. Research limitations/implications: There is a high degree of uncertainty associated with any forecast concerning post-vehicle-application lithium-ion batteries due to a lack of experience with their remanufacturing, repurposing, and recycling. Practical implications: Electrification of vehicles appears to be the only technically feasible approach to meeting government regulations concerning mileage and emissions (Center for Climate and Energy Solutions 2013). The planning in the present for the remanufacturing, repurposing, and recycling of the lithium-ion batteries used in electrification of vehicles is necessary. Capacity estimation is one important component of such planning. Social implications: The electrification of vehicles versus the use of fossil fuels is consistent with the guiding principles of sustainability in helping to meet current needs without compromising the needs and resources of future generations. Reusing entire lithium-ion batteries or recycling the materials of which they are composed further reinforces the sustainability of vehicle electrification. Originality/value: Estimates of recycling capacity needed in 2030, about 2.69M kWh, change little with the percent of post-vehicle-application batteries that are remanufactured. The need for significant recycling capacity appears between 2022 and 2024, increasing steadily thereafter. Similarly, the sum of remanufacturing and repurposing capacity is relatively constant indicating the need for flexible facilities that can do either task. In addition by 2030, up to approximately 25% of new battery production could be replaced by remanufactured batteries. ; Peer Reviewed

OBJECTIVES: To find the disparities in the prevalence of malnutrition of reproductive women and under five children. METHODS: We analyzed the latest data of nationwide cross-sectional Demographic and Health Surveys of 59 countries conducted from 2006. Between and within country gaps in malnutrition prevalence were examined. RESULTS: Undernutrition of children (stunting, wasting and underweight) and women was higher in Burundi, Madagascar, Guatemala, Yemen, Timor-Leste, India, Nigeria, Niger, Benin, Burkina Faso, Bangladesh and Ethiopia. Women's overweight was higher in Egypt, Jordan, Peru, Guatemala, Honduras, Swaziland, Dominican Republic and Bolivia. Undernutrition of women and children was higher and women's overweight was lower disproportionately among the poorest, rural and illiterate women/mother. The poor-rich gaps were greater in Guatemala, Bolivia, Burundi and Pakistan for stunting; in Cameroon, Pakistan, Niger, Yemen and Timor-Leste for wasting; and in Yemen, Pakistan, Burundi, India, Bangladesh, Nigeria and Cameroon for underweight. The greater rural-urban gaps were observed in Burundi, Peru, Bolivia, Cameroon and Mali for stunting; in Timor-Leste, Cameroon, Maldives, Niger, Guinea and Congo Democratic Republic for wasting; and in Burundi, Niger, Yemen and Cameroon for underweight. Compare to secondary + educated mother, we observed children of illiterate mothers with greater prevalence of stunting in Lesotho, Azerbaijan, Guatemala, Honduras and Bolivia; of wasting in Albania, Guyana, Tajikistan, Namibia, Nigeria and Cameroon; and of underweight in Cameroon, Pakistan and Nigeria. For women's underweight, the poor-rich gaps were greater in Yemen, Bangladesh, India, Pakistan, Kenya and Burkina Faso; the rural-urban gaps were greater in Yemen, India, Burkina Faso, Ethiopia and Pakistan; and the women's no-secondary + education gaps were greater in Kenya, Cameroon, Madagascar, Chad and Bangladesh. Higher poor-rich. rural-urban or no-secondary + education gaps in women's overweight exist in Ghana, ...

Today's world is in turmoil due to the misdeeds of cyber criminals. Cybercriminals at national, regional and international levels are misusing wireless sensor technology to cause serious damage to socioeconomic conditions. Due to the misuse of sensor technology, pandemic diseases, war-conflicts, gender violence, child abuse, climate crisis, heat wave, energy crisis, social unrest, political instability etc. are increasing, which have serious impact on healthcare. The coronavirus pandemic is a non-infectious disease, spread by cybercriminals through advanced wireless sensor technology at certain distances - no doubt about it. Digital tracking, poisoning and extrajudicial killings by this coronavirus around the world are currently a top research concept for scientists, researchers, technologists and medical professionals. Social distancing, wearing masks, self-isolation, handshakes and travel bans have all reduced the workforce in the household, education, economic and technical sectors. The study was conducted as part of the ISNAH examination of higher studies at Universiti Malaysia Sarawak, Malaysia from October 8, 2014 to May 21, 2018 to evaluate with primary and secondary data. Research shows that cybercriminals are misusing advanced wireless sensor technology to hold people, animals and others hostage around the world. Research also shows that cybercriminals are sickening hostages, killing others and even digitally destroying objects by burning them at specific GPS locations. This study shows that the coronavirus was created by cybercriminals for a political agenda and to present the uncertainty of the world's socioeconomic situation and its impact on human society. The socioeconomic situation of different countries is changing abnormally due to the impact of this pandemic. Existing health care policies are inadequate to combat the global pandemic. Vaccines cannot completely cure pandemics, but following the PDRAST top ten principles cures all types of pandemic diseases, which positively enhances socioeconomic conditions. The study helps thinkers develop new ideas and more innovative research. This research is a unique concept, which will encourage applied research to dispel all misconceptions and discover innovations. A coherent global public health protection and safe technology linked to national policies and the Sustainable Development Goals 2030 are essential for a peaceful world against these impacts.

BACKGROUND: Bullying victimisation is a global public health problem that has been predominantly studied in high income countries. This study aimed to estimate the population level prevalence of bullying victimisation and its association with peer and parental supports amongst adolescents across low and middle income to high income countries (LMIC—HICs). METHODS: Data were drawn from the Global School-based Student Health Survey of school children aged 12–17 years, between 2003 and 2015, in 83 LMIC—HICs in the six World Health Organization (WHO) regions. We estimated the weighted prevalence of bullying victimisation at country, region and global level. We used multiple binary logistic regression models to estimate the adjusted association of age, gender, socioeconomic status, and parental support and peer support, and country level variables (GDP and government expenditure on education) with adolescent bullying victimisation. FINDINGS: Of the 317,869 adolescents studied, 151,036 (48%) were males, and 166,833 (52%) females. The pooled prevalence of bullying victimisation on one or more days in the past 30 days amongst adolescents aged 12–17 years was 30·5% (95% CI: 30·2–31·0%). The highest prevalence was observed in the Eastern Mediterranean Region (45·1%, 44·3–46·0%) and African region (43·5%, 43·0–44·3%), and the lowest in Europe (8·4%, 8·0–9·0%). Bullying victimisation was associated with male gender (OR: 1·21; 1·11–1·32), below average socio-economic status (OR: 1·47, 1·35–1·61), and younger age (OR: 1·11, 1·0–1·24). Higher levels of peer support (0·51, 0·46–0·57), higher levels of parental support (e.g., understanding children's problems (OR: 0·85, 0·77–0·95), and knowing the importance of free time spent with children (OR: 0·77, 0·70–0·85)), were significantly associated with a reduced risk of bullying victimisation. INTERPRETATIONS: Bullying victimisation is prevalent amongst adolescents globally, particularly in the Eastern Mediterranean and African regions. Parental and peer supports are protective ...

BACKGROUND: The aim of this study is to assess the current status of non-communicable disease (NCD) risk factors amongst adolescents in Bangladesh. We also critically reviewed the existing policy responses to NCD risk among adolescents in Bangladesh. METHODS: This study used a mixed method approach. To quantify the NCD risk burden, we used data from the Global School-based Student Health Survey conducted in Bangladesh. To understand policy response, we reviewed NCD-related policy documents introduced by the Government of Bangladesh between 1971 and 2018 using the WHO recommended NCD Action Plan 2013–2020as study framework. Information from the policy documents was extracted using a matrix, mapping each document against the six objectives of the WHO 2013–2020 Action Plan. RESULTS: Almost all adolescents in Bangladesh had at least one NCD risk factor, and there was a high prevalence of concurrent multiple NCD risk factors; 14% had one NCD risk factor while 22% had two, 29% had three, 34% had four or more NCD risk factors. Out of 38 policy documents, eight (21.1%) were related to research and/or surveys, eight (21.1%) were on established policies, and eleven (29%) were on legislation acts. Three policy documents (7.9%) were related to NCD guidelines and eight (21.1%) were strategic planning which were introduced by the government and non-government agencies/institutes in Bangladesh. CONCLUSIONS: The findings emphasize the needs for strengthening NCD risk factors surveillance and introducing appropriate intervention strategies targeted to adolescents. Despite the Government of Bangladesh introducing several NCD-related policies and programs, the government also needs more focus on clear planning, implementation and monitoring and evaluation approaches to preventing NCD risk factors among the adolescents in Bangladesh. SUPPLEMENTARY INFORMATION: The online version contains supplementary material available at 10.1186/s41043-022-00294-x.